CN117605590A

CN117605590A - Engine control method and device, vehicle-mounted terminal and storage medium

Info

Publication number: CN117605590A
Application number: CN202311588761.9A
Authority: CN
Inventors: 殷小美
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2023-11-25
Filing date: 2023-11-25
Publication date: 2024-02-27

Abstract

The embodiment of the application is suitable for the technical field of automobiles and provides an engine control method, an engine control device, a vehicle-mounted terminal and a storage medium, wherein the method comprises the following steps: responding to a fault event of a thermal management module, and acquiring fault information of the thermal management module; if the fault information meets a preset abnormal triggering condition, determining a torque coefficient corresponding to engine information of the vehicle in the current state through a conversion algorithm corresponding to the abnormal triggering condition; controlling an output torque of the engine based on the torque coefficient. The vehicle-mounted terminal can control the output torque of the engine according to the torque coefficient corresponding to the engine information when the thermal management module fails. Therefore, by the method provided by the embodiment, the vehicle-mounted terminal can limit the output torque of the engine when the thermal management module fails, so as to achieve the technical effects of preventing the engine from being overheated and damaged and improving the driving safety.

Description

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

Technical Field

The embodiment of the application belongs to the technical field of automobiles, and particularly relates to an engine control method and device, a vehicle-mounted terminal and a storage medium.

Background

The thermal management module (Thermal Management Module) of the engine is a module in the vehicle for controlling and managing the temperature of the engine. Referring to fig. 1, a schematic diagram of the component construction of a thermal management module according to an embodiment of the present application is shown. As shown in fig. 1, a plurality of different coolant outlets may be included in the thermal management module, such as a warm air cooling outlet, an oil cooling outlet, a small circulation outlet, and a radiator outlet. Coolant in the engine may flow from the engine inlet into the thermal management module and from the coolant outlet of the thermal management module to the corresponding cooling circuit. Finally, the cooling fluid can flow back to the heat management module from the corresponding return port of the cooling circuit and flow back to the engine again from the engine inlet of the heat management module. The engine control module of the automobile can open different cooling liquid outlets by controlling the opening value of the slide valve so that the cooling liquid flows to different cooling loops through different outlets to achieve different cooling effects. For example, when the opening value of the spool in the thermal management module is 30 °, at this time, the warm air cooling outlet in the thermal management module may be completely opened, and the coolant may flow to the warm air cooling circuit through the warm air cooling outlet. For another example, when the opening value of the spool in the thermal management module is 40 °, at this time, the warm air cooling return outlet is fully opened and the oil cooling outlet is also partially opened, and the cooling liquid may flow to the warm air cooling circuit and the oil cooling circuit, respectively.

When the thermal management module fails, the engine control module may not be able to accurately control the opening value of the spool valve. At this time, the coolant cannot be cooled in time, which is likely to cause overheating of the engine and even damage of the engine. However, in the prior art, there is a lack of engine protection schemes in the event of a failure of the thermal management module, and therefore, when the thermal management module of the vehicle fails, the engine is easily overheated, thereby damaging the internal parts of the engine.

Disclosure of Invention

In view of this, the embodiments of the present application provide a control method and apparatus for an engine, a vehicle-mounted terminal, and a storage medium, which are used to limit an output torque of the engine according to engine information when a thermal management module fails, so as to achieve the technical effects of preventing the engine from being damaged due to overheating and improving driving safety.

A first aspect of an embodiment of the present application provides a control method of an engine, including:

responding to a fault event of a thermal management module, and acquiring fault information of the thermal management module;

if the fault information meets a preset abnormal triggering condition, determining a torque coefficient corresponding to engine information of the vehicle in the current state through a conversion algorithm corresponding to the abnormal triggering condition;

Controlling an output torque of the engine based on the torque coefficient.

In a possible implementation manner of the first aspect, if the fault information meets a preset abnormal triggering condition, determining, by a conversion algorithm corresponding to the abnormal triggering condition, a torque coefficient corresponding to engine information of the vehicle in a current state includes:

if the fault information meets a first abnormal triggering condition, a first conversion algorithm and a second conversion algorithm corresponding to the first abnormal triggering condition are obtained;

the fault duration of the thermal management module and the water temperature value of the engine are imported into the first conversion algorithm, and a first coefficient is calculated;

leading the rotating speed value of the engine and the gear value of the vehicle into the second conversion algorithm, and calculating a second coefficient;

the torque coefficient is determined based on a product between the first coefficient and the second coefficient.

In a possible implementation manner of the first aspect, the fault information includes an actual opening value of the thermal management module;

if the fault information meets a first abnormal triggering condition, a first conversion algorithm and a second conversion algorithm corresponding to the first abnormal triggering condition are obtained, and the method comprises the following steps:

Judging whether the actual opening value is smaller than or equal to a preset opening threshold value;

and if the actual opening value is smaller than or equal to the opening threshold value, acquiring the first conversion algorithm and the second conversion algorithm.

if the fault information meets a second abnormal triggering condition, acquiring a third conversion algorithm and a fourth conversion algorithm corresponding to the second abnormal triggering condition;

leading the water temperature value of the engine into the third conversion algorithm, and calculating a third coefficient;

leading the rotating speed value of the engine and the gear value of the vehicle into the fourth conversion algorithm, and calculating a fourth coefficient;

the torque coefficient is determined based on a product between the third coefficient and the fourth coefficient.

In a possible implementation manner of the first aspect, the fault information includes an actual opening value of the thermal management module and the water temperature value of the engine;

If the fault information meets a second abnormal triggering condition, a third conversion algorithm and a fourth conversion algorithm corresponding to the second abnormal triggering condition are obtained, and the method comprises the following steps:

if the actual opening value is larger than a preset opening threshold value, acquiring the water temperature value of the engine;

and if the water temperature value is greater than or equal to a preset water temperature threshold value, acquiring the third conversion algorithm and the fourth conversion algorithm.

In a possible implementation manner of the first aspect, before the obtaining, in response to a fault event of the thermal management module, fault information of the thermal management module, the method further includes:

responding to a fault event of the thermal management module, and generating a control instruction recorded with a desired opening value;

and sending the control instruction to the thermal management module to control the thermal management module to be opened to the expected opening value.

determining a high speed duty cycle of a fan based on the water temperature value of the engine; the high-speed duty ratio is used for representing the ratio of the high-speed operation time of the fan to the total operation time of the fan in one heat dissipation period of the heat dissipation operation; the high-speed operation time is the time length of the fan in a high-speed mode;

And controlling the fan to execute the heat dissipation operation corresponding to the high-speed duty ratio based on the high-speed duty ratio.

A second aspect of the embodiments of the present application provides a control device of an engine, including:

the information acquisition module is used for responding to the fault event of the thermal management module and acquiring the fault information of the thermal management module;

the coefficient determining module is used for determining a torque coefficient corresponding to engine information of the vehicle in the current state through a conversion algorithm corresponding to the abnormal triggering condition if the fault information meets the preset abnormal triggering condition;

a control module for controlling an output torque of the engine based on the torque coefficient.

A third aspect of the embodiments of the present application provides a vehicle including a thermal management module, an engine, and an in-vehicle terminal; the first input interface of the vehicle-mounted terminal is connected with the first output interface of the thermal management module; the second output interface of the vehicle-mounted terminal is connected with the second input interface of the engine;

the thermal management module is used for sending a fault event to the vehicle-mounted terminal when a fault occurs;

the vehicle-mounted terminal is used for responding to a fault event of the thermal management module, acquiring fault information of the thermal management module and executing the engine control method according to any one of claims 1-8 according to the fault information;

And the engine is used for adjusting output torque according to the command sent by the vehicle-mounted terminal.

A fourth aspect of the embodiments of the present application provides a vehicle-mounted terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor implements the method for controlling an engine according to the first aspect.

A fifth aspect of the embodiments of the present application provides a computer-readable storage medium storing a computer program which, when executed by a processor, implements the method of controlling an engine as described in the first aspect above.

A sixth aspect of the embodiments of the present application provides a computer program product, which when run on a computer causes the computer to perform the method of controlling an engine according to the first aspect described above.

Compared with the prior art, the embodiment of the application has the following advantages:

according to the embodiment of the application, the vehicle-mounted terminal can respond to the fault event of the thermal management module to acquire the fault information of the thermal management module; when the fault information of the thermal management module meets the preset abnormal triggering condition, the vehicle-mounted terminal can determine an engine torque coefficient corresponding to the engine information of the vehicle in the current state through a conversion algorithm corresponding to the abnormal triggering condition; after the vehicle-mounted terminal obtains the torque coefficient, the output torque of the engine can be controlled according to the torque coefficient. By the method provided by the embodiment, when the thermal management module fails, the vehicle-mounted terminal can judge whether the output torque of the engine needs to be limited according to the failure information. When the fault information meets the abnormal triggering condition, the vehicle-mounted terminal can acquire a conversion algorithm corresponding to the abnormal triggering condition. The vehicle-mounted terminal can determine a torque coefficient corresponding to the engine information through a conversion algorithm, and control the output torque of the engine according to the torque coefficient. Therefore, by the method provided by the embodiment, the vehicle-mounted terminal can control the output torque of the engine according to the torque coefficient corresponding to the engine information when the thermal management module fails, so that the engine is prevented from being overheated and damaged.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings that are required to be used in the embodiments or the description of the prior art. It is apparent that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.

FIG. 1 is a schematic illustration of a component configuration of a thermal management module according to an embodiment of the present disclosure;

fig. 2 is a schematic structural view of a vehicle according to an embodiment of the present application;

FIG. 3 is a schematic diagram of a control method of an engine according to an embodiment of the present disclosure;

fig. 4 is a schematic diagram of a display flow of fault information according to an embodiment of the present application;

fig. 5 is a flowchart of a specific implementation of a control method S302 of an engine according to an embodiment of the present application;

FIG. 6 is a flowchart of a specific implementation of another engine control method S302 according to an embodiment of the present disclosure;

fig. 7 is a flowchart of a specific implementation of a control method S301 of an engine according to an embodiment of the present application;

fig. 8 is a flowchart of a specific implementation of another engine control method S301 provided in an embodiment of the present application;

FIG. 9 is a schematic diagram of a control device for an engine according to an embodiment of the present disclosure;

fig. 10 is a schematic diagram of a vehicle-mounted terminal provided in an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system configurations, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

The cooling system of the vehicle mainly comprises parts such as a radiator, a thermostat, a water pump, an electronic fan and the like. When the internal temperature of the engine is higher, the cooling system can perform cooling treatment on cooling liquid in the engine through the cooling loop so as to achieve the effect of preventing the engine from overheating. When the internal temperature of the engine is too low, the cooling system can enable the engine to heat up as soon as possible, and when the engine reaches a proper problem, the temperature of the engine is kept constant by adjusting the thermostat. Therefore, the cooling system can ensure the dynamic property, economical efficiency and the service life of parts of the vehicle in various stages of vehicle starting, warming, running, stopping and the like. Thermostats are critical components of a cooling system for regulating the circulation circuit of a cooling fluid, and play a critical role in the cooling system, including wax thermostats and electronic thermostats. The traditional wax type thermostat has the defects of low response speed, fixed starting temperature and the like. Because the vehicle-mounted terminal on the vehicle can not adjust the wax-type thermostat, the traditional wax-type thermostat can not accurately control the temperature of the cooling liquid, and the problems of supercooling of an engine, overheating of the engine, overlarge power consumption of the engine and the like are easily caused.

In the prior art, vehicles are typically fitted with thermal management modular electronic thermostats. The vehicle-mounted terminal can control the opening value of the slide valve in the thermal management module through the motor. Wherein the opening value of the slide valve may be used to indicate the degree to which the slide valve is open, the greater the opening value the more coolant outlets are opened in the thermal management module. Therefore, through the electronic thermostat of thermal management module type, the vehicle-mounted terminal can accurately control the circulation loop of the cooling liquid flow direction according to the current state of the engine so as to meet the cooling requirement of the engine in the current state. The use of thermal management modules may reduce the loss of engine power. The thermal management module is an important component of a cooling system for controlling various circulation circuits such as a large circulation circuit for cooling fluid from an engine to a radiator and a warm air circuit for cooling fluid. When the thermal management module fails, the thermal management module cannot normally respond to the instruction. At this time, the coolant may not flow to the corresponding circulation circuit, and thus the engine may not radiate heat, which may easily cause overheating of the engine, degradation of performance, and even damage of the engine. Under the condition that the function of the thermal management module is lost, how to protect the engine to the greatest extent and give early warning to a driver in advance is an important engine protection problem.

The technical scheme of the present application is described below by specific examples.

Referring to fig. 2, a schematic structural diagram of a vehicle according to an embodiment of the present application is shown. As shown in fig. 2, the vehicle 2 may include therein a thermal management module 21, an engine 22, and an in-vehicle terminal 23. Wherein the first input interface of the in-vehicle terminal 23 may be connected to the first output interface of the thermal management module 21. The second output interface of the in-vehicle terminal 23 may be connected to the second input interface of the engine 22. In the vehicle 2, the thermal management module 21 may send a failure event to the in-vehicle terminal 23 when a failure occurs. The in-vehicle terminal 23 may obtain the fault information of the thermal management module 21 in response to the fault event initiated by the thermal management module 21. And an engine 22 for adjusting the output torque according to the command sent from the vehicle-mounted terminal 23. After acquiring the fault information, the vehicle-mounted terminal 23 may execute a corresponding control policy according to the fault information. The control strategy executed by the in-vehicle terminal 23 may include, but is not limited to, a control strategy of the engine 22 outputting torque, a control strategy of an engine fan, a display control strategy of a dashboard, and a control strategy of the thermal management module 21. The specific content of the various control strategies executed by the vehicle-mounted terminal 23 is substantially similar to the method embodiment, and therefore, please refer to the description of the method embodiment section, and is not repeated herein.

Referring to fig. 3, a schematic diagram of a control method of an engine according to an embodiment of the present application is shown. The control method can be applied to the vehicle-mounted terminal. The vehicle-mounted terminal may be a vehicle-mounted terminal such as an electronic control unit (Electronic Control Unit, ECU), a micro control unit (Microcontroller Unit, MCU), a central processing unit (Central Processing Unit, CPU), an automobile engine control module (AutomobileEngineControlModule, ECM), and the like. The control method of the engine specifically comprises the following steps:

s301, responding to a fault event of the thermal management module, and acquiring fault information of the thermal management module.

In this embodiment, when the driver needs to drive the vehicle, the driver may initiate a start instruction through the vehicle control key or a start button on the vehicle to start the vehicle. In response to a driver initiated start command, the vehicle terminal may start a thermal management module of the vehicle. After the thermal management module is started, a controller (Thermal Management Module, TMM) in the thermal management module can acquire the operation information of the module in real time, and judge whether each part in the thermal management module is in a normal state according to the operation information. When the controller in the thermal management module judges that the module is in a fault state currently according to the running information, the controller can generate a fault event according to the current running information of the module and send the fault event to the vehicle-mounted terminal. The vehicle-mounted terminal can respond to the fault event sent by the thermal management module to acquire the fault information of the thermal management module.

In one possible implementation, the thermal management module initiated fault event may include, but is not limited to, a position sensor short power failure event, a position sensor short ground failure event, a position sensor communication failure event, a control circuit over-voltage event, a control circuit under-voltage event, a position self-learning overrun event, a control circuit over-current event, a control circuit open circuit event, a spool valve body stuck event, and the like. The in-vehicle terminal may perform the operation of S301 upon receiving any one of the above-described failure events.

In one possible implementation, the various components in the thermal management module may be connected to the controller of the thermal management module by signal lines. The components in the thermal management module can communicate data with the controller via signal lines in a single-sided nibble transmission protocol (single edge nibble transmission, send). In the starting state of the thermal management module, the controller in the thermal management module can continuously acquire a plurality of level values of the position sensor through the signal line, and the controller can judge whether the position sensor fails according to the plurality of level values of the position sensor in one diagnosis period. The controller may calculate an edge count value of the position sensor in one diagnostic period based on all the level values in one diagnostic period. The counted edge value counted by the controller can be the number of the edges with the level rising or the level falling in one diagnosis period.

The controller may determine whether the position sensor has failed by determining whether an edge count value of the position sensor is zero during a diagnostic period. If the controller determines that the edge count value is not zero in any diagnostic period, the controller may determine that the position sensor is not malfunctioning, i.e., the position sensor is in a normal state. If the controller determines that the edge count value is zero in any diagnostic period, the controller may determine that the position sensor is malfunctioning, i.e., the position sensor is in a malfunctioning state. At this time, the controller can determine the level state of the position sensor through the level value. If the level state of the position sensor is a low level state when the position sensor fails, the controller can determine that the current position sensor fails short. The controller may generate a position sensor short-to-ground fault event and transmit the position sensor short-to-ground fault event to the in-vehicle terminal. If the level state of the position sensor is a high level state when the position sensor fails, the controller can determine that the current position sensor has a short power failure. The controller may generate a position sensor short power failure event and transmit the position sensor short power failure event to the in-vehicle terminal.

In one possible implementation, the controller in the thermal management module may further determine, in a start-up state of the thermal management module, whether the position signal fed back by the position sensor meets a pre-selected set communication protocol, such as a single-side nibble transmission protocol. If the controller determines that the position signal fed back by the position sensor does not meet the communication protocol, the controller can determine that the position sensor in the thermal management module has communication failure. The controller in the thermal management module may generate a position sensor communication failure event and send the position sensor communication failure event to the vehicle-mounted terminal.

In one possible implementation, the controller in the thermal management module may also continuously acquire the voltage value of the control circuit of the thermal management module via the voltage sensor in the activated state. The controller may continuously determine whether the obtained voltage value is greater than a high voltage threshold preset by the developer or whether the voltage value is less than a low voltage threshold preset by the developer. If the controller in the thermal management module determines that the currently acquired voltage value is greater than the high voltage threshold, the controller may determine that the control circuit voltage of the thermal management module is too high. The controller may generate a control circuit over-voltage event and send the control circuit over-voltage event to the in-vehicle terminal. If the controller in the thermal management module determines that the currently acquired voltage value is less than the low voltage threshold, the controller may determine that the control circuit voltage of the thermal management module is too low. The controller may generate a control circuit voltage over-low event and transmit the control circuit voltage over-low event to the in-vehicle terminal. If the controller in the thermal management module determines that the currently acquired voltage value is less than or equal to the high voltage threshold and the voltage value is greater than or equal to the low voltage threshold, the controller may determine that the control circuit of the thermal management module is in a normal state.

In one possible implementation manner, the controller in the thermal management module may further continuously acquire, through the voltage sensor, a current value of the control circuit of the thermal management module in a start-up state, and determine whether the acquired current value is greater than a current threshold set in advance by a developer. If the controller determines that the acquired current value is greater than the current threshold value, the controller may generate a control circuit overcurrent event and send the control circuit overcurrent event to the vehicle-mounted terminal.

In one possible implementation, when the in-vehicle terminal needs to control the spool valve of the thermal management module to open or close, the in-vehicle terminal may generate a control command and send the control command to the controller of the thermal management module. The control instruction initiated by the vehicle-mounted terminal can include a target opening value. The target opening value in the control instruction can be confirmed by the vehicle-mounted water terminal according to the temperature value query opening conversion table in the current state of the engine. After receiving a control command initiated by the vehicle-mounted terminal, the controller can control the slide valve of the thermal management module according to a target opening value in the control command. At the same time, the controller can also continuously acquire the actual opening value of the slide valve through the position sensor. If the controller determines that the actual opening values of the slide valve are not equal to the target opening value within the preset time, and the actual opening values are not changed or the difference value between the actual opening values is smaller than a preset difference value threshold, the controller can generate a slide valve body clamping event and send the slide valve body clamping event to the vehicle-mounted terminal.

In one possible implementation, in response to a start command initiated by a driver, the vehicle-mounted terminal may obtain a running speed of the vehicle in a current state through a vehicle speed sensor on the vehicle. The vehicle speed sensor may be a rotational speed sensor mounted on a wheel of the vehicle or a shift sensor mounted on a transmission of the vehicle. The vehicle-mounted terminal can judge whether the vehicle is in a running state at present through the acquired running speed. If the vehicle-mounted terminal determines that the current running speed of the vehicle is 0, the vehicle-mounted terminal can determine that the vehicle is in a parking state. If the vehicle-mounted terminal determines that the current running speed of the vehicle is not 0, the vehicle-mounted terminal can determine that the vehicle is in a running state. The in-vehicle terminal may activate the thermal management module of the vehicle while the vehicle is in a driving state.

In one possible implementation manner, after the vehicle-mounted terminal receives any one or more fault events sent by the thermal management module, whether the fault information needs to be displayed can be judged according to the water temperature value of the engine. Referring to fig. 4, a schematic flow chart of displaying fault information provided in an embodiment of the present application is shown. As shown in fig. 4, the vehicle-mounted terminal may obtain the water temperature value of the engine at intervals according to a time interval preset by a developer in response to the failure time initiated by the thermal management module. The vehicle-mounted terminal can judge whether the acquired water temperature value is larger than or equal to a preset display threshold value of a developer. If the water temperature value of the engine at any moment is greater than or equal to the display threshold value, the vehicle-mounted terminal can generate fault sign information according to a fault event initiated by the thermal management module. The vehicle-mounted terminal CAN send fault sign information to an instrument module of the vehicle through a power train CAN (PT-CAN) on the vehicle so as to display the fault sign information through an instrument panel. The instrument module can receive fault sign information sent by the vehicle-mounted terminal through the power drive bus, and displays corresponding fault prompts on the instrument panel according to the fault sign information. For example, the meter module may illuminate a thermal management module fault light on the dashboard; the meter module may also display text prompts on the dashboard. For example, when the fault event initiated by the thermal management module is a spool valve body stuck event, the text prompt message displayed on the meter module may be "thermal management module stuck fault, please repair as soon as possible".

S302, if the fault information meets a preset abnormal triggering condition, determining a torque coefficient corresponding to engine information of the vehicle in the current state through a conversion algorithm corresponding to the abnormal triggering condition.

In this embodiment, after obtaining the fault information of the thermal management module, the vehicle-mounted terminal may determine whether the obtained fault information meets an abnormal triggering condition preset by a developer. Wherein, the vehicle-mounted terminal can store a plurality of different abnormal triggering conditions. Each different abnormal trigger condition may represent a different degree of failure of the thermal management module. If the vehicle-mounted terminal judges that the acquired fault information meets any one abnormal triggering condition, the vehicle-mounted terminal can acquire a conversion algorithm corresponding to the abnormal triggering condition met by the fault information. The vehicle-mounted terminal can input the engine information in the current state of the vehicle into a conversion algorithm corresponding to the abnormal triggering condition, so that a torque coefficient corresponding to the engine information in the current state is determined through the conversion algorithm.

In one possible implementation manner, if the vehicle-mounted terminal determines that the acquired fault information does not meet the abnormal triggering condition, the vehicle-mounted terminal may acquire the fault information of the thermal management module at intervals according to a time interval preset by a developer, and continuously determine whether the fault information meets the abnormal triggering condition.

S303, controlling the output torque of the engine based on the torque coefficient.

In this embodiment, after determining a conversion algorithm corresponding to an abnormal triggering condition in the current state, the vehicle-mounted terminal determines a torque coefficient corresponding to engine information of the vehicle in the current state, and may generate a torque control instruction based on the torque coefficient. The in-vehicle terminal may send a torque control command to an engine control module of the vehicle to control the output torque of the engine based on the torque coefficient.

In one possible implementation, the torque coefficient determined by the vehicle terminal according to the engine information may be a limiting coefficient or an output coefficient. Wherein the limiting coefficient may be used to represent the magnitude by which the output torque of the engine is limited. The output coefficient may be used to represent the magnitude of the engine output torque.

When the torque coefficient determined by the vehicle-mounted terminal according to the engine information is a limiting coefficient, the vehicle-mounted terminal can acquire the output torque of the engine in the current state. The in-vehicle terminal may take the product of the limiting coefficient and the output torque as the torque reduction value of the engine. After determining the torque reduction value, the vehicle-mounted terminal can generate a first torque control command according to the torque reduction value, and send the first torque control command to an engine of the vehicle through a power drive bus on the vehicle. The engine may receive the first torque control command via the power-driven bus and reduce the output torque according to a torque reduction value in the first torque control command.

When the torque coefficient determined by the vehicle-mounted terminal according to the engine information is the output coefficient, the vehicle-mounted terminal can directly generate a second torque control instruction according to the output coefficient. The on-board terminal may send a second torque control command to an engine of the vehicle via the power-driven bus. The engine may receive a second torque control command via the power-driven bus and control the output torque to a value corresponding to the torque coefficient.

For example, when the in-vehicle terminal determines that the restriction coefficient of the engine is 0.1 based on the engine information, the in-vehicle terminal may transmit a torque control command including the restriction coefficient of 0.1 to the engine control module. The engine control module may reduce the output torque of the engine by 10% based on a limiting factor of 0.1 in the torque control command. The vehicle-mounted terminal can acquire the output torque of the vehicle in the current state, such as 100 newton meters. In this case, the in-vehicle terminal may determine that the torque reduction value is 10 newton-meters based on the restriction coefficient 0.1 and the output torque 100 newton-meters. The in-vehicle terminal may generate a first torque control command including a torque reduction value of 10 newton meters and transmit the first torque control command to the engine. The engine may reduce the output torque to 90 newton meters based on the torque reduction value of 10 newton meters in the first torque control command.

For another example, when the vehicle-mounted terminal determines that the output coefficient of the engine is 0.9 according to the engine information, the vehicle-mounted terminal may send a second torque control command including the output coefficient of 0.9 to the engine control module. The engine control module may adjust the output torque of the engine to 90% of the maximum output torque based on an output coefficient 0.9 in the second torque control command.

In this embodiment, when the thermal management module initiates a fault event to the vehicle-mounted terminal, the vehicle-mounted terminal may acquire fault information of the thermal management module. When the fault information meets the abnormal triggering condition, the vehicle-mounted terminal can determine a torque coefficient corresponding to the engine information in the current state through a conversion algorithm corresponding to the abnormal triggering condition, and control the output torque of the engine based on the torque coefficient. By the method provided by the embodiment, the vehicle-mounted terminal can accurately limit the output torque of the engine when the thermal management module fails, so that the technical effect of reducing the heat generated by the engine is achieved. Therefore, by the method provided by the embodiment, the vehicle-mounted terminal can perform torque intervention on the engine when the thermal management module fails, so that the engine is prevented from being seriously damaged. The method provided by the embodiment can ensure that the customer safely arrives at the service station for maintenance or waits for rescue when the thermal management module fails, and increases the safety coefficient of the vehicle.

Fig. 5 shows a flowchart of a specific implementation of a control method S302 of an engine according to a second embodiment of the present application. Referring to fig. 5, compared to the embodiment shown in fig. 3, in a control method of an engine provided in this embodiment, S302 includes: s501 to S504 are specifically described as follows:

s501, if the fault information meets the first abnormal triggering condition, acquiring a first conversion algorithm and a second conversion algorithm corresponding to the first abnormal triggering condition.

In this embodiment, if the vehicle-mounted terminal determines that the fault information meets the first abnormal triggering condition, the vehicle-mounted terminal may acquire the first conversion algorithm and the second conversion algorithm corresponding to the first abnormal triggering condition. The first conversion algorithm corresponding to the first abnormal triggering condition may be a first coefficient conversion table preset by a developer. The second conversion algorithm corresponding to the second abnormal triggering condition may be a second coefficient conversion table preset by the developer. Wherein the first conversion algorithm may be used to convert the failure duration of the thermal management module and the water temperature value of the engine to a first coefficient. The second conversion algorithm may be used to convert the speed value of the engine and the gear value of the vehicle into a second coefficient.

In one possible implementation, the fault information of the thermal management module may include an actual opening value of a spool valve in the thermal management module. After receiving the fault event sent by the thermal management module, the vehicle-mounted terminal can acquire the angle value of the sliding valve in the current state through a position sensor in the thermal management module, and the acquired angle value is used as the actual opening value of the sliding valve. The vehicle-mounted terminal can judge whether the fault information meets the first abnormal triggering condition by judging whether the actual opening value is smaller than or equal to an opening threshold value preset by a developer. If the vehicle-mounted terminal judges that the actual opening value is smaller than or equal to the opening threshold value, the vehicle-mounted terminal can determine that the fault information of the thermal management module meets the first abnormal triggering condition. The vehicle-mounted terminal can acquire a first conversion algorithm and a second conversion algorithm corresponding to the first abnormal triggering condition, and acquire engine information required by the first conversion algorithm and the second conversion algorithm. If the vehicle-mounted terminal judges that the actual opening value is larger than the opening threshold value, the vehicle-mounted terminal can determine that the fault information does not meet the first abnormal triggering condition, and the vehicle-mounted terminal can continuously judge whether the fault information meets other abnormal triggering conditions except the first abnormal triggering condition. The vehicle-mounted terminal can also continuously acquire the fault information of the thermal management module and continuously judge whether the fault information meets any abnormal triggering condition.

S502, the fault duration of the thermal management module and the water temperature value of the engine are imported into the first conversion algorithm, and a first coefficient is calculated.

In the present embodiment, the engine information of the vehicle may include a water temperature value of the engine. After the vehicle-mounted terminal acquires the first conversion algorithm, the fault duration of the thermal management module and the water temperature value of the engine can be acquired. The vehicle-mounted terminal can guide the fault duration and the water temperature value into a first conversion algorithm to calculate a first coefficient.

In one possible implementation, the first conversion algorithm may be a first coefficient conversion table. For example, table 1 shows a first coefficient conversion table, which may store a plurality of different fault durations and a plurality of different water temperature values, as shown in table 1. The first coefficient conversion table may further store first limiting coefficients corresponding to the respective fault time periods and the water temperature values. Referring to the table below, a first coefficient conversion table provided in an embodiment of the present application is shown.

TABLE 1

S503, importing the rotation speed value of the engine and the gear value of the vehicle into a second conversion algorithm, and calculating a second coefficient.

In the present embodiment, the engine information of the vehicle may further include a rotational speed value of the engine and a gear value of the vehicle. After the vehicle-mounted terminal acquires the second conversion algorithm, the rotation speed value of the engine and the gear value of the vehicle can be acquired. The vehicle-mounted terminal may import the rotation speed value and the gear value into a second conversion algorithm to calculate a second coefficient.

In one possible implementation, the second conversion algorithm may be a second coefficient conversion table. For example, table 2 shows a second coefficient conversion table, see table 2, in which a plurality of different rotational speed values and a plurality of different gear values may be stored. The second coefficient conversion table may further store second limiting coefficients corresponding to the respective rotation speed values and the gear values. Referring to the table below, a second coefficient conversion table provided in an embodiment of the present application is shown.

TABLE 2

S504, determining a torque coefficient based on the product between the first coefficient and the second coefficient.

In this embodiment, after determining, according to the first conversion algorithm, a first coefficient corresponding to the fault duration and the water temperature value, and determining, according to the second conversion algorithm, a second coefficient corresponding to the gear value and the rotation speed value, the vehicle-mounted terminal may calculate a product between the first coefficient and the second coefficient. The in-vehicle terminal may take the product between the first coefficient and the second coefficient as the torque coefficient.

For example, when the fault information of the thermal management module meets the first abnormal triggering condition, the vehicle-mounted terminal may acquire a first coefficient conversion table and a second coefficient conversion table corresponding to the first abnormal triggering condition. If the fault duration of the thermal management module is 60s, the gear value of the vehicle is 4, the rotating speed value of the engine is 3000r/min, and the water temperature value of the engine is 110 ℃. According to the first coefficient conversion table, the vehicle-mounted terminal can determine that a first limiting coefficient corresponding to the water temperature value and the fault duration is 0.20. According to the fourth coefficient conversion table, the vehicle-mounted terminal can determine that the second limiting coefficient corresponding to the gear value and the rotating speed value is 0.45. At this time, the in-vehicle terminal may take the product of the first restriction coefficient 0.20 and the second restriction coefficient 0.45 as the torque coefficient of the engine, that is, the in-vehicle terminal may determine that the torque coefficient is 0.09.

In this embodiment, when the failure information of the thermal management module satisfies the first abnormal condition, the in-vehicle terminal may determine the torque coefficient according to the failure duration of the thermal management module, the water temperature value of the engine, the rotation speed value of the engine, and the gear value of the vehicle, and control the output torque of the engine according to the torque coefficient. Therefore, when the thermal management module fails, the vehicle-mounted terminal provided by the embodiment of the invention can limit the output torque of the engine according to the driving intention of the driver and the state of the engine, so that the engine of the vehicle is prevented from being seriously damaged, and the availability of the engine and the driving safety of the vehicle are improved.

Fig. 6 shows a flowchart of a specific implementation of a control method S302 of an engine according to a third embodiment of the present application. Referring to fig. 6, compared to the embodiment shown in fig. 3, in a control method of an engine provided in this embodiment, S302 includes: s601 to S604 are specifically described as follows:

s601, if the fault information meets the second abnormal triggering condition, acquiring a third conversion algorithm and a fourth conversion algorithm corresponding to the second abnormal triggering condition.

In this embodiment, if the vehicle-mounted terminal determines that the fault information meets the second abnormal triggering condition, the vehicle-mounted terminal may acquire a third conversion algorithm and a fourth conversion algorithm corresponding to the second abnormal triggering condition. The third conversion algorithm corresponding to the second abnormal triggering condition may be a third coefficient conversion table preset by a developer. The fourth conversion algorithm corresponding to the second abnormal triggering condition may be a fourth coefficient conversion table preset by a developer. Wherein a third conversion algorithm may be used to convert the water temperature value of the engine to a third coefficient. The fourth conversion algorithm may be used to convert the rotational speed value of the engine and the gear value of the vehicle into a fourth coefficient.

In one possible implementation, the fault information of the thermal management module may include an actual opening value of a spool valve in the thermal management module and a water temperature value of the engine. After receiving the fault event sent by the thermal management module, the vehicle-mounted terminal can acquire the actual opening value of the slide valve of the thermal management module in the current state through a position sensor in the thermal management module. The vehicle-mounted terminal can judge whether the fault information meets the first abnormal triggering condition by judging whether the actual opening value is smaller than or equal to an opening threshold value preset by a developer. If the vehicle-mounted terminal judges that the actual opening value is smaller than or equal to the opening threshold value, the vehicle-mounted terminal can determine that the fault information of the thermal management module meets the first abnormal triggering condition. The vehicle-mounted terminal can acquire a first conversion algorithm and a second conversion algorithm corresponding to the first abnormal triggering condition, and acquire engine information required by the first conversion algorithm and the second conversion algorithm. If the vehicle-mounted terminal judges that the actual opening value is larger than the opening threshold value, the vehicle-mounted terminal can acquire the water temperature value of the engine in the current state through a water temperature sensor arranged in the engine.

After the vehicle-mounted terminal acquires the water temperature value, the vehicle-mounted terminal can judge whether the currently acquired water temperature value is larger than or equal to a water temperature threshold preset by a developer. If the vehicle-mounted terminal determines that the actual opening value of the thermal management module is greater than the opening threshold value and the water temperature value of the engine is greater than or equal to the water temperature threshold value, the vehicle-mounted terminal can determine that the fault information of the thermal management module meets the second abnormal triggering condition. At this time, the vehicle-mounted terminal may acquire a third conversion algorithm and a fourth conversion algorithm corresponding to the second abnormal triggering condition. If the vehicle-mounted terminal determines that the actual opening value of the thermal management module is larger than the opening threshold value and the water temperature value of the engine is smaller than the water temperature threshold value, the vehicle-mounted terminal can determine that the fault information of the thermal management module does not meet the first abnormal triggering condition or the second abnormal triggering condition. At this time, the vehicle-mounted terminal may continuously acquire the fault information of the thermal management module, and continuously determine whether the fault information meets the abnormal triggering condition.

For example, the opening degree threshold in the in-vehicle terminal may be 34% and the temperature threshold may be 100 ℃. When the vehicle-mounted terminal determines that the actual opening value of the thermal management module is less than or equal to 34%, the vehicle-mounted terminal may determine that the fault information of the thermal management module at this time satisfies the first abnormal triggering condition. The vehicle-mounted terminal can calculate the torque coefficient according to a first conversion algorithm and a second conversion algorithm corresponding to the first abnormal triggering condition. When the vehicle-mounted terminal determines that the actual opening value of the thermal management module is greater than 34% and the water temperature value of the engine is greater than or equal to 100 ℃, the vehicle-mounted terminal can determine that the fault information of the thermal management module meets the second abnormal triggering condition. The vehicle-mounted terminal can calculate the torque coefficient according to a third conversion algorithm and a fourth conversion algorithm corresponding to the second abnormal triggering condition. When the vehicle-mounted terminal judges that the actual opening value of the thermal management module is larger than 34 percent and the water temperature value of the engine is smaller than 100 ℃, the vehicle-mounted terminal can judge that the fault information of the thermal management module is not met for all abnormal triggering conditions. The vehicle-mounted terminal can continuously acquire the fault information of the thermal management module and continuously judge whether the fault information meets the abnormal triggering condition.

S602, introducing the water temperature value of the engine into a third conversion algorithm, and calculating a third coefficient.

In the present embodiment, the engine information of the vehicle may include a water temperature value of the engine. After the vehicle-mounted terminal acquires the third conversion algorithm, the vehicle-mounted terminal can acquire the water temperature value of the engine. The vehicle-mounted terminal may import the water temperature value into a third conversion algorithm to calculate a third coefficient.

In one possible implementation, the first conversion algorithm may be a third coefficient conversion table. For example, table 3 shows a third coefficient conversion table, and referring to table 3, a plurality of different water temperature values and third limiting coefficients corresponding to the respective water temperature values may be stored therein. Referring to the following table, a third coefficient conversion table provided in an embodiment of the present application is shown.

TABLE 3 Table 3

S603, importing the rotation speed value of the engine and the gear value of the vehicle into a fourth conversion algorithm, and calculating a fourth coefficient.

In the present embodiment, the engine information of the vehicle may include a rotational speed value of the engine and a gear value of the vehicle. After the vehicle-mounted terminal acquires the fourth conversion algorithm, the rotation speed value of the engine can be acquired through a rotation speed sensor in the engine, and the gear value of the vehicle is acquired. The vehicle-mounted terminal may import the rotation speed value and the gear value into a fourth conversion algorithm to calculate a fourth coefficient.

In one possible implementation, the fourth conversion algorithm may be a fourth coefficient conversion table. For example, table 4 shows a fourth coefficient conversion table, see table 4, in which a plurality of different gear values and a plurality of different rotational speed values may be stored. The fourth coefficient conversion table may further store fourth limiting coefficients corresponding to the respective rotation speed values and the gear values. Referring to the table below, a fourth coefficient conversion table provided in an embodiment of the present application is shown.

TABLE 4 Table 4

It should be noted that the second coefficient conversion table and the fourth coefficient conversion table may be different, that is, the same rotation speed value and the second limiting coefficient corresponding to the gear value in the second coefficient conversion table may be different from the rotation speed value and the fourth limiting coefficient corresponding to the gear value in the fourth coefficient conversion table. For example, when the fault information of the thermal management module meets the first abnormal triggering condition, the vehicle-mounted terminal may acquire a second coefficient conversion table corresponding to the first abnormal triggering condition. If the gear value of the vehicle is 4 and the rotating speed value of the engine is 3000r/min, the vehicle-mounted terminal can determine that the second limiting coefficient is 0.45 according to the second coefficient conversion table. When the fault information of the thermal management module meets the second abnormal triggering condition, the vehicle-mounted terminal can acquire a fourth coefficient conversion table corresponding to the second abnormal triggering condition. If the gear value of the vehicle is 4 and the rotating speed value of the engine is 3000r/min, the vehicle-mounted terminal according to the fourth coefficient conversion table can determine that the fourth limiting coefficient is 0.60.

S604, determining a torque coefficient based on a product between the third coefficient and the fourth coefficient.

In this embodiment, after determining the first coefficient corresponding to the engine water temperature value according to the third conversion algorithm and determining the fourth coefficient corresponding to the gear value and the rotation speed value according to the fourth conversion algorithm, the vehicle-mounted terminal may calculate the product between the first coefficient and the second coefficient. The in-vehicle terminal may take the product between the first coefficient and the second coefficient as the torque coefficient.

For example, when the fault information of the thermal management module meets the second abnormal triggering condition, the vehicle-mounted terminal may acquire a third coefficient conversion table and a fourth coefficient conversion table corresponding to the second abnormal triggering condition. If the gear value of the vehicle is 4, the rotation speed value of the engine is 3000r/min, and the water temperature value of the engine is 110 ℃. According to the third coefficient conversion table, the vehicle-mounted terminal can determine that a third limiting coefficient corresponding to the water temperature value of the engine is 0.7. According to the fourth coefficient conversion table, the vehicle-mounted terminal can determine that the fourth limiting coefficient corresponding to the gear value and the rotating speed value is 0.60. At this time, the in-vehicle terminal may take the product of the third restriction coefficient 0.70 and the fourth restriction coefficient 0.60 as the torque coefficient of the engine, i.e., the in-vehicle terminal may determine that the torque coefficient is 0.48.

In this embodiment, when the failure information of the thermal management module satisfies the second abnormal condition, the in-vehicle terminal may determine the torque coefficient according to the water temperature value of the engine, the rotation speed value of the engine, and the gear value of the vehicle, and control the output torque of the engine according to the torque coefficient. Therefore, when the thermal management module fails, the vehicle-mounted terminal provided by the embodiment of the invention can limit the output torque of the engine according to the driving intention of the driver and the state of the engine, so that the engine of the vehicle is prevented from being seriously damaged, and the availability of the engine and the driving safety of the vehicle are improved.

Fig. 7 shows a flowchart of a specific implementation of a control method S301 of an engine according to a fourth embodiment of the present application. Referring to fig. 7, compared to the embodiment shown in fig. 3, the control method of the engine provided in this embodiment includes, before S301: s701 to S702 are specifically described as follows:

s701, determining a high-speed duty ratio of a fan based on a water temperature value of an engine; the high-speed duty ratio is used for representing the ratio of the high-speed operation time of the fan to the total operation time of the fan in one heat dissipation period of the heat dissipation operation; the high-speed operation time is a time period during which the fan is operated in the high-speed mode.

In this embodiment, after the vehicle-mounted terminal receives any one or more fault events sent by the thermal management module, the vehicle-mounted terminal may obtain a water temperature value of the engine and a duty cycle conversion table preset by a developer in response to the fault event initiated by the thermal management module. The vehicle-mounted terminal can determine the high-speed duty ratio corresponding to the water temperature value according to the duty ratio conversion table. Wherein the high-speed duty ratio may be used to represent a ratio of a high-speed operation time of the fan to a total operation time of the fan in one heat radiation period of a heat radiation operation of the fan. The high speed operation time of the fan may be a period of time during which the fan is operated in the high speed mode.

Illustratively, table 5 shows a duty cycle conversion table, which may contain a plurality of different water temperature values and high-speed duty cycles corresponding to the respective water temperature values, as shown in table 5. The high-speed duty ratio corresponding to each water temperature value in the duty ratio conversion table can be set by a developer according to actual experimental data. Referring to the table below, a duty cycle conversion table provided by embodiments of the present application is shown.

TABLE 5

S702, the fan is controlled to execute a heat dissipation operation corresponding to the high-speed duty ratio based on the high-speed duty ratio.

In this embodiment, after determining the high-speed duty cycle, the vehicle-mounted terminal may transmit the high-speed duty cycle to the driving unit of the fan through a pulse width modulation signal (Pulse Width Modulation, PWM) to control the fan to perform a heat dissipation operation corresponding to the high-speed duty cycle through the pulse width modulation signal corresponding to the high-speed duty cycle.

In this embodiment, when the thermal management module fails, the vehicle-mounted terminal may determine a high-speed duty cycle of the engine fan according to the water temperature value of the engine, and control the engine fan to perform a corresponding heat dissipation operation according to the high-speed duty cycle. By the method provided by the embodiment, the heat dissipation effect of the engine cooling liquid can be effectively ensured when the heat management module fails, so that the engine is prevented from being overheated and damaged.

Fig. 8 shows a flowchart of a specific implementation of a control method S301 of an engine according to a fifth embodiment of the present application. Referring to fig. 8, compared to the embodiment shown in fig. 3, the method for controlling an engine according to the present embodiment further includes, before S301: s801 to S802 are specifically described below:

s801, a control instruction recorded with a desired opening value is generated in response to a fault event of the thermal management module.

In this embodiment, after the vehicle-mounted terminal receives any one or more fault events sent by the thermal management module, the vehicle-mounted terminal may generate a control instruction recorded with a desired opening value in response to the fault event initiated by the thermal management module. The desired opening value may be preset by a developer according to experimental data. For example, the desired opening value may be 100%.

S802, a control instruction is sent to the thermal management module to control the thermal management module to be opened to a desired opening value.

In this embodiment, after generating the control instruction, the vehicle-mounted terminal may send the control instruction including the desired opening value to the controller of the thermal management module. The controller of the thermal management module can receive a control instruction sent by the vehicle-mounted terminal and control the sliding valve of the thermal management module to be opened to a desired opening value according to the control instruction.

In this embodiment, when the thermal management module fails, the vehicle-mounted terminal may generate a control instruction in response to a failure event of the thermal management module to open the thermal management module to a desired opening value. By the method provided by the embodiment, the vehicle-mounted terminal can timely control the opening of the thermal management module to the maximum when the thermal management module fails. Therefore, the method provided by the embodiment can ensure the heat dissipation effect of the cooling liquid when the heat management module fails, thereby avoiding the overheat damage of the engine.

It should be noted that, the sequence number of each step in the above embodiment does not mean the sequence of execution sequence, and the execution sequence of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

Referring to fig. 9, a schematic diagram of a control device of an engine provided in an embodiment of the present application may specifically include 901, a coefficient determining module 902, and a control module 903, where:

an information obtaining module 901, configured to obtain fault information of a thermal management module in response to a fault event of the thermal management module;

the coefficient determining module 902 is configured to determine, if the fault information meets a preset abnormal triggering condition, a torque coefficient corresponding to engine information of the vehicle in a current state through a conversion algorithm corresponding to the abnormal triggering condition;

a control module 903 configured to control an output torque of the engine based on the torque coefficient.

The coefficient determining module is further configured to obtain a first conversion algorithm and a second conversion algorithm corresponding to the first abnormal triggering condition if the fault information meets the first abnormal triggering condition; the fault duration of the thermal management module and the water temperature value of the engine are imported into the first conversion algorithm, and a first coefficient is calculated; leading the rotating speed value of the engine and the gear value of the vehicle into the second conversion algorithm, and calculating a second coefficient; the torque coefficient is determined based on a product between the first coefficient and the second coefficient.

The coefficient determining module may be further configured to determine whether the actual opening value is less than or equal to a preset opening threshold; and if the actual opening value is smaller than or equal to the opening threshold value, acquiring the first conversion algorithm and the second conversion algorithm.

The coefficient determining module may be further configured to obtain a third conversion algorithm and a fourth conversion algorithm corresponding to the second abnormal triggering condition if the fault information meets the second abnormal triggering condition; leading the water temperature value of the engine into the third conversion algorithm, and calculating a third coefficient; leading the rotating speed value of the engine and the gear value of the vehicle into the fourth conversion algorithm, and calculating a fourth coefficient; the torque coefficient is determined based on a product between the third coefficient and the fourth coefficient.

The coefficient determining module may be further configured to obtain the water temperature value of the engine if the actual opening value is greater than a preset opening threshold; and if the water temperature value is greater than or equal to a preset water temperature threshold value, acquiring the third conversion algorithm and the fourth conversion algorithm.

The information acquisition module is also used for responding to the fault event of the thermal management module and generating a control instruction recorded with the expected opening value; and sending the control instruction to the thermal management module to control the thermal management module to be opened to the expected opening value.

The information acquisition module may also be configured to determine a high-speed duty cycle of a fan based on the water temperature value of the engine; the high-speed duty ratio is used for representing the ratio of the high-speed operation time of the fan to the total operation time of the fan in one heat dissipation period of the heat dissipation operation; the high-speed operation time is the time length of the fan in a high-speed mode; and controlling the fan to execute the heat dissipation operation corresponding to the high-speed duty ratio based on the high-speed duty ratio.

For the device embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and reference should be made to the description of the method embodiments.

Referring to fig. 10, a schematic diagram of a vehicle-mounted terminal provided in an embodiment of the present application is shown. As shown in fig. 10, the in-vehicle terminal 1000 in the embodiment of the present application includes: a processor 1010, a memory 1020 and a computer program 1021 stored in the memory 1020 and executable on the processor 1010. The processor 1010, when executing the computer program 1021, implements the steps of the various embodiments of the control method of the engine described above, such as steps S301 to S303 shown in fig. 3. Alternatively, the processor 1010 may perform the functions of the modules/units in the above-described device embodiments when executing the computer program 1021, for example, the functions of the modules 901 to 903 shown in fig. 9.

Illustratively, the computer program 1021 may be partitioned into one or more modules/units that are stored in the memory 1020 and executed by the processor 1010 to complete the present application. The one or more modules/units may be a series of computer program instruction segments capable of performing a specific function, which may be used to describe the execution of the computer program 1021 in the in-vehicle terminal 1000. For example, the computer program 1021 may be divided into an information acquisition module, a coefficient determination module, and a control module, each of which functions as follows:

The in-vehicle terminal 1000 can include, but is not limited to, a processor 1010, a memory 1020. It will be appreciated by those skilled in the art that fig. 10 is merely an example of an in-vehicle terminal 1000, and is not intended to limit in-vehicle terminal 1000, and may include more or less components than those illustrated, or may combine certain components, or different components, e.g., in-vehicle terminal 1000 may further include an input-output device, a network access device, a bus, etc.

The processor 1010 may be a central processing unit (Central Processing Unit, CPU), but may also be other general purpose processors, digital signal processors (Digital Signal Processor, DSPs), application specific integrated circuits (Application Specific Integrated Circuit, ASICs), off-the-shelf programmable gate arrays (Field-Programmable Gate Array, FPGAs) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 1020 may be an internal storage unit of the in-vehicle terminal 1000, such as a hard disk or a memory of the in-vehicle terminal 1000. The memory 1020 may also be an external storage device of the in-vehicle terminal 1000, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card) or the like, which are provided on the in-vehicle terminal 1000. Further, the memory 1020 may also include both an internal storage unit and an external storage device of the in-vehicle terminal 1000. The memory 1020 is used for storing the computer program 1021 and other programs and data required for the in-vehicle terminal 1000. The memory 1020 may also be used to temporarily store data that has been output or is to be output.

The embodiment of the application also discloses a vehicle-mounted terminal, which comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor realizes the control method of the engine in each embodiment when executing the computer program.

The embodiments also disclose a computer-readable storage medium storing a computer program which, when executed by a processor, implements the engine control method according to the foregoing embodiments.

The embodiments of the present application also disclose a computer program product, which when run on a computer, causes the computer to execute the engine control method according to the foregoing embodiments.

The above embodiments are only for illustrating the technical solution of the present application, and are not limiting. Although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims

1. A control method of an engine, characterized by comprising:

controlling an output torque of the engine based on the torque coefficient.

2. The method according to claim 1, wherein if the fault information satisfies a preset abnormal triggering condition, determining a torque coefficient corresponding to engine information of the vehicle in the current state through a conversion algorithm corresponding to the abnormal triggering condition includes:

3. The method of claim 2, wherein the fault information includes an actual opening value of the thermal management module;

4. The method according to claim 1, wherein if the fault information satisfies a preset abnormal triggering condition, determining a torque coefficient corresponding to engine information of the vehicle in the current state through a conversion algorithm corresponding to the abnormal triggering condition includes:

5. The method of claim 4, wherein the fault information includes an actual opening value of the thermal management module and the water temperature value of the engine;

6. The method of any of claims 1-5, wherein, prior to obtaining fault information for a thermal management module in response to a fault event for the thermal management module, further comprising:

7. The method of any of claims 1-5, wherein, prior to obtaining fault information for a thermal management module in response to a fault event for the thermal management module, further comprising:

8. The method of any one of claims 1-5, wherein the fault information includes a water temperature value of the engine; the torque coefficient is a limiting coefficient;

after the fault information of the thermal management module is acquired in response to the fault event of the thermal management module, the method further comprises: if the water temperature value is greater than or equal to a preset display threshold value, generating fault sign information;

the fault sign information is sent to a dashboard, and the fault sign information is displayed on the dashboard;

The controlling the output torque of the engine based on the torque coefficient includes:

acquiring the current output torque of the engine, and taking the product of the limiting coefficient and the output torque as a torque reduction value;

the torque reduction value is sent to the engine to reduce the output torque of the engine based on the torque reduction value.

9. A control device of an engine, characterized by comprising:

10. A vehicle comprises a thermal management module, an engine and a vehicle-mounted terminal; the first input interface of the vehicle-mounted terminal is connected with the first output interface of the thermal management module; the second output interface of the vehicle-mounted terminal is connected with the second input interface of the engine;