CN118088327A - Engine rotating speed control method and device, electronic equipment and storage medium - Google Patents
Engine rotating speed control method and device, electronic equipment and storage medium Download PDFInfo
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Abstract
The invention discloses an engine rotating speed control method, an engine rotating speed control device, electronic equipment and a storage medium, wherein the engine rotating speed control method comprises the following steps: when the target vehicle is detected to be in the active regeneration mode, determining a feedforward required torque corresponding to the target vehicle according to the engine associated torque of the target vehicle; determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feed-forward demand torque; determining a target ignition angle corresponding to a crankshaft in the engine based on the required torque of the fire path, and determining a target air inflow corresponding to the engine based on the required torque of the air path; the engine of the target vehicle is subjected to rotation speed adjustment based on the target ignition angle and the target intake air amount. The method solves the problem that the control method of the engine speed is not clear when the vehicle is in the active regeneration mode, so that the engine speed cannot be accurately controlled, and achieves the effects of more accurately determining the engine speed at each moment and ensuring the stable operation of the engine.
Description
Technical Field
The present invention relates to the field of vehicle control technologies, and in particular, to an engine speed control method, an engine speed control device, an electronic device, and a storage medium.
Background
When the vehicle's gasoline particulate trap (Gasoline Particulate Filter, GPF) is actively regenerated, the engine speed of the vehicle needs to be adjusted to ensure that the GPF meets the active regeneration requirement.
At present, when the engine speed of a vehicle is controlled, a target speed corresponding to the engine is mostly set, but a specific method for adjusting the engine speed is not involved, and when the running information of the vehicle is different when the hybrid vehicle is in GPF active regeneration, a certain difference exists in the control target of the engine speed, so that the adjusted engine speed cannot meet the GPF active regeneration requirement.
In order to solve the above-described problems, an improvement in the control method of the engine speed is required.
Disclosure of Invention
The invention provides an engine speed control method, an engine speed control device, electronic equipment and a storage medium, which are used for solving the problem that in the prior art, when a vehicle is in an active regeneration mode, the control method for the engine speed is not clear, so that the engine speed cannot be accurately controlled.
In a first aspect, an embodiment of the present invention provides an engine speed control method, including:
when the target vehicle is detected to be in the active regeneration mode, determining a feedforward required torque corresponding to the target vehicle according to the engine associated torque of the target vehicle; wherein the engine associated torque includes an engine external load torque and an engine internal component resistance torque, the feedforward demand torque being a torque output by an engine feedforward control system disposed in the target vehicle;
determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feed-forward demand torque;
Determining a target ignition angle corresponding to a crankshaft in the engine based on the spark line required torque, and determining a target air inflow corresponding to the engine based on the air line required torque;
the target vehicle is adjusted from a current engine speed to a target engine speed based on the target ignition angle and the target intake air amount.
In a second aspect, an embodiment of the present invention further provides an engine rotational speed control apparatus, including:
The mode determining module is used for determining a feedforward required torque corresponding to a target vehicle according to the engine associated torque of the target vehicle when the target vehicle is detected to be in an active regeneration mode; wherein the engine associated torque includes an engine external load torque and an engine internal component resistance torque, the feedforward demand torque being a torque output by an engine feedforward control system disposed in the target vehicle;
a required torque determination module for determining a fire path required torque corresponding to a fire path of an engine of the target vehicle and a gas path required torque corresponding to a gas path of the engine based on the feedforward required torque;
the ignition angle and air inflow determining module is used for determining a target ignition angle corresponding to a crankshaft in the engine based on the road demand torque and determining a target air inflow corresponding to the engine based on the road demand torque;
and the rotating speed control module is used for adjusting the target vehicle from the current engine rotating speed to the target engine rotating speed based on the target ignition angle and the target air inflow.
In a third aspect, an embodiment of the present invention further provides an electronic device, including:
At least one processor; and
A memory communicatively coupled to the at least one processor; wherein,
The memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the engine speed control method according to any one of the embodiments of the present invention.
In a fourth aspect, an embodiment of the present invention further provides a computer readable storage medium, where computer instructions are stored, where the computer instructions are configured to cause a processor to execute the method for controlling an engine speed according to any one of the embodiments of the present invention.
According to the technical scheme, when the target vehicle is detected to be in the active regeneration mode, the feedforward required torque corresponding to the target vehicle is determined according to the engine associated torque of the target vehicle; determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feed-forward demand torque; determining a target ignition angle corresponding to a crankshaft in the engine based on the required torque of the fire path, and determining a target air inflow corresponding to the engine based on the required torque of the air path; the target vehicle is adjusted from the current engine speed to the target engine speed based on the target ignition angle and the target intake air amount. According to the technical scheme, the control strategy of feedforward and feedback is adopted in the engine speed control method, the engine speed is regulated more rapidly, the variation range of the control quantity is smaller, and the system is more stable. Simultaneously, the required torque is calculated through two paths of the required torque of the fire path corresponding to the crankshaft and the required torque of the gas path corresponding to the engine, and torque response is respectively carried out, so that a target ignition angle corresponding to the crankshaft is determined according to the required torque of the fire path, and a target air inflow corresponding to the engine is determined based on the required torque of the gas path, and the ignition angle and the air inflow are respectively adjusted. The ignition angle is adjusted to achieve the required torque of the train, the response is quicker, the air path torque is achieved by adjusting the air inflow of the engine, the overall torque response capability of the engine is more prone to being adjusted, and the problems that the torque response capability cannot achieve the required torque of the train or the ignition angle is delayed too much due to too much air inflow, fire is caused and the like are avoided. The train torque and the gas circuit torque are respectively adjusted, so that the rapidity and the stability of the adjustment of the rotating speed of the engine can be improved, and the stable running state of the engine is ensured. The method solves the problem that in the prior art, when the vehicle is in an active regeneration mode, the control method of the engine speed is not clear, so that the engine speed cannot be accurately controlled, the speed of the engine at each moment is more accurately determined, and the stable running effect of the engine is ensured.
It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for controlling engine speed according to a first embodiment of the present invention;
fig. 2 is a flowchart of an engine speed control method according to a second embodiment of the present invention;
Fig. 3 is a schematic structural view of an engine speed control device according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of an electronic device implementing the engine speed control method according to the embodiment of the present invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein.
Example 1
Fig. 1 is a flowchart of an engine speed control method according to an embodiment of the present invention, where when it is detected that a vehicle is in an active regeneration mode and an active regeneration condition is satisfied, a target ignition angle corresponding to a crankshaft is determined by a spark demand torque corresponding to the crankshaft, and a target intake air amount is determined based on a gas path demand torque corresponding to an engine, and then an engine speed is regulated and controlled based on the target ignition angle and the target intake air amount.
As shown in fig. 1, the method includes:
and S110, when the target vehicle is detected to be in the active regeneration mode, determining the corresponding feedforward required torque of the target vehicle according to the engine associated torque of the target vehicle.
The target vehicle is a hybrid vehicle with a GPF deployed therein. The engine associated torque includes an engine external load torque and an engine internal component torque resistance, and the feedforward demand torque is a torque output by an engine feedforward control system disposed in the target vehicle. The external load torque of the engine comprises load torque on a transmission shaft connected with the engine, and the internal resistance torque of the engine can be obtained according to information such as the engine rotating speed of the engine, the air inflow of the engine and the actual ignition angle.
In practical applications, it is necessary to perform regeneration control when the GPF carbon load reaches a certain limit for a vehicle in which a GPF (Gasoline Particulate Filter, gasoline particulate trap) device is disposed. The regeneration modes of the GPF comprise a passive regeneration mode and an active regeneration mode. The passive regeneration mode is a regeneration mode that satisfies the GPF regeneration condition without intentionally creating a vehicle running environment. The active regeneration mode is a regeneration mode in which a stable regeneration environment is actively created for GPF regeneration, the regeneration is performed with a stable regeneration efficiency as required, carbon particles blocking the GPF are oxidized and burned off, and the ability of the GPF to trap the carbon particles is recovered. When the target vehicle is in the active regeneration mode, the engine needs to work under the target air-fuel ratio, the target ignition angle efficiency and the target rotating speed, and the control effect of one of the three is poor, so that the GPF regeneration efficiency can not reach the requirement, the regeneration effect is influenced, the regeneration failure is caused, and the fuel economy of the vehicle is influenced.
In the technical scheme, when the target vehicle is in the active regeneration mode, the engine speed of the target vehicle is adjusted so as to improve the fuel economy of the target vehicle.
Specifically, when it is detected that the regeneration mode in which the target vehicle is located is the active regeneration mode, the external load torque of the engine and the resistance torque of the internal components of the engine corresponding to the target vehicle need to be obtained, so as to obtain the feedforward demand torque of the target vehicle for the subsequent one.
The purpose of this setting is, in this technical scheme, when the target vehicle is in the initiative regeneration mode to control the engine speed, adopt feedforward + back feed, the control form of the corresponding fire way demand moment of torsion of engine fire way and the gas circuit demand moment of torsion of corresponding with the engine gas circuit. When the feedforward required torque corresponding to the target vehicle is actually calculated, the feedforward required torque is mainly calculated based on the external load torque of the engine and the resistance moment of internal parts of the engine.
On the basis, the corresponding feedforward demand torque of the target vehicle is determined according to the engine associated torque of the target vehicle, and the method comprises the following steps: acquiring actual motor torque corresponding to a motor in a target vehicle and transmission shaft load torque corresponding to a transmission shaft of the vehicle; obtaining external load torque of the engine according to the sum of the actual motor torque and the load torque of the transmission shaft; determining the internal resistance moment of the engine according to the engine related information of the target vehicle; and obtaining the corresponding feedforward required torque of the target vehicle based on the sum of the external load torque of the engine and the internal resistance torque of the engine.
The actual motor torque can be understood as the motor torque corresponding to the current moment of the motor in the running process of the target vehicle. The drive shaft load torque refers to the torque between a load connected to the drive shaft and the drive shaft. The engine external load torque refers to the sum of the torque between all loads connected to the drive shaft and the drive shaft. The engine-related information includes at least one of an engine speed, an engine intake air amount, and an engine ignition angle. The engine resistance torque is understood to be the sum of the torques inside the engine that depend on the engine speed, the engine intake air amount, and the resistance caused by the engine firing angle to the engine operation.
Specifically, in the running process of the target vehicle, the actual motor torque and the transmission load torque corresponding to the motor of the target vehicle are obtained in real time, and the actual motor torque and the transmission load torque are subjected to superposition processing to obtain the external load torque of the engine. Meanwhile, after the engine related information of the target vehicle is obtained, the internal resistance moment of the engine corresponding to the engine can be calculated based on the engine related information, and then the feedforward required torque is obtained according to the sum of the external load torque of the engine and the internal resistance moment of the engine.
S120, determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feedforward demand torque.
S130, determining a target ignition angle corresponding to a crankshaft in the engine based on the road demand torque, and determining a target air inflow corresponding to the engine based on the road demand torque.
In practical use, the firing angle refers to the period of time during which the piston is spark-ignited by the spark plug in advance of reaching compression top dead center, thereby igniting the combustible mixture in the combustion chamber, and during this period of time the angle through which the crankshaft rotates is referred to as the firing angle. The air inflow is the flow of fresh air entering the outside of a vehicle engine, when the engine works, the oxygen enters, normal operation can be ensured, and accurate estimation of the cylinder air inflow under transient working conditions is one of effective measures for improving the control precision of the air-fuel ratio of the engine.
The target firing angle may be understood as the firing angle that the target vehicle expects the crankshaft to reach when in the active regeneration mode. The target intake air amount refers to an intake air amount that the engine is expected to reach when the target vehicle is in the active regeneration mode.
In the technical scheme, when the engine speed of the target vehicle is controlled, the engine torque is mainly regulated, wherein the torque response comprises two parts, the ignition angle corresponding to the crankshaft is regulated based on the flame demand torque corresponding to the flame of the engine, and the air input is regulated based on the air channel demand corresponding to the air channel of the engine, so that the control of the engine speed is realized.
Based on this, after determining the required torque of the fire path and the required torque of the gas path in the present technical solution, optionally, determining the target ignition angle corresponding to the crankshaft in the engine based on the required torque of the fire path includes: determining a target ignition angle efficiency corresponding to a crankshaft of a target vehicle, and determining an ignition angle difference value between an optimal ignition angle of the crankshaft and the target ignition angle according to the target ignition angle efficiency; and obtaining a target ignition angle corresponding to the crankshaft based on the optimal ignition angle and the ignition angle difference value.
The target firing angle efficiency is understood to be the rate at which the target firing angle is reached from the actual firing angle at the present time. The optimal ignition angle can be understood as an optimal ignition angle corresponding to the crankshaft, in practical application, according to different vehicle configuration information, the optimal ignition angle corresponding to each vehicle is different, and the optimal ignition angle corresponding to each vehicle is preset.
In the technical scheme, the target ignition angle efficiency can be obtained by looking up a table according to actual running information of the target vehicle at the current moment, and on the basis of knowing the target ignition angle efficiency, the ignition angle difference value to be selected corresponding to the target ignition angle efficiency can be determined through a preset target mapping table. And recording at least one ignition angle efficiency and a to-be-selected ignition angle difference value corresponding to the ignition angle efficiency in the target mapping table.
It should be noted that, the ignition angle difference in the present technical solution refers to a difference between the optimal ignition angle and the target ignition angle, so after determining the optimal ignition angle corresponding to the crankshaft and the ignition angle difference between the optimal ignition angle and the target ignition angle, the target ignition angle corresponding to the crankshaft when the target vehicle is in the active regeneration mode can be obtained.
Optionally, determining the target intake air amount corresponding to the engine based on the gas path demand torque includes: determining the air-fuel ratio efficiency corresponding to the engine according to the target air-fuel ratio corresponding to the engine of the target vehicle; and obtaining the target air inflow corresponding to the engine according to the ratio of the air path required torque to the air-fuel ratio efficiency.
In practical use, the air-fuel ratio refers to the mass ratio between the mixture (mainly in the combustion chamber of a gasoline or diesel engine) and air and fuel, and in particular, the air-fuel ratio may be used to describe the grams of air consumed per gram of fuel during combustion.
The target air-fuel ratio may be understood as an air-fuel ratio to which the engine is expected to correspond when the target vehicle is in the active regeneration mode. The air-fuel ratio efficiency may be understood as a rate at which the engine is adjusted from the actual air-fuel ratio at the present time to the target air-fuel ratio.
Specifically, the target air-fuel ratio corresponding to the engine can be obtained by looking up a table according to the actual running information of the target vehicle at the current moment, and the air-fuel ratio efficiency corresponding to the engine can be obtained according to the mapping relation between the target air-fuel ratio and the air-fuel ratio efficiency. Further, according to the ratio of the air path required torque to the air-fuel ratio efficiency, the target air inflow corresponding to the engine is obtained.
S140 adjusts the target vehicle from the current engine speed to the target engine speed based on the target ignition angle and the target intake air amount.
The target engine speed may be understood as the optimum speed that the target vehicle is in active regeneration mode, where the engine is expected to reach.
In practical application, after the target ignition angle and the target air inflow are obtained, the engine speed can be adjusted until the engine is adjusted from the current engine speed to the target engine speed.
Optionally, adjusting the target vehicle from the current engine speed to the target engine speed based on the target ignition angle and the target intake air amount includes: determining the corresponding to-be-regulated spark torque of the crankshaft according to the difference value between the target ignition angle and the actual ignition angle corresponding to the crankshaft; based on the road torque to be adjusted, adjusting the actual ignition angle to a target ignition angle; determining the throttle opening of a cylinder connected with the engine according to the difference value between the target air inflow and the actual air inflow corresponding to the engine; adjusting the actual intake air amount to a target intake air amount based on the throttle opening; the target vehicle is adjusted from the current engine speed to the target engine speed based on the target ignition angle and the target intake air amount.
The spark torque to be adjusted is understood to be the torque that needs to be applied to the crankshaft when adjusting the corresponding firing angle of the crankshaft from the actual firing angle to the target firing angle. The throttle opening degree refers to an opening angle corresponding to a throttle valve of an engine. This angle is controlled by the driver through an accelerator pedal, and by changing the opening degree of the throttle valve, the intake air amount of the engine can be adjusted.
According to the technical scheme, when the target vehicle is detected to be in the active regeneration mode, the feedforward required torque corresponding to the target vehicle is determined according to the engine associated torque of the target vehicle; determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feed-forward demand torque; determining a target ignition angle corresponding to a crankshaft in the engine based on the required torque of the fire path, and determining a target air inflow corresponding to the engine based on the required torque of the air path; the target vehicle is adjusted from the current engine speed to the target engine speed based on the target ignition angle and the target intake air amount. According to the technical scheme, the control strategy of feedforward and feedback is adopted in the engine speed control method, the engine speed is regulated more rapidly, the variation range of the control quantity is smaller, and the system is more stable. Simultaneously, the required torque is calculated through two paths of the required torque of the fire path corresponding to the crankshaft and the required torque of the gas path corresponding to the engine, and torque response is respectively carried out, so that a target ignition angle corresponding to the crankshaft is determined according to the required torque of the fire path, and a target air inflow corresponding to the engine is determined based on the required torque of the gas path, and the ignition angle and the air inflow are respectively adjusted. The ignition angle is adjusted to achieve the required torque of the train, the response is quicker, the air path torque is achieved by adjusting the air inflow of the engine, the overall torque response capability of the engine is more prone to being adjusted, and the problems that the torque response capability cannot achieve the required torque of the train or the ignition angle is delayed too much due to too much air inflow, fire is caused and the like are avoided. The train torque and the gas circuit torque are respectively adjusted, so that the rapidity and the stability of the adjustment of the rotating speed of the engine can be improved, and the stable running state of the engine is ensured. The method solves the problem that in the prior art, when the vehicle is in an active regeneration mode, the control method of the engine speed is not clear, so that the engine speed cannot be accurately controlled, the speed of the engine at each moment is more accurately determined, and the stable running effect of the engine is ensured.
Example two
Fig. 2 is a flowchart of an engine speed control method according to a second embodiment of the present invention, optionally, before determining a feedforward required torque corresponding to a target vehicle according to an engine-related torque of the target vehicle when the target vehicle is detected to be in an active regeneration mode, further includes: carrying out carbon load real-time detection on a gasoline particle catcher deployed in a target vehicle to obtain the current carbon load; if the current carbon loading is larger than the carbon loading threshold, acquiring vehicle running information of the target vehicle at the current moment; when the vehicle operation information satisfies the vehicle operation condition associated with the active regeneration mode, the target vehicle is controlled to enter the active regeneration mode.
As shown in fig. 2, the method includes:
S210, detecting a regeneration mode of the target vehicle, and determining the regeneration mode of the target vehicle at the current moment.
In practical applications, in order to determine the regeneration mode in which the target vehicle is located, real-time detection of the regeneration mode is required. Optionally, before determining the corresponding feedforward required torque of the target vehicle according to the engine associated torque of the target vehicle when the target vehicle is detected to be in the active regeneration mode, the method further comprises: carrying out carbon load real-time detection on a gasoline particle catcher deployed in a target vehicle to obtain the current carbon load; if the current carbon loading is larger than the carbon loading threshold, acquiring vehicle running information of the target vehicle at the current moment; when the vehicle operation information satisfies the vehicle operation condition associated with the active regeneration mode, the target vehicle is controlled to enter the active regeneration mode.
The current carbon loading refers to the large carbon loading of the GPF in the target at the current moment. The carbon loading threshold refers to the maximum carbon loading in the GPF.
In order to provide a stable regeneration environment for the GPF in the target vehicle, when the current carbon loading is greater than the carbon loading threshold, it is indicated that the carbon loading in the GPF is too large, and the GPF is blocked, so that the carbon particles blocking the GPF need to be oxidized and burned off, and the capability of the GPF for capturing the carbon particles is restored.
Specifically, the carbon loading in the GPF is monitored in real time to obtain the current carbon loading. And if the current carbon load is detected to be larger than the carbon load threshold, acquiring vehicle running information of the target vehicle at the current moment, determining whether the target vehicle meets the running condition of the active regeneration mode or not based on the acquired vehicle running information, and controlling the target vehicle to enter the active regeneration mode when the running conditions are met.
And S220, when the target vehicle is detected to be in the active regeneration mode, determining the corresponding feedforward required torque of the target vehicle according to the engine associated torque of the target vehicle.
S230, determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feedforward demand torque.
In the practical application of the present invention,
Optionally, determining the fire path demand torque corresponding to the fire path of the engine of the target vehicle and the gas path demand torque corresponding to the gas path of the engine based on the feed-forward demand torque includes: acquiring the corresponding actual engine speed, target engine speed and target ignition angle efficiency of a target vehicle; obtaining a train demand torque corresponding to a train of the target vehicle based on the actual engine speed, the target engine speed and the feedforward demand torque; and obtaining the gas path required torque corresponding to the target vehicle based on the ratio of the gas path required torque to the target ignition angle efficiency.
During operation of the target vehicle, an actual engine speed, a target engine speed, and a target firing angle efficiency of the target vehicle are obtained.
Specifically, obtaining a road demand torque corresponding to a road of a target vehicle based on an actual engine speed, a target engine speed, and a feedforward demand torque includes: obtaining a rotating speed difference value according to the difference value between the target engine rotating speed and the actual engine rotating speed; inputting the rotating speed difference value into a preset PID controller to obtain torque to be regulated; and obtaining the corresponding train demand torque of the target vehicle based on the sum of the torque to be regulated and the feedforward demand torque.
In a specific example, a rotational speed difference between a target engine rotational speed and an actual engine rotational speed of a target vehicle is calculated, the rotational speed difference is used as an input of a PID controller, after data processing is performed based on the PID controller, a P item, an I item and a D item are output, and three items of output are subjected to superposition processing to obtain torque to be regulated, and further, the road demand torque corresponding to the target vehicle is obtained according to the sum of the torque to be regulated and the feedforward demand torque. The parameters of the P, I and D controllers in the PID controller can be determined by a calibration means.
The advantage of setting like this is that the control strategy of feedforward + feedback is adopted to the engine speed control method in this technical scheme, adjusts the engine speed more fast, and the variation range of control quantity is less, and the system is more stable. Meanwhile, when the GPF is regenerated, the torque demands from the controllers such as a battery, a motor and an air conditioner are changed at any time, the torque demands reported by the controllers are synthesized, the external torque demands are sent to the ECU, the engine reaches a rotating speed target, and meanwhile, the variable torque demands from the VCU can be responded, so that multi-target control is realized.
S240, determining a target ignition angle corresponding to a crankshaft in the engine based on the road demand torque, and determining a target air inflow corresponding to the engine based on the road demand torque.
S250 adjusts the target vehicle from the current engine speed to the target engine speed based on the target ignition angle and the target intake air amount.
In the technical scheme, the required torque is calculated through two paths of the required torque of the fire path corresponding to the fire path connected through the crankshaft and the required torque of the gas path corresponding to the engine, and torque responses are respectively carried out so as to determine a target ignition angle corresponding to the crankshaft according to the required torque of the fire path and determine a target air inflow corresponding to the engine based on the required torque of the gas path, thereby realizing the respective adjustment of the ignition angle and the air inflow. The ignition angle is adjusted to achieve the required torque of the train, the response is quicker, the air path torque is achieved by adjusting the air inflow of the engine, the overall torque response capability of the engine is more prone to being adjusted, and the problems that the torque response capability cannot achieve the required torque of the train or the ignition angle is delayed too much due to too much air inflow, fire is caused and the like are avoided. The train torque and the gas circuit torque are respectively adjusted, so that the rapidness and the stability of the adjustment of the rotating speed of the engine can be improved, and the stable running state of the engine is ensured.
On the basis, when the gas circuit demand torque is calculated, in order to achieve the target ignition angle efficiency, on the basis of feedforward and feedback calculation of the preliminary demand torque, the gas circuit demand torque is amplified by dividing by the target ignition angle efficiency, the ignition angle efficiency target value is achieved, the air-fuel ratio efficiency is utilized to correct the demand gas circuit torque, and the air-fuel ratio control module is combined to achieve multi-target control of the target rotating speed, the target ignition angle efficiency, the target external torque and the target air-fuel ratio. The upper limit of torque capacity can be further improved by amplifying the gas circuit required torque, and the part of the gas circuit required torque, which is more than the fire circuit required torque, is used as a torque reserve to avoid control failure caused by the fact that the adjustment of the fire circuit torque exceeds the torque capacity range. Meanwhile, by monitoring the GPF state in real time, a regeneration request is sent out when the GPF needs to be regenerated in time. The multi-target control of target rotation speed, target ignition angle efficiency, target external torque and target air-fuel ratio can be realized, stable conditions are created for GPF regeneration, and simultaneously, the control requirement of VCU on ECU is responded, and GPF regeneration and whole vehicle requirement are considered.
According to the technical scheme, when the target vehicle is detected to be in the active regeneration mode, the feedforward required torque corresponding to the target vehicle is determined according to the engine associated torque of the target vehicle; determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feed-forward demand torque; determining a target ignition angle corresponding to a crankshaft in the engine based on the required torque of the fire path, and determining a target air inflow corresponding to the engine based on the required torque of the air path; the target vehicle is adjusted from the current engine speed to the target engine speed based on the target ignition angle and the target intake air amount. According to the technical scheme, the control strategy of feedforward and feedback is adopted in the engine speed control method, the engine speed is regulated more rapidly, the variation range of the control quantity is smaller, and the system is more stable. Simultaneously, the required torque is calculated through two paths of the required torque of the fire path corresponding to the crankshaft and the required torque of the gas path corresponding to the engine, and torque response is respectively carried out, so that a target ignition angle corresponding to the crankshaft is determined according to the required torque of the fire path, and a target air inflow corresponding to the engine is determined based on the required torque of the gas path, and the ignition angle and the air inflow are respectively adjusted. The ignition angle is adjusted to achieve the required torque of the train, the response is quicker, the air path torque is achieved by adjusting the air inflow of the engine, the overall torque response capability of the engine is more prone to being adjusted, and the problems that the torque response capability cannot achieve the required torque of the train or the ignition angle is delayed too much due to too much air inflow, fire is caused and the like are avoided. The train torque and the gas circuit torque are respectively adjusted, so that the rapidity and the stability of the adjustment of the rotating speed of the engine can be improved, and the stable running state of the engine is ensured. The method solves the problem that in the prior art, when the vehicle is in an active regeneration mode, the control method of the engine speed is not clear, so that the engine speed cannot be accurately controlled, the speed of the engine at each moment is more accurately determined, and the stable running effect of the engine is ensured.
Example III
Fig. 3 is a schematic structural diagram of an engine speed control device according to a third embodiment of the present invention. As shown in fig. 3, the apparatus includes: a mode determination module 310, a demand torque determination module 320, an ignition angle and intake air amount determination module 330, and a rotational speed control module 340.
The mode determining module 310 is configured to determine, when it is detected that the target vehicle is in the active regeneration mode, a feedforward required torque corresponding to the target vehicle according to an engine-related torque of the target vehicle; the engine-associated torque comprises an engine external load torque and an engine internal component resistance torque, and the feedforward required torque is the torque output by an engine feedforward control system deployed in the target vehicle;
A demand torque determination module 320 for determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feedforward demand torque;
an ignition angle and intake air amount determination module 330 for determining a target ignition angle corresponding to a crankshaft in the engine based on the spark demand torque and determining a target intake air amount corresponding to the engine based on the gas path demand torque;
The rotation speed control module 340 is configured to adjust the target vehicle from the current engine rotation speed to the target engine rotation speed based on the target ignition angle and the target intake air amount.
According to the technical scheme, when the target vehicle is detected to be in the active regeneration mode, the feedforward required torque corresponding to the target vehicle is determined according to the engine associated torque of the target vehicle; determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feed-forward demand torque; determining a target ignition angle corresponding to a crankshaft in the engine based on the required torque of the fire path, and determining a target air inflow corresponding to the engine based on the required torque of the air path; the target vehicle is adjusted from the current engine speed to the target engine speed based on the target ignition angle and the target intake air amount. According to the technical scheme, the control strategy of feedforward and feedback is adopted in the engine speed control method, the engine speed is regulated more rapidly, the variation range of the control quantity is smaller, and the system is more stable. Simultaneously, the required torque is calculated through two paths of the required torque of the fire path corresponding to the crankshaft and the required torque of the gas path corresponding to the engine, and torque response is respectively carried out, so that a target ignition angle corresponding to the crankshaft is determined according to the required torque of the fire path, and a target air inflow corresponding to the engine is determined based on the required torque of the gas path, and the ignition angle and the air inflow are respectively adjusted. The ignition angle is adjusted to achieve the required torque of the train, the response is quicker, the air path torque is achieved by adjusting the air inflow of the engine, the overall torque response capability of the engine is more prone to being adjusted, and the problems that the torque response capability cannot achieve the required torque of the train or the ignition angle is delayed too much due to too much air inflow, fire is caused and the like are avoided. The train torque and the gas circuit torque are respectively adjusted, so that the rapidity and the stability of the adjustment of the rotating speed of the engine can be improved, and the stable running state of the engine is ensured. The method solves the problem that in the prior art, when the vehicle is in an active regeneration mode, the control method of the engine speed is not clear, so that the engine speed cannot be accurately controlled, the speed of the engine at each moment is more accurately determined, and the stable running effect of the engine is ensured.
Optionally, the engine speed control device further includes: the carbon load determining module is used for detecting the carbon load of the gasoline particle catcher deployed in the target vehicle in real time before determining the feedforward required torque corresponding to the target vehicle according to the engine associated torque of the target vehicle when the target vehicle is detected to be in the active regeneration mode, so as to obtain the current carbon load;
the running information determining module is used for acquiring the vehicle running information of the target vehicle at the current moment if the current carbon loading is larger than the carbon loading threshold;
and the regeneration mode determining module is used for controlling the target vehicle to enter the active regeneration mode when the vehicle operation information meets the vehicle operation condition related to the active regeneration mode.
Optionally, the mode determining module includes: a torque acquisition unit for acquiring an actual motor torque corresponding to a motor in a target vehicle and a drive shaft load torque corresponding to a drive shaft of the vehicle;
the load torque determining unit is used for obtaining the external load torque of the engine according to the sum of the actual motor torque and the load torque of the transmission shaft;
The resistance moment determining unit is used for determining the resistance moment inside the engine according to the engine related information of the target vehicle; wherein the engine-related information includes at least one of an engine speed, an engine intake air amount, and an engine ignition angle;
And the feedforward required torque determining unit is used for obtaining the feedforward required torque corresponding to the target vehicle based on the sum of the external load torque of the engine and the internal resistance torque of the engine.
Optionally, the demand torque determination module includes: the acquisition unit is used for acquiring the actual engine speed, the target engine speed and the target ignition angle efficiency corresponding to the target vehicle;
The train demand torque determining unit is used for obtaining train demand torque corresponding to a train of the target vehicle based on the actual engine speed, the target engine speed and the feedforward demand torque;
the gas path required torque determining unit is used for obtaining the gas path required torque corresponding to the target vehicle based on the ratio of the fire path required torque to the target ignition angle efficiency.
Optionally, the road demand torque determining unit includes: the rotating speed difference determining subunit is used for obtaining a rotating speed difference according to the difference between the target engine rotating speed and the actual engine rotating speed;
The torque to be adjusted determining subunit is used for inputting the rotating speed difference value into a preset PID controller to obtain the torque to be adjusted;
And the train demand torque determination subunit is used for obtaining the train demand torque corresponding to the target vehicle based on the sum of the torque to be regulated and the feedforward demand torque.
Optionally, the ignition angle and intake air amount determining module includes: an ignition angle difference value determining unit, configured to determine a target ignition angle efficiency corresponding to a crankshaft of a target vehicle, and determine an ignition angle difference value between an optimal ignition angle of the crankshaft and the target ignition angle according to the target ignition angle efficiency;
and the ignition angle determining unit is used for obtaining a target ignition angle corresponding to the crankshaft based on the optimal ignition angle and the ignition angle difference value.
Optionally, the ignition angle and intake air amount determining module includes: an air-fuel ratio efficiency determination unit configured to determine an air-fuel ratio efficiency corresponding to an engine of a target vehicle based on a target air-fuel ratio corresponding to the engine;
And the air input determining unit is used for obtaining the target air input corresponding to the engine according to the ratio of the air path required torque to the air-fuel ratio efficiency.
Optionally, the rotation speed control module includes: the spark torque determining unit is used for determining the spark torque to be adjusted corresponding to the crankshaft according to the difference value of the target ignition angle and the actual ignition angle corresponding to the crankshaft;
An ignition angle adjusting unit for adjusting the actual ignition angle to a target ignition angle based on the road torque to be adjusted;
A throttle opening determining unit for determining the throttle opening of a cylinder connected with the engine according to the difference value between the target air inflow and the actual air inflow corresponding to the engine;
An intake air amount adjusting unit for adjusting the actual intake air amount to a target intake air amount based on the throttle opening;
and a rotation speed control unit that adjusts the target vehicle from the current engine rotation speed to the target engine rotation speed based on the target ignition angle and the target intake air amount.
The engine speed control device provided by the embodiment of the invention can execute the engine speed control method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.
Example IV
Fig. 4 shows a schematic structural diagram of the electronic device 10 of the embodiment of the present invention. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. Electronic equipment may also represent various forms of mobile devices, such as personal digital processing, cellular telephones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.
As shown in fig. 4, the electronic device 10 includes at least one processor 11, and a memory, such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, etc., communicatively connected to the at least one processor 11, in which the memory stores a computer program executable by the at least one processor, and the processor 11 may perform various appropriate actions and processes according to the computer program stored in the Read Only Memory (ROM) 12 or the computer program loaded from the storage unit 18 into the Random Access Memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 may also be stored. The processor 11, the ROM 12 and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.
Various components in the electronic device 10 are connected to the I/O interface 15, including: an input unit 16 such as a keyboard, a mouse, etc.; an output unit 17 such as various types of displays, speakers, and the like; a storage unit 18 such as a magnetic disk, an optical disk, or the like; and a communication unit 19 such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.
The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, digital Signal Processors (DSPs), and any suitable processor, controller, microcontroller, etc. The processor 11 performs the various methods and processes described above, such as an engine speed control method.
In some embodiments, the engine speed control method may be implemented as a computer program tangibly embodied on a computer-readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device 10 via the ROM 12 and/or the communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the engine speed control method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the engine speed control method in any other suitable manner (e.g., by means of firmware).
Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuit systems, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems On Chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs, the one or more computer programs may be executed and/or interpreted on a programmable system including at least one programmable processor, which may be a special purpose or general-purpose programmable processor, that may receive data and instructions from, and transmit data and instructions to, a storage system, at least one input device, and at least one output device.
The computer program for implementing the engine speed control method of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be implemented. The computer program may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) through which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic input, speech input, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a background component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such background, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.
The computing system may include clients and servers. The client and server are typically remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical hosts and VPS service are overcome.
It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.
The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.
Claims (10)
1. An engine speed control method, comprising:
when the target vehicle is detected to be in the active regeneration mode, determining a feedforward required torque corresponding to the target vehicle according to the engine associated torque of the target vehicle; wherein the engine associated torque includes an engine external load torque and an engine internal component resistance torque, the feedforward demand torque being a torque output by an engine feedforward control system disposed in the target vehicle;
determining a fire path demand torque corresponding to a fire path of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feed-forward demand torque;
Determining a target ignition angle corresponding to a crankshaft in the engine based on the spark line required torque, and determining a target air inflow corresponding to the engine based on the air line required torque;
the target vehicle is adjusted from a current engine speed to a target engine speed based on the target ignition angle and the target intake air amount.
2. The method of claim 1, further comprising, prior to determining a corresponding feed-forward demand torque for the target vehicle from an engine-associated torque for the target vehicle when the target vehicle is detected to be in an active regeneration mode:
carrying out carbon load real-time detection on a gasoline particle catcher deployed in the target vehicle to obtain the current carbon load;
If the current carbon loading is larger than the carbon loading threshold, acquiring vehicle running information of the target vehicle at the current moment;
and controlling the target vehicle to enter an active regeneration mode when the vehicle operation information meets the vehicle operation condition associated with the active regeneration mode.
3. The method of claim 1, wherein the determining the corresponding feed-forward demand torque for the target vehicle from the engine-associated torque for the target vehicle comprises:
Acquiring actual motor torque corresponding to a motor in the target vehicle and transmission shaft load torque corresponding to a transmission shaft of the vehicle;
obtaining the external load torque of the engine according to the sum of the actual motor torque and the load torque of the transmission shaft;
Determining the internal resistance moment of the engine according to the engine related information of the target vehicle; wherein the engine-related information includes at least one of an engine speed, an engine intake air amount, and an engine ignition angle;
And obtaining the corresponding feedforward required torque of the target vehicle based on the sum of the external load torque of the engine and the internal resistance torque of the engine.
4. The method of claim 1, wherein the determining a spark demand torque corresponding to a spark of an engine of the target vehicle and a gas path demand torque corresponding to a gas path of the engine based on the feed-forward demand torque comprises:
Acquiring the actual engine speed, the target engine speed and the target ignition angle efficiency corresponding to the target vehicle;
obtaining a train demand torque corresponding to a train of the target vehicle based on the actual engine speed, the target engine speed and the feedforward demand torque;
And obtaining the gas path required torque corresponding to the target vehicle based on the ratio of the gas path required torque to the target ignition angle efficiency.
5. The method of claim 4, wherein the deriving a road demand torque for the road of the target vehicle based on the actual engine speed, the target engine speed, and the feed-forward demand torque comprises:
obtaining a rotating speed difference value according to the difference value between the target engine rotating speed and the actual engine rotating speed;
inputting the rotating speed difference value into a preset PID controller to obtain torque to be regulated;
And obtaining the corresponding train demand torque of the target vehicle based on the sum of the torque to be regulated and the feedforward demand torque.
6. The method of claim 1, wherein the determining a target firing angle for a crankshaft in the engine based on the spark demand torque comprises:
Determining target ignition angle efficiency corresponding to a crankshaft of the target vehicle, and determining an ignition angle difference value between an optimal ignition angle and a target ignition angle of the crankshaft according to the target ignition angle efficiency;
And obtaining a target ignition angle corresponding to the crankshaft based on the optimal ignition angle and the ignition angle difference value.
7. The method of claim 1, wherein the determining the corresponding target intake air amount for the engine based on the air path demand torque comprises:
Determining the air-fuel ratio efficiency corresponding to the engine according to the target air-fuel ratio corresponding to the engine of the target vehicle;
And obtaining the target air inflow corresponding to the engine according to the ratio of the air path required torque to the air-fuel ratio efficiency.
8. The method of claim 1, wherein the adjusting the target vehicle from the current engine speed to a target engine speed based on the target ignition angle and the target intake air amount comprises:
determining the corresponding to-be-regulated spark torque of the crankshaft according to the difference value of the target ignition angle and the actual ignition angle corresponding to the crankshaft;
Adjusting the actual ignition angle to the target ignition angle based on the road torque to be adjusted;
determining the throttle opening of a cylinder connected with the engine according to the difference value between the target air inflow and the actual air inflow corresponding to the engine;
Adjusting the actual intake air amount to the target intake air amount based on the throttle opening;
the target vehicle is adjusted from a current engine speed to a target engine speed based on the target ignition angle and the target intake air amount.
9. An engine speed control device, comprising:
The mode determining module is used for determining a feedforward required torque corresponding to a target vehicle according to the engine associated torque of the target vehicle when the target vehicle is detected to be in an active regeneration mode; wherein the engine associated torque includes an engine external load torque and an engine internal component resistance torque, the feedforward demand torque being a torque output by an engine feedforward control system disposed in the target vehicle;
a required torque determination module for determining a fire path required torque corresponding to a fire path of an engine of the target vehicle and a gas path required torque corresponding to a gas path of the engine based on the feedforward required torque;
the ignition angle and air inflow determining module is used for determining a target ignition angle corresponding to a crankshaft in the engine based on the road demand torque and determining a target air inflow corresponding to the engine based on the road demand torque;
and the rotating speed control module is used for adjusting the target vehicle from the current engine rotating speed to the target engine rotating speed based on the target ignition angle and the target air inflow.
10. An electronic device, the electronic device comprising:
At least one processor; and
A memory communicatively coupled to the at least one processor; wherein,
The memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the engine speed control method of any one of claims 1-8.
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