Van type truck plateau whole vehicle transient calibration development method for road

Abstract

The invention discloses a road van plateau whole vehicle transient calibration development method which comprises the following steps: S101, detecting the altitude in real time, and triggering a plateau mode; s102, an accelerator signal is input into an acceleration manager after being subjected to Kalman filtering; s103, generating a target torque in combination with the intention of the driver and the vehicle dynamics constraint; s104, the anti-shake module performs moving average filtering on the torque instruction; and S105, the MPC controller dynamically adjusts the fuel injection pulse width and the ignition timing, and smooth torque output is achieved. Steering wheel turning angle data are introduced into an accelerator filtering decision for the first time, and mistaken acceleration under the steering working condition is avoided; the balance performance and efficiency are calibrated through high load and low load, the high load preferentially keeps power, and the low load preferentially saves oil.

Description

Technical Field

[0001] The present invention relates to the field of vehicle power control technology, and in particular to a method for developing transient calibration of a whole vehicle of a road van in plateau conditions. The method specifically includes throttle filtering, acceleration management, torque filtering, anti-shake control, and throttle-torque coordinated control strategies, and is suitable for optimizing fuel consumption and improving drivability of vans in low-oxygen conditions in plateaus. Background Art

[0002] When driving a car on the plateau, the increase in altitude has a significant impact on engine performance. As the altitude increases, engines will generally experience problems such as difficulty starting, reduced power, worsening fuel economy, and severe emissions. The degree of performance degradation varies depending on the engine model and application. The main reason for this is the influence of atmospheric conditions such as low pressure and low temperatures in the plateau. These include:

[0003] (1) Impact of the original environment on vehicle performance

[0004] The air in plateau areas is thin (the oxygen content is more than 20% lower than that in plains), which leads to a decrease in engine combustion efficiency and an increase in power output fluctuation rate by 30%-50%.

[0005] The traditional calibration method uses a fixed MAP control, which cannot compensate for altitude changes in real time, causing problems such as throttle response lag and acceleration jerks.

[0006] (2) Defects of existing technology

[0007] Throttle signal noise interference: The bumpy road surface on the plateau causes the throttle pedal signal to jitter, triggering the ECU to misjudge the working condition.

[0008] Insufficient suppression of torque mutations: During rapid acceleration, the engine torque overshoot reaches ±15%, causing transmission system resonance.

[0009] Low energy efficiency: Under low-load conditions on the plateau, the loss of control of the excess air coefficient leads to a 12%-18% drop in fuel economy.

[0010] Existing patent document CN114216684B discloses a test system for testing the transient performance of an engine at plateau low pressure, which can meet the needs of plateau low pressure steady-state and transient performance tests of engines at different altitudes and different displacements.

[0011] The disclosure of the above background technology content is only used to assist in understanding the concept and technical solution of the present invention. It does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above content has been disclosed on the filing date of this patent application, the above background technology should not be used to evaluate the novelty and creativity of this application. Summary of the Invention

[0012] The (main) purpose of this invention is to propose a plateau vehicle transient calibration development method for road vans that uses multi-parameter fusion, including combining multi-dimensional data such as altitude, temperature, and humidity to improve compensation robustness.

[0013] To this end, the present invention proposes a plateau vehicle transient calibration development method for road vans.

[0014] Preferably, the present invention may also have the following technical features:

[0015] The development method of plateau transient calibration for road-going vans includes the following steps:

[0016] S101, real-time detection of altitude and triggering of plateau mode;

[0017] S102: The throttle signal is input into the acceleration manager after being filtered by Kalman filter;

[0018] S103, generating a target torque based on the driver's intention and vehicle dynamics constraints;

[0019] S104, the anti-shake module performs sliding average filtering on the torque command;

[0020] S105, MPC controller dynamically adjusts the injection pulse width and ignition timing to achieve smooth torque output.

[0021] Furthermore, in step S1, an engine MAP is collected at a measurement site above 3000m above sea level to establish an oxygen content-air-fuel ratio correction coefficient matrix;

[0022] Get engine information and environmental information in real time,

[0023] When the vehicle is determined to be at a predetermined altitude based on environmental information, it enters plateau mode.

[0024] Furthermore, the engine information and environmental information include altitude, atmospheric pressure, accelerator pedal displacement, engine speed, and vehicle speed signal.

[0025] Furthermore, according to the dynamic compensation algorithm module: the torque mapping table based on altitude correction generates a function: T out =T req ×(1+k alt (1-0.023h) 3 ), where h is the altitude (km), k alt is the plateau compensation coefficient, which increases nonlinearly with increasing altitude.

[0026] Furthermore, in step S2, the Kalman filter parameters are calibrated by bench testing, with process noise covariance Q = 0.01 and measurement noise covariance R = 0.1;

[0027] Throttle filtering sub-module: An adaptive Kalman filter is used to eliminate high-frequency noise in the throttle signal.

[0028] Furthermore, in step S3, a steering intention model is constructed based on the steering wheel angle and yaw rate, and the maximum longitudinal acceleration is constrained to be ≤ 0.3g.

[0029] Furthermore, in step S4, a double dead zone threshold (0.5% < T < 5%) is set to suppress small torque fluctuations; it includes a double dead zone anti-shake module, and its threshold is dynamically adjusted according to the engine load rate: T dead = {0.3% 1.2% when η > 80% when η < 50%.

[0030] Furthermore, the double dead zone includes an upper dead zone and a lower dead zone, where

[0031] Upper dead zone: When the change in torque command △T < T upper , this change is ignored;

[0032] Lower dead zone: When △T > T lower , it is forced to zero or limited.

[0033] Furthermore, the double dead zone threshold is dynamically adjusted according to the engine load rate:

[0034] High load (η > 80%): The lower dead zone is set to 0.3%, allowing smaller torque fluctuations to prevent power interruption;

[0035] Low load (η < 50%): The upper dead zone is set to 1.2%, expanding the upper limit of the dead zone to 1.2%.

[0036] Furthermore, an MPC weight matrix is set: the fuel consumption weight is 0.6, the acceleration weight is 0.3, and the torque smoothness weight is 0.1.

[0037] The beneficial effects of the present invention compared with the prior art include: adopting multi-parameter fusion, including combining multi-dimensional data such as altitude, temperature, and humidity, to improve compensation robustness. Optimizing the compensation coefficient (such as K alt ) through machine learning to adapt to different working conditions; for the first time, introducing the steering wheel angle data into the throttle filtering decision to avoid misacceleration under steering conditions; balancing performance and efficiency through high-load and low-load calibration: high load gives priority to ensuring power, and low load gives priority to fuel saving. Brief Description of the Drawings

[0038] Figure 1 is the control flow chart of the present invention. Detailed Embodiments

[0039] The present invention will be further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings. It should be emphasized that the following description is merely illustrative and is not intended to limit the scope of the present invention and its application.

[0040] Non-limiting and non-exclusive embodiments will be described with reference to the following figures, wherein like reference numerals refer to like parts unless otherwise specifically specified.

[0041] like Figure 1 The transient calibration development method for a road van in plateau conditions includes the following steps:

[0042] S101, real-time detection of altitude and triggering of plateau mode;

[0043] Data acquisition module: acquires engine information and environmental information in real time, including altitude, atmospheric pressure, accelerator pedal displacement, engine speed, and vehicle speed signal;

[0044] The engine MAP was collected at a test site at an altitude of 3000m to establish an oxygen content-air-fuel ratio correction coefficient matrix;

[0045] When the vehicle is at a predetermined altitude, it enters plateau mode;

[0046] According to the dynamic compensation algorithm module: torque mapping table generation function based on altitude correction: T out =T req ×(1+k alt (1-0.023h) 3 ), where h is the altitude (km), k alt is the plateau compensation coefficient, which increases nonlinearly with increasing altitude;

[0047] At the same time, a nonlinear torque correction model is constructed based on real-time atmospheric pressure, improving compensation accuracy by 22% compared to traditional methods. Altitude compensation: Torque is adjusted based on altitude (which indirectly reflects oxygen content), such as the altitude h in the torque mapping function. Atmospheric pressure compensation: Torque is corrected directly using atmospheric pressure sensor data (positively correlated with oxygen content). The data is updated in real time and is accurate. Both atmospheric pressure compensation and altitude compensation address the decrease in combustion efficiency caused by hypoxia in high altitudes, but atmospheric pressure compensation offers higher accuracy.

[0048] In the nonlinear torque correction model based on real-time atmospheric pressure, a dynamic relationship between oxygen content / pressure and torque is established through table lookup or piecewise function, rather than a fixed MAP. Multi-parameter fusion is used, including combining multi-dimensional data such as altitude, temperature, and humidity, to improve compensation robustness. Compensation coefficients (such as K alt ), adapt to different working conditions.

[0049] Verification of Dynamic Compensation Algorithm:

[0050] Test Conditions: Mountain roads in Lhasa (altitude 3650m), load rate 70%;

[0051] Test Results:

[0052] The throttle response delay is shortened from 0.5s to 0.28s;

[0053] The fuel consumption per 100 kilometers is reduced from 22.5L to 19.8L;

[0054] The jitter amplitude of the accelerator pedal is reduced from ±3.5% to ±0.8%.

[0055] S102. The throttle signal is input into the acceleration manager after Kalman filtering; the parameters of the Kalman filter are calibrated through bench tests (process noise covariance Q = 0.01, measurement noise covariance R = 0.1);

[0056] Throttle Filtering Sub-module: An adaptive Kalman filter is used to eliminate high-frequency noise of the throttle signal. Preferably, the cut-off frequency dynamic range is 0.5Hz - 3Hz.

[0057] S103. Generate the target torque by combining the driver's intention and vehicle dynamics constraints;

[0058] Acceleration Manager: Build a steering intention model based on the steering wheel angle and yaw rate, and constrain the maximum longitudinal acceleration ≤ 0.3g;

[0059] The acceleration manager dynamically constrains the longitudinal acceleration through the data of the steering wheel angle sensor. The constraint formula is: a y ≤k φ ·δ + k v ·v where δ is the steering wheel angle, v is the vehicle speed, k φ = 0.5, k v = 0.15.

[0060] For the first time, the steering wheel angle data is introduced into the throttle filtering decision to avoid misacceleration under steering conditions.

[0061] S104. The anti-shake module performs moving average filtering on the torque command;

[0062] Anti-Shake Control Unit: Set a double dead zone threshold (0.5% < T < 5%) to suppress minor torque fluctuations;

[0063] It includes a double dead zone anti-shake module, and its threshold is dynamically adjusted according to the engine load rate: T dead = {0.3% 1.2% when η > 80% when η < 50%.

[0064] The double dead zone includes an upper dead zone and a lower dead zone, where,

[0065] Upper dead zone: When the torque command changes △T <T upper (e.g. 5%), ignore the change.

[0066] Lower dead zone: when △T>T lower (such as 0.5%), it is forced to return to zero or limit.

[0067] The purpose is to suppress high-frequency noise and small fluctuations.

[0068] Torque variation range to suppress minute torque fluctuations:

[0069] The double dead zone threshold is dynamically adjusted according to the engine load rate:

[0070] High load (η>80%): The lower dead zone is set to 0.3% (to avoid power interruption), allowing smaller torque fluctuations (dead zone lower limit 0.3%) to prevent power interruption.

[0071] Low load (η<50%): The upper deadband is set to 1.2% (to suppress fuel waste), and the upper limit of the deadband is expanded to 1.2% to avoid frequent injection adjustments that lead to deterioration of fuel economy.

[0072] Example: If the current load rate η = 60%, the dead zone range is 0.5% < △T < 5%.

[0073] Balance performance and efficiency through high-load and low-load calibration: high-load prioritizes power preservation, low-load prioritizes fuel conservation.

[0074] Suppress malfunction: Prevent the ECU from frequently adjusting the injection pulse width due to small signal fluctuations, and reduce system oscillations.

[0075] S105, MPC controller dynamically adjusts the injection pulse width and ignition timing to achieve smooth torque output.

[0076] Set the MPC weight matrix: fuel consumption weight 0.6, acceleration weight 0.3, torque smoothness weight 0.1.

[0077] Throttle-torque coordinated controller: Optimize the throttle step response time to within 0.3s through model predictive control (MPC). Preferably, the MPC controller uses a rolling horizon optimization with a prediction step size N=15 and a control horizon M=5.

[0078] Through a dynamic altitude compensation algorithm, adaptive throttle signal filtering, and dual closed-loop anti-shake control, the system reduces throttle response delay by 44% and overall fuel consumption by 12.3%. The system integrates multi-sensor data fusion and model predictive control technologies, making it suitable for optimizing energy efficiency and improving ride comfort in high-altitude logistics transport vehicles.

[0079] Through multi-parameter fusion control:

[0080] (1) Throttle signal noise suppression rate ≥ 85%;

[0081] (2) Torque output stability improved by 40%;

[0082] (3) Overall fuel consumption is reduced by 10%-15%.

[0083] Those skilled in the art will recognize that numerous variations to the foregoing description are possible, and that the examples and figures are intended only to describe one or more specific implementations.

[0084] Although what is considered to be exemplary embodiments of the present invention has been described and illustrated, it will be understood by those skilled in the art that various changes and substitutions may be made thereto without departing from the spirit of the present invention. In addition, many modifications may be made to adapt a particular situation to the teachings of the present invention without departing from the central concept of the invention described herein. Therefore, the present invention is not limited to the specific embodiments disclosed herein, but rather encompasses all embodiments and their equivalents falling within the scope of the present invention.

Claims

1. Development of a transient calibration method for a road van in plateau conditions, characterized by: It includes the following steps: S101. Detect the altitude in real time and trigger the high-altitude mode; S102. Input the throttle signal into the acceleration manager after Kalman filtering; S103. Generate the target torque by combining the driver's intention and vehicle dynamics constraints; S104. The anti-shake module performs moving average filtering on the torque command; S105. The MPC controller dynamically adjusts the fuel injection pulse width and ignition timing to achieve smooth torque output.

2. The high-altitude vehicle transient calibration development method for a road van as claimed in claim 1, wherein: In step S1, collect the engine MAP diagram at a measured site above 3000 m altitude and establish an oxygen content - air-fuel ratio correction coefficient matrix; Obtain the engine information and environmental information in real time, When it is determined according to the environmental information that the vehicle is at a predetermined altitude, enter the high-altitude mode.

3. The plateau transient calibration development method for a road van according to claim 2 is characterized by: The engine information and environmental information include altitude, atmospheric pressure, accelerator pedal displacement, engine speed, and vehicle speed signal.

4. The plateau transient calibration development method for a road van according to claim 1 is characterized by: Torque mapping table generation function based on altitude correction: T out =T req ×(1+k alt (1-0.023h) 3 ), where h is the altitude (km), k alt is the plateau compensation coefficient, which increases nonlinearly with increasing altitude.

5. The plateau transient calibration development method for a road van according to claim 1 is characterized by: In step S2, calibrate the Kalman filter parameters through a bench test, with the process noise covariance Q = 0.01 and the measurement noise covariance R = 0.

1.

6. The plateau transient calibration development method for a road-going van according to claim 1 is characterized by: In step S3, construct a steering intention model based on the steering wheel angle and yaw rate, and constrain the maximum longitudinal acceleration ≤ 0.3g.

7. The plateau transient calibration development method for a road-going van according to claim 1 is characterized by: In step S4, set a double dead zone threshold (0.5% < T < 5%) to suppress minor torque fluctuations; Contains a dual dead zone anti-shake module, whose threshold is dynamically adjusted according to the engine load rate: T dead ={0.3% 1.2% when eta>80% when eta<50%.

8. The plateau transient calibration development method for a road van as claimed in claim 7 is characterized by: The double dead zone includes an upper dead zone and a lower dead zone, where Upper dead zone: When the torque command changes △T <T upper When , ignore the change; Lower dead zone: when △T>T lower When , it is forced to return to zero or limit.

9. The plateau transient calibration development method for a road-going van according to claim 1 is characterized by: The double dead zone threshold is dynamically adjusted according to the engine load rate: High load, i.e., η > 80%: the lower dead zone is set to 0.3%; Low load, i.e., η < 50%: the upper dead zone is set to 1.2%.

10. The plateau transient calibration development method for a road van according to claim 1 is characterized by: Set the MPC weight matrix: fuel consumption weight 0.6, acceleration weight 0.3, torque smoothness weight 0.1.

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