Method and device for controlling parking generation vibration, electronic equipment and storage medium

Abstract

The application discloses a parking power generation vibration control method and device, electronic equipment and storage medium. According to the application, the control parameters under the running condition are not followed, and a special control parameter set for parking power generation is configured independently of the conventional operation mode, so as to cooperatively optimize and adjust the key parameters related to engine combustion, and improve the sound source characteristics in the parking scene from the source. Therefore, the technical problems of significant crankshaft impact vibration, prominent mechanical noise, rough combustion noise quality and obvious vehicle vibration caused by the fact that the existing parking power generation control strategy follows the running condition parameters and is not adapted to the static acoustic environment can be solved, and the technical effects of improving the vehicle quietness during parking power generation, optimizing the user experience, and reducing related complaints are achieved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and in particular to a method, apparatus, electronic device, and storage medium for controlling vibrations during vehicle-mounted power generation. Background Technology

[0002] As an important branch of new energy vehicles, range-extended electric vehicles (REEVs) play a crucial role in refueling scenarios through their parking-based power generation function. In related technologies, this function utilizes the coordinated operation of the vehicle controller, engine management system, and power generation control unit to construct a highly efficient energy conversion system.

[0003] Existing parking generator control strategies directly adopt the optimal economic parameters under driving conditions without specific adaptation to static acoustic environments. Because the engine load is low and there is a lack of road noise masking when parked, crankshaft impact vibrations caused by large ignition advance angles and mechanical noises generated by frequent valve and valve adjustments are particularly noticeable. This deterioration in sound source characteristics results in coarse combustion noise quality accompanied by vehicle vibration, which is difficult to effectively isolate using passive sound insulation alone, thus severely impacting the user's quiet experience and leading to complaints. Summary of the Invention

[0004] This disclosure provides a method, apparatus, electronic device, and storage medium for controlling vibrations during vehicle-mounted power generation.

[0005] According to a first aspect of this disclosure, a method for controlling vibration of a parking generator is provided, comprising:

[0006] In response to a request for parking power generation, the target power generation capacity is determined after confirming that the vehicle meets the conditions for parking power generation. Based on the target power generation, a torque request and a speed command are generated and sent to the engine control unit and the generator control unit, respectively. The engine control unit determines whether to enter the parking power generation control mode based on the received torque request and speed command, combined with the vehicle status signal. When the system determines that it has entered the parking generator control mode, it calls up a dedicated set of parking generator control parameters that is independent of the normal operating mode to coordinately adjust the combustion-related parameters of the engine.

[0007] Optionally, confirming that the vehicle meets the conditions for parking and power generation includes: Acquire battery status parameters, vehicle gear position signal, and real-time vehicle speed; When the battery status parameters are within the preset rechargeable range, the vehicle gear signal is in parking gear, and the real-time vehicle speed is zero, the parking power generation function is confirmed to be executable.

[0008] Optionally, the step of controlling the engine control unit to determine whether to enter the parking power generation control mode based on the received torque request and speed command, combined with the vehicle status signal, includes: Acquire parking power generation request signal, real-time vehicle speed signal, and the speed control request status of the vehicle control unit to the engine control unit; When the parking power generation request signal is present, the real-time vehicle speed is zero, and there is no speed control request, it is determined that the parking power generation control mode is entered.

[0009] Optionally, the invocation of a dedicated control parameter set for parking generators, independent of the normal operating mode, to coordinately adjust the engine's combustion-related parameters includes: Based on the current engine speed and load, query the preset parameter calibration chart under the parking generator condition, and determine at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure.

[0010] Optionally, the step of querying a preset parameter calibration chart under parking generator conditions based on the current engine speed and load, and determining at least one of the following: target value for variable valve timing, target value for exhaust gas recirculation rate, target value for ignition advance angle, and target value for fuel rail pressure: Query the preset variable valve timing calibration chart based on engine speed and load; When it is determined that there is an abnormal noise during the operation of the variable valve timing actuator, the target value of the variable valve timing is set as a reference position to avoid the abnormal noise.

[0011] Optionally, the step of querying a preset parameter calibration chart under parking generator conditions based on the current engine speed and load, and determining at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure, further includes: Within a preset adjustment range, the ignition advance angle is adjusted in predetermined steps. The point with the best noise, vibration, and ride comfort performance is selected as the target value of the ignition advance angle, and the target value of the ignition advance angle is not less than a preset lower limit value.

[0012] Optionally, the step of querying a preset parameter calibration chart under parking generator conditions based on the current engine speed and load, and determining at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure, further includes: The rail pressure is adjusted in predetermined steps within a predetermined range from the maximum rail pressure value to the minimum rail pressure value, and the point with the optimal comprehensive performance of high-pressure oil pump noise and engine combustion noise is selected as the target value of fuel rail pressure.

[0013] According to a second aspect of this disclosure, a control device for parking generator vibration is provided, comprising: The response unit is used to respond to the parking power generation request and determine the target power generation capacity after confirming that the vehicle meets the conditions for parking power generation. The generation unit is used to generate torque requests and speed commands based on the target power generation, and send them to the engine control unit and the generator control unit, respectively. The control unit is used to control the engine control unit to determine whether to enter the parking power generation control mode based on the received torque request and speed command, combined with the vehicle status signal; The calling unit is used to call a dedicated set of control parameters for parking generators that is independent of the normal operating mode when the parking generator control mode is entered, so as to coordinately adjust the combustion-related parameters of the engine.

[0014] Optionally, the response unit is further configured to: Acquire battery status parameters, vehicle gear position signal, and real-time vehicle speed; When the battery status parameters are within the preset rechargeable range, the vehicle gear signal is in parking gear, and the real-time vehicle speed is zero, the parking power generation function is confirmed to be executable.

[0015] Optionally, the control unit is further configured to: Acquire parking power generation request signal, real-time vehicle speed signal, and the speed control request status of the vehicle control unit to the engine control unit; When the parking power generation request signal is present, the real-time vehicle speed is zero, and there is no speed control request, it is determined that the parking power generation control mode is entered.

[0016] Optionally, the calling unit is further configured to: Based on the current engine speed and load, query the preset parameter calibration chart under the parking generator condition, and determine at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure.

[0017] Optionally, the calling unit is further configured to: Query the preset variable valve timing calibration chart based on engine speed and load; When it is determined that there is an abnormal noise during the operation of the variable valve timing actuator, the target value of the variable valve timing is set as a reference position to avoid the abnormal noise.

[0018] Optionally, the calling unit is further configured to: Within a preset adjustment range, the ignition advance angle is adjusted in predetermined steps. The point with the best noise, vibration, and ride comfort performance is selected as the target value of the ignition advance angle, and the target value of the ignition advance angle is not less than a preset lower limit value.

[0019] Optionally, the calling unit is further configured to: The rail pressure is adjusted in predetermined steps within a predetermined range from the maximum rail pressure value to the minimum rail pressure value, and the point with the optimal comprehensive performance of high-pressure oil pump noise and engine combustion noise is selected as the target value of fuel rail pressure.

[0020] According to a third aspect of this disclosure, an electronic device is provided, comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method described in the first aspect above.

[0021] According to a fourth aspect of this disclosure, a non-transitory computer-readable storage medium is provided storing computer instructions, wherein the computer instructions are configured to cause the computer to perform the method described in the first aspect above.

[0022] According to a fifth aspect of this disclosure, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the method described in the first aspect above.

[0023] The method, apparatus, electronic device, and storage medium for controlling vibration during parking power generation disclosed herein, by addressing the characteristics of the stationary acoustic environment and low-load operating conditions of a parked vehicle, do not use the control parameters under driving conditions. Instead, they configure a dedicated set of control parameters for parking power generation that is independent of the conventional operating mode. This allows for the coordinated optimization and adjustment of key parameters related to engine combustion, thereby improving the sound source characteristics in the parking scenario from the source. Therefore, it can solve the technical problems in existing parking power generation control strategies that result in significant crankshaft impact vibration, prominent mechanical noise, and coarse combustion noise quality and noticeable vehicle vibration due to the use of driving condition parameters and failure to adapt to the stationary acoustic environment. This achieves the technical effects of improving the overall vehicle quietness during parking power generation, optimizing the user experience, and reducing related complaints.

[0024] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this application, nor is it intended to limit the scope of this application. Other features of this application will become readily apparent from the following description. Attached Figure Description

[0025] The accompanying drawings are provided to better understand this solution and do not constitute a limitation of this disclosure. Wherein: Figure 1 A schematic flowchart illustrating a method for controlling vibration during parking power generation provided in an embodiment of this disclosure; Figure 2 A control logic diagram provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a parking generator vibration control device provided in an embodiment of the present disclosure; Figure 4 A schematic block diagram of an example electronic device provided for embodiments of this disclosure. Detailed Implementation

[0026] The exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments to aid understanding, and should be considered merely exemplary. Therefore, those skilled in the art will recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this disclosure. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0027] The following description, with reference to the accompanying drawings, outlines a method, apparatus, electronic device, and storage medium for controlling vibrations during parking power generation, according to embodiments of the present disclosure.

[0028] Figure 1 This is a schematic flowchart illustrating a method for controlling vibration during parking generator operation, as provided in an embodiment of this disclosure.

[0029] like Figure 1 As shown, the method includes the following steps: Step 101: In response to the parking power generation request, after confirming that the vehicle meets the conditions for parking power generation, determine the target power generation capacity; Please see Figure 2 , Figure 2 A control logic diagram provided for an embodiment of this application, such as Figure 2 As shown, when the vehicle enters the parking power generation mode, it actively switches to a combustion parameter control strategy that prioritizes NVH performance, replacing the conventional control logic that optimizes fuel economy or power output. Specifically, this method first responds to a parking power generation start command triggered by the user or automatically generated by the system.

[0030] During the response to this command, the vehicle control system performs a preliminary, comprehensive state determination step, confirming whether the vehicle currently meets a series of preset execution conditions related to the safety of the parking power generation function and the feasibility of the system. These conditions aim to ensure that the vehicle is in a safe and stable stationary power generation state. If the determination is positive, the system will further determine a target power generation capacity that adapts to the current vehicle state and user needs, based on preset rules or external input.

[0031] This target power generation is the basis for subsequent coordinated control of the engine and generator. Through this preliminary judgment and power determination process, the system provides accurate operating condition identification and target input for subsequent optimization of engine combustion parameters (such as ignition timing, intake and exhaust phases, exhaust gas recirculation rate, and fuel rail pressure) specifically for parking conditions. This fundamentally avoids the over-combustion impact and irregular noise generated by conventional fuel consumption optimization control strategies under low-load parking conditions.

[0032] As a specific implementation method, this method can receive a gear selection signal from the instrument panel through the vehicle controller, and select one of multiple preset power generation levels as the target value after simultaneously meeting the conditions such as the battery state of charge being lower than a preset threshold, the battery temperature being within the allowable charging and discharging range, the charging system being available, and the vehicle being in the parking gear and stationary.

[0033] Step 102: Generate a torque request and a speed command based on the target power generation, and send them to the engine control unit and the generator control unit, respectively. Please continue reading. Figure 2 Based on the determined target power generation, a corresponding torque request and a corresponding speed command are generated through a preset mapping relationship or calculation model.

[0034] The torque request specifies the target torque value that the engine needs to output, while the speed command specifies the target speed value that the generator needs to maintain. After generation, these two commands are routed to their respective execution controllers: the torque request is sent to the engine control unit to regulate the engine's load output; the speed command is sent to the generator control unit to set the generator's operating speed. Through this power decoupling and command distribution control architecture, the engine and generator can operate according to their independent but mutually cooperating target values ​​under the same parking power generation condition. This ensures accurate power generation and creates conditions for subsequent independent optimization of engine combustion parameters.

[0035] As a specific implementation method, the vehicle controller can calculate the target torque value corresponding to the engine based on the selected high, medium and low power generation levels and send it to the engine management system (EMS). At the same time, it sends the target speed value of the generator to the generator controller (GCU), so that the generator can operate stably in the speed mode. In turn, the engine operating speed is indirectly fixed through the mechanical speed ratio relationship, thereby realizing the coordinated control of torque and speed.

[0036] Step 103: Control the engine control unit to determine whether to enter the parking power generation control mode based on the received torque request and speed command, combined with the vehicle status signal; Please continue reading. Figure 2 While receiving torque requests from the vehicle controller, the engine control unit (ECU) also obtains status information related to the parking generator operation, such as the target speed command from the generator control unit or status signals reflecting the generator's operating mode. Based on this, the ECU performs pattern recognition by integrating multiple vehicle status signals. These status signals include at least a speed signal representing the vehicle's motion state, a gear signal representing the transmission gear position, and a command signal indicating whether other control units are independently intervening in the engine speed.

[0037] When the engine control unit determines that the current vehicle operating condition meets the preset parking power generation conditions based on the received torque request, the available speed-related information, and the aforementioned vehicle status signals, it will actively enter an independent power generation control mode specifically for parking scenarios; otherwise, it will maintain the normal engine control logic.

[0038] Through this judgment mechanism set inside the engine control unit, the system can accurately distinguish between parking power generation and driving power generation or other driving conditions, thereby providing an accurate mode trigger signal for subsequent activation of differentiated combustion parameter control.

[0039] As a specific implementation method, the engine management system (EMS) receives a torque request and simultaneously receives a parking power generation request signal from the instrument panel. It then makes a comprehensive judgment based on conditions such as whether the vehicle speed is zero and whether the vehicle controller has no speed control request to the EMS. It only confirms entry into the parking power generation control state when all conditions are met.

[0040] Step 104: When it is determined that the vehicle is in the parking generator control mode, the dedicated control parameter set for parking generator, which is independent of the normal operation mode, is invoked to coordinately adjust the combustion-related parameters of the engine.

[0041] Please continue reading. Figure 2This involves invoking a dedicated set of control parameters, independent of the conventional operating mode and specifically designed for parking-based power generation scenarios. This dedicated set of control parameters includes setpoints or mapping relationships for multiple combustion-related parameters of the engine, covering at least several of the following: ignition timing parameters, intake and exhaust valve phase parameters, exhaust gas recirculation parameters, and fuel injection pressure parameters.

[0042] Based on this dedicated set of control parameters, the engine control unit coordinates and adjusts these combustion-related parameters. That is, in the parking and power generation condition, it adjusts the above-mentioned multiple parameters simultaneously or sequentially, so that they deviate from the target values ​​of optimal fuel consumption or optimal power, and tend towards a state that can reduce engine combustion impact, suppress actuator noise, and make the combustion process smoother and gentler.

[0043] Through this independent parameter set call and multi-parameter coordinated adjustment, the combustion noise quality and vibration level of the engine when it is generating electricity while parked are actively optimized, thereby significantly improving the noise, vibration and ride comfort of the whole vehicle under this condition.

[0044] As a specific implementation method, after the engine management system enters the parking generator control, it determines the target values ​​of intake VVT, exhaust VVT, target EGR rate, target ignition angle, and target rail pressure according to the preset speed-load calibration chart. The target EGR rate can be calibrated to zero to avoid EGR valve operation noise, the target ignition angle can be calibrated in a small advance angle range close to top dead center, and the target rail pressure can be set in a relatively low pressure range. The optimal NVH performance is achieved through the coordinated adjustment of the above parameters.

[0045] In some embodiments, confirming that the vehicle meets the conditions for parking power generation includes: Acquire battery status parameters, vehicle gear position signal, and real-time vehicle speed; When the battery status parameters are within the preset rechargeable range, the vehicle gear signal is in parking gear, and the real-time vehicle speed is zero, the parking power generation function is confirmed to be executable.

[0046] Please continue reading. Figure 2 Upon responding to a parking power generation request, the vehicle control unit (VCU) first acquires multiple status parameters of the current vehicle. These parameters include at least battery status parameters representing the battery energy storage status, gear signals representing the gear position of the transmission, and real-time vehicle speed signals representing the vehicle's speed.

[0047] The battery status parameters further include sub-parameters such as battery state of charge (SOC), cell temperature, and maximum allowable charging power. The VCU then compares these parameters one by one with preset threshold conditions: the VCU confirms that the vehicle meets the conditions for parking power generation only if the battery SOC is below a preset upper threshold (e.g., this threshold can be calibrated as 70%), the cell temperature is within a safe charging temperature window (e.g., the lower threshold can be calibrated as -30℃, and the upper threshold as calibrated as 60℃), the allowable charging power is greater than zero (i.e., the charging system is available), the gear position signal indicates the transmission is in park (P), and the real-time vehicle speed signal is zero. Conversely, if any of the above conditions are not met, the parking power generation function will not be executed, and the system may issue a corresponding prompt to the user.

[0048] As a preferred embodiment, the above thresholds (such as 70% state of charge, lower temperature limit of -30°C, and upper temperature limit of 60°C) can be adaptively calibrated and adjusted according to the specific vehicle model and battery characteristics.

[0049] In some embodiments, the step of controlling the engine control unit to determine whether to enter the parking power generation control mode based on the received torque request and speed command, combined with the vehicle status signal, includes: Acquire parking power generation request signal, real-time vehicle speed signal, and the speed control request status of the vehicle control unit to the engine control unit; When the parking power generation request signal is present, the real-time vehicle speed is zero, and there is no speed control request, it is determined that the parking power generation control mode is entered.

[0050] Please continue reading. Figure 2 When the EMS receives a torque request from the vehicle controller (VCU), it also acquires at least three types of status signals for pattern recognition: The first type is a parking power generation request signal, which directly reflects whether the user or the system actively requests to enter the parking power generation mode. For example, the EMS can synchronously receive the Boolean state of this request signal through the communication bus with the instrument panel controller or the VCU; the second type is a real-time vehicle speed signal, which is used to characterize the absolute motion state of the vehicle; the third type is the speed control request status of the vehicle controller to the engine control unit, which indicates whether the VCU is currently issuing an independent speed control command to the EMS (i.e., whether the VCU requires the EMS to maintain a certain speed).

[0051] The EMS is internally configured with a mode determination module, which performs a logical AND operation on the above three types of signals: the EMS determines that the current operating condition meets the entry conditions for the parking power generation control mode only when the parking power generation request signal exists (i.e., its Boolean value is "true"), the real-time vehicle speed signal is zero (vehicle speed equals 0 km / h), and there is no speed control request from the VCU (i.e., the VCU has not applied speed closed-loop control to the EMS).

[0052] If the parking power generation request signal is missing, the vehicle speed is not zero, or the VCU is requesting speed control from the EMS, the EMS will determine not to enter the parking power generation mode and will instead execute the regular engine control logic. Through this joint determination of three conditions, the EMS can accurately identify the true parking power generation scenario in the complex vehicle control network, avoiding confusion with driving power generation, idling charging, or other VCU active speed regulation conditions.

[0053] In some embodiments, the invocation of a dedicated control parameter set for parking generators, independent of the normal operating mode, to coordinately adjust the engine's combustion-related parameters includes: Based on the current engine speed and load, query the preset parameter calibration chart under the parking generator condition, and determine at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure.

[0054] Please continue reading. Figure 2 When the engine control unit determines that it has entered the parking generator control mode, it first obtains the engine's current actual operating speed (in revolutions per minute) and parameters that characterize the current load (such as intake air volume, throttle opening or torque percentage).

[0055] The engine control unit uses these two parameters as a search index to query a set of pre-calibrated parameter calibration charts specifically designed for parking generator operation, which are embedded within the engine controller. These charts form a two-dimensional table with engine speed as the vertical axis and load as the horizontal axis, and each cell stores the target control value for the corresponding operating point. Based on actual needs, the engine control unit can determine at least one of the following four combustion-related parameter target values ​​from these charts: variable valve timing target value, exhaust gas recirculation rate target value, ignition advance angle target value, and fuel rail pressure target value.

[0056] Taking a specific embodiment where all four parameters are used as an example: the target values ​​for variable valve timing include the target value for intake VVT ​​(refer to the intake VVT ​​calibration chart VVT-MAPA) and the target value for exhaust VVT (refer to the exhaust VVT calibration chart VVT-MAPB). Under parking and generator operation, the cell values ​​of these two charts are usually calibrated as the reference position (e.g., the lock-up position) of the VVT ​​mechanism to avoid abnormal noise generated when the VVT ​​actuator (i.e., the hydraulic control valve OCV valve) operates; the target value for exhaust gas recirculation rate is obtained by referring to the exhaust gas recirculation rate calibration chart EGR-MAP. Under parking and generator operation, the cell value of this chart is usually calibrated to 0% to completely close the EGR valve and avoid additional noise generated during valve opening or adjustment; the target value for ignition advance angle is obtained by referring to the ignition angle calibration chart IGN-MAP. The values ​​in this graph are typically calibrated within a small advance angle range close to top dead center under parking generator conditions, such as 0° ± 2° crankshaft angle, to reduce the impact of in-cylinder combustion pressure on the crankshaft and improve combustion noise quality. The target value of the fuel rail pressure is obtained by referring to the rail pressure calibration graph RP-MAP. The values ​​in this graph are typically calibrated within a relatively low pressure range under parking generator conditions, such as between 10 MPa and 25 MPa, to reduce the operating noise of the high-pressure fuel pump.

[0057] The specific calibration values ​​of the above-mentioned graphs were determined through a specialized NVH testing process: on actual vehicles, for each speed-load point under parking generator conditions, parameters such as ignition angle and rail pressure were scanned in steps (e.g., ignition angle decreased from 10° to -3° in steps of 0.5°, and rail pressure decreased from the maximum value to 10 MPa in steps of 2 MPa). At the same time, in-vehicle noise and vibration signals were collected, and the value that resulted in the best noise quality and the least vibration was selected as the calibration value for that point and filled into the corresponding graph.

[0058] In this way, the engine control unit can quickly look up a set of NVH-optimized combustion parameters based on the current real-time speed and load during the parking power generation process, and simultaneously or sequentially send these parameters to the corresponding actuators (such as VVT solenoid valve, EGR valve, ignition coil and fuel pump control unit) to achieve coordinated adjustment.

[0059] In some embodiments, determining at least one of the following based on the current engine speed and load: querying a preset parameter calibration chart under parking generator conditions; determining the target value of variable valve timing; the target value of exhaust gas recirculation rate; the target value of ignition advance angle; and the target value of fuel rail pressure: Query the preset variable valve timing calibration chart based on engine speed and load; When it is determined that there is an abnormal noise during the operation of the variable valve timing actuator, the target value of the variable valve timing is set as a reference position to avoid the abnormal noise.

[0060] In parking generator mode, the engine control unit first obtains the current real-time engine speed and load, and then uses these two parameters as an index to query the variable valve timing calibration chart for parking generator mode preset inside the controller. This chart is usually divided into an intake VVT ​​calibration chart and an exhaust VTT calibration chart, which correspond to the target angle positions of the intake camshaft and exhaust camshaft, respectively.

[0061] After obtaining the initial target values ​​from the NVH graph, the engine control unit or calibration engineer will further perform an abnormal noise determination step during the actual development process: through subjective NVH evaluation or objective vibration and noise testing, confirm whether the variable valve timing actuator (i.e., the hydraulic control valve OCV valve) will produce perceptible abnormal noise during opening or normal operation. If such abnormal noise is determined to exist (e.g., knocking sound or fluid noise generated by the high-frequency opening and closing of the OCV valve), the target values ​​for intake VVT ​​and / or exhaust VVT corresponding to the parking generator condition will be modified from the original NVH values ​​and calibrated to the reference position. The "reference position" mentioned here refers to a fixed mechanical position of the VVT ​​mechanism that allows the OCV valve to stop its active adjustment or operate in a state of minimum noise. For example, both intake VVT ​​and exhaust VVT can be calibrated to their lock-up position (i.e., zero phase angle position), or calibrated to a specific intermediate angle, so that the VVT ​​no longer dynamically adjusts with changes in speed and load, thereby completely avoiding abnormal noise caused by valve body operation.

[0062] In practical calibration, the VVT ​​spectrum values ​​covering the entire speed-load range of the parking generator operation are typically uniformly calibrated as this reference position to ensure that the VVT ​​actuator does not undergo any additional actions during the entire parking generator operation. Conversely, if NVH confirms that there are no abnormal noises during the operation of the VVT ​​and its actuator, the target value of the variable valve timing can be kept consistent with the optimal fuel consumption parameter, or the angle combination that optimizes combustion noise quality can be selected in conjunction with NVH testing. However, the core of this implementation method is to provide a clear avoidance solution for situations where abnormal noises exist.

[0063] In some embodiments, the step of querying a preset parameter calibration chart under parking generator conditions based on the current engine speed and load, and determining at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure, further includes: Within a preset adjustment range, the ignition advance angle is adjusted in predetermined steps. The point with the best noise, vibration, and ride comfort performance is selected as the target value of the ignition advance angle, and the target value of the ignition advance angle is not less than a preset lower limit value.

[0064] In the parking generator operation, the ignition advance angle is not determined simply by using the optimal fuel consumption value for each engine speed-load condition point, but rather through a dedicated NVH optimization process. The engine control unit or calibration system first presets an adjustable angle range that covers the region from a large advance angle to a small advance angle, and even the ignition timing can be delayed.

[0065] Within this range, the ignition advance angle setting is changed sequentially in predetermined angular steps (e.g., 0.5° crankshaft angle), gradually decreasing from the upper limit to the lower limit. For each step change, the system records the engine combustion noise quality and overall vehicle vibration level under the current operating conditions using in-vehicle microphones, vibration sensors, and other NVH acquisition devices. By traversing the entire adjustment range, the system collects NVH performance data corresponding to all steps and selects the ignition advance angle value that optimizes overall noise, vibration, and ride comfort (i.e., NVH). This value is then calibrated as the target ignition advance angle value for that speed-load point and entered into the aforementioned ignition angle calibration map IGN-MAP.

[0066] To balance engine thermal efficiency, exhaust temperature, and fuel economy, this optimization process also sets a lower limit for the ignition advance angle; the final target value must not be lower than this preset lower limit. For example, in one specific embodiment, the preset adjustment range of the ignition advance angle starts from a crankshaft angle of 10° and gradually decreases in 0.5° increments until it reaches a crankshaft angle of -3°. Through subjective NVH evaluation or objective testing, the angle value with the best combustion noise quality and the least vibration within this range is selected as the target value.

[0067] Meanwhile, -3° is set as the lower limit for the ignition advance angle. This means that regardless of NVH performance, the target value will not be lower than -3° to avoid a sharp drop in combustion efficiency, excessively high exhaust temperature, or worsened fuel consumption due to excessive ignition retarding. Based on NVH testing experience, under parking and generator operation conditions, the optimal ignition advance angle target value usually falls within the range of 0°±2°, for example, calibrated as 0° or -2°. This range can effectively improve the engine's combustion impact and noise quality without significantly sacrificing fuel economy.

[0068] In some embodiments, the step of querying a preset parameter calibration chart under parking generator conditions based on the current engine speed and load, and determining at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure, further includes: The rail pressure is adjusted in predetermined steps within a predetermined range from the maximum rail pressure value to the minimum rail pressure value, and the point with the optimal comprehensive performance of high-pressure oil pump noise and engine combustion noise is selected as the target value of fuel rail pressure.

[0069] Under parking and power generation conditions, the target value of fuel rail pressure is determined for each engine speed-load condition point through an independent NVH comprehensive optimization process. The engine control unit or calibration system first determines a predetermined range for rail pressure adjustment. The upper limit of this range is the maximum rail pressure value (e.g., the highest rail pressure that the engine electronic control system can support, usually around 30 MPa), and the lower limit is the minimum rail pressure value (e.g., the lowest rail pressure that can ensure stable combustion and injection atomization quality of the engine, usually 10 MPa).

[0070] Within this range, the system sequentially reduces the rail pressure setpoint in predetermined steps (e.g., 2 MPa). Starting from the maximum rail pressure value, with each step reduction, NVH testing equipment (such as microphones in the driver's cab, acceleration sensors in the engine compartment, and acoustic sensors near the high-pressure oil pump) simultaneously collects and records the operating noise of the high-pressure oil pump, as well as the engine combustion noise and vibration data under the current rail pressure. After traversing the entire rail pressure adjustment range, the system obtains a set of noise and vibration data curves that vary with rail pressure.

[0071] The system selects the optimal fuel rail pressure value based on preset evaluation criteria (such as weighted scoring of high-pressure fuel pump noise and combustion noise, or subjective evaluation by NVH engineers) to achieve the best overall performance of high-pressure fuel pump noise and engine combustion noise. This value is then calibrated as the target fuel rail pressure value for that speed-load point and entered into the fuel rail pressure calibration map (RP-MAP). In practical operation, if adjusting the ignition advance angle has already met the preset NVH standards for engine combustion noise and vibration, the rail pressure can be maintained under normal operating conditions without additional adjustment. However, if combustion noise still needs further improvement, or if the high-pressure fuel pump noise itself is particularly prominent, the rail pressure can be reduced to a lower intermediate value (e.g., between 15 MPa and 20 MPa) through the above optimization process. This often simultaneously suppresses the mechanical impact noise of the high-pressure fuel pump and softens the combustion process, thereby achieving the best overall NVH balance.

[0072] Corresponding to the above-described method for controlling vibration during parking power generation, this invention also proposes a device for controlling vibration during parking power generation. Since the device embodiments of this invention correspond to the method embodiments described above, details not disclosed in the device embodiments can be referred to in the method embodiments described above, and will not be repeated here.

[0073] Figure 3 This is a schematic diagram of the structure of a parking generator vibration control device provided in an embodiment of this disclosure, as shown below. Figure 3 As shown, it includes: The response unit 21 is used to respond to the parking power generation request and determine the target power generation power after confirming that the vehicle meets the parking power generation execution conditions; The generation unit 22 is used to generate a torque request and a speed command based on the target power generation, and send them to the engine control unit and the generator control unit respectively. Control unit 23 is used to control the engine control unit to determine whether to enter the parking power generation control mode based on the received torque request and speed command, combined with the vehicle status signal; Calling unit 24 is used to call a dedicated set of control parameters for parking generators that is independent of the normal operating mode when it is determined that the parking generator control mode has been entered, and to coordinately adjust the combustion-related parameters of the engine.

[0074] Furthermore, in one possible implementation of this disclosure, the response unit 21 is further configured to: Acquire battery status parameters, vehicle gear position signal, and real-time vehicle speed; When the battery status parameters are within the preset rechargeable range, the vehicle gear signal is in parking gear, and the real-time vehicle speed is zero, the parking power generation function is confirmed to be executable.

[0075] Furthermore, in one possible implementation of this disclosure, the control unit 23 is further configured to: Acquire parking power generation request signal, real-time vehicle speed signal, and the speed control request status of the vehicle control unit to the engine control unit; When the parking power generation request signal is present, the real-time vehicle speed is zero, and there is no speed control request, it is determined that the parking power generation control mode is entered.

[0076] Furthermore, in one possible implementation of this disclosure, the calling unit 24 is further configured to: Based on the current engine speed and load, query the preset parameter calibration chart under the parking generator condition, and determine at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure.

[0077] Furthermore, in one possible implementation of this disclosure, the calling unit 24 is further configured to: Query the preset variable valve timing calibration chart based on engine speed and load; When it is determined that there is an abnormal noise during the operation of the variable valve timing actuator, the target value of the variable valve timing is set as a reference position to avoid the abnormal noise.

[0078] Furthermore, in one possible implementation of this disclosure, the calling unit 24 is further configured to: Within a preset adjustment range, the ignition advance angle is adjusted in predetermined steps. The point with the best noise, vibration, and ride comfort performance is selected as the target value of the ignition advance angle, and the target value of the ignition advance angle is not less than a preset lower limit value.

[0079] Furthermore, in one possible implementation of this disclosure, the calling unit 24 is further configured to: The rail pressure is adjusted in predetermined steps within a predetermined range from the maximum rail pressure value to the minimum rail pressure value, and the point with the optimal comprehensive performance of high-pressure oil pump noise and engine combustion noise is selected as the target value of fuel rail pressure.

[0080] It should be noted that the foregoing explanation of the method embodiments also applies to the apparatus of the embodiments of this disclosure, and the principle is the same. Therefore, the embodiments of this disclosure are not limited thereto.

[0081] According to embodiments of this disclosure, this disclosure also provides an electronic device, a readable storage medium, and a computer program product.

[0082] Figure 4 A schematic block diagram of an example electronic device 400 that can be used to implement embodiments of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0083] like Figure 4 As shown, device 400 includes a computing unit 401, which can perform various appropriate actions and processes based on a computer program stored in ROM (Read-Only Memory) 402 or a computer program loaded from storage unit 408 into RAM (Random Access Memory) 403. RAM 403 may also store various programs and data required for the operation of device 400. The computing unit 401, ROM 402, and RAM 403 are interconnected via bus 404. I / O (Input / Output) interface 405 is also connected to bus 404.

[0084] Multiple components in device 400 are connected to I / O interface 405, including: input unit 406, such as keyboard, mouse, etc.; output unit 407, such as various types of monitors, speakers, etc.; storage unit 408, such as disk, optical disk, etc.; and communication unit 409, such as network card, modem, wireless transceiver, etc. Communication unit 409 allows device 400 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0085] The computing unit 401 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 401 include, but are not limited to, CPUs (Central Processing Units), GPUs (Graphics Processing Units), various special-purpose AI (Artificial Intelligence) computing chips, various computing units running machine learning model algorithms, DSPs (Digital Signal Processors), and any suitable processor, controller, microcontroller, etc. The computing unit 401 performs the various methods and processes described above, such as the method for controlling vibration of the parking generator. For example, in some embodiments, the method for controlling vibration of the parking generator can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as storage unit 408. In some embodiments, part or all of the computer program can be loaded and / or installed on device 400 via ROM 402 and / or communication unit 409. When the computer program is loaded into RAM 403 and executed by the computing unit 401, one or more steps of the methods described above can be performed. Alternatively, in other embodiments, the computing unit 401 may be configured to perform the aforementioned parking power generation vibration control method by any other suitable means (e.g., by means of firmware).

[0086] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, FPGAs (Field Programmable Gate Arrays), ASICs (Application-Specific Integrated Circuits), ASSPs (Application-Specific Standard Products), SOCs (System-on-Chips), CPLDs (Complex Programmable Logic Devices), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0087] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0088] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, RAM, ROM, EPROM (Electrically Programmable Read-Only Memory) or flash memory, optical fiber, CD-ROM (Compact Disc Read-Only Memory), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0089] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (Cathode-Ray Tube) or LCD (Liquid Crystal Display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0090] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include LANs (Local Area Networks), WANs (Wide Area Networks), the Internet, and blockchain networks.

[0091] Computer systems can include clients and servers. Clients and servers are generally geographically separated and typically interact via communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. A server can be a cloud server, also known as a cloud computing server or cloud host, a hosting product within the cloud computing service system that addresses the shortcomings of traditional physical hosts and VPS (Virtual Private Server) services, such as high management difficulty and weak business scalability. Servers can also be servers for distributed systems or servers incorporating blockchain technology.

[0092] It's important to note that artificial intelligence (AI) is the study of enabling computers to simulate certain human thought processes and intelligent behaviors (such as learning, reasoning, thinking, and planning). It encompasses both hardware and software technologies. AI hardware technologies generally include sensors, dedicated AI chips, cloud computing, distributed storage, and big data processing. AI software technologies primarily include computer vision, speech recognition, natural language processing, machine learning / deep learning, big data processing, and knowledge graph technologies.

[0093] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and this is not limited herein.

[0094] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A method for controlling vibration during parking generator operation, characterized in that, include: In response to a request for parking power generation, the target power generation capacity is determined after confirming that the vehicle meets the conditions for parking power generation. Based on the target power generation, a torque request and a speed command are generated and sent to the engine control unit and the generator control unit, respectively. The engine control unit determines whether to enter the parking power generation control mode based on the received torque request and speed command, combined with the vehicle status signal. When the system determines that it has entered the parking generator control mode, it calls up a dedicated set of parking generator control parameters that is independent of the normal operating mode to coordinately adjust the combustion-related parameters of the engine.

2. The method according to claim 1, characterized in that, The confirmation that the vehicle meets the conditions for performing parking power generation includes: Acquire battery status parameters, vehicle gear position signal, and real-time vehicle speed; When the battery status parameters are within the preset rechargeable range, the vehicle gear signal is in parking gear, and the real-time vehicle speed is zero, the parking power generation function is confirmed to be executable.

3. The method according to claim 1, characterized in that, The process of controlling the engine control unit to determine whether to enter the parking power generation control mode based on the received torque request and speed command, combined with vehicle status signals, includes: Acquire parking power generation request signal, real-time vehicle speed signal, and the speed control request status of the vehicle control unit to the engine control unit; When the parking power generation request signal is present, the real-time vehicle speed is zero, and there is no speed control request, it is determined that the parking power generation control mode is entered.

4. The method according to claim 1, characterized in that, The invocation of a dedicated control parameter set for parking generators, independent of the normal operating mode, to coordinate the adjustment of engine combustion-related parameters includes: Based on the current engine speed and load, query the preset parameter calibration chart under the parking generator condition, and determine at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure.

5. The method according to claim 4, characterized in that, The step of querying a preset parameter calibration chart under parking generator conditions based on the current engine speed and load, and determining at least one of the following: target value for variable valve timing, target value for exhaust gas recirculation rate, target value for ignition advance angle, and target value for fuel rail pressure: Query the preset variable valve timing calibration chart based on engine speed and load; When it is determined that there is an abnormal noise during the operation of the variable valve timing actuator, the target value of the variable valve timing is set as a reference position to avoid the abnormal noise.

6. The method according to claim 4, characterized in that, The step of querying a preset parameter calibration chart under parking generator conditions based on the current engine speed and load, and determining at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure, further includes: Within a preset adjustment range, the ignition advance angle is adjusted in predetermined steps. The point with the best noise, vibration, and ride comfort performance is selected as the target value of the ignition advance angle, and the target value of the ignition advance angle is not less than a preset lower limit value.

7. The method according to claim 4, characterized in that, The step of querying a preset parameter calibration chart under parking generator conditions based on the current engine speed and load, and determining at least one of the target values ​​for variable valve timing, exhaust gas recirculation rate, ignition advance angle, and fuel rail pressure, further includes: The rail pressure is adjusted in predetermined steps within a predetermined range from the maximum rail pressure value to the minimum rail pressure value, and the point with the optimal comprehensive performance of high-pressure oil pump noise and engine combustion noise is selected as the target value of fuel rail pressure.

8. A control device for vibration control during parking vehicle power generation, characterized in that, include: The response unit is used to respond to the parking power generation request and determine the target power generation capacity after confirming that the vehicle meets the conditions for parking power generation. The generation unit is used to generate torque requests and speed commands based on the target power generation, and send them to the engine control unit and the generator control unit, respectively. The control unit is used to control the engine control unit to determine whether to enter the parking power generation control mode based on the received torque request and speed command, combined with the vehicle status signal; The calling unit is used to call a dedicated set of control parameters for parking generators that is independent of the normal operating mode when the parking generator control mode is entered, so as to coordinately adjust the combustion-related parameters of the engine.

9. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-7.

10. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method according to any one of claims 1-7.

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