Adaptive Control Method, Device, Electronic Device and Storage Medium for Power System

Abstract

The present invention provides a method, device, electronic device and storage medium for adaptive control of a power system. The method includes: obtaining a trigger condition for adaptive control, where the trigger condition includes at least a first sub-condition, and the first sub-condition is that the vehicle enters a working condition of coasting and reverse towing from tip out to accelerating from tip in; when the first sub-condition is met, calculating the amplitude of the engine speed fluctuation in one speed fluctuation cycle; if the amplitude of the speed fluctuation is greater than a preset critical value, adjusting the main engine control parameters to reduce the torque rise rate; if the amplitude of the speed fluctuation is less than the difference between the preset critical value and a preset amplitude threshold, adjusting the main engine control parameters to increase the torque rise rate. The present invention can dynamically balance the smoothness and responsiveness of the vehicle during different new vehicle states and vehicle usage processes, thereby adapting to the scatter factors of the hardware, keeping the driving performance in the best state all the time, and improving the user experience.

Description

Technical Field

[0001] The present invention relates to the technical field of power system control, and more specifically, to an adaptive control method, device, electronic device and storage medium for a power system. Background Art

[0002] Automatic transmissions are often applied to vehicles. When a vehicle coasts in tip out (lifting off the accelerator) and then accelerates in tip in (pressing the accelerator), the torque excitation of the powertrain increases, and the torque output of the power system changes from negative to positive. Due to reasons such as gear clearances in the power transmission system and deformations of the drive shafts, it is very easy to cause the drive shaft to vibrate, and finally transmit to the cab through the mounts, subframes and the body, resulting in vehicle shocks and knocking noises, that is, poor ride comfort, which causes customer complaints.

[0003] To improve and optimize the ride comfort under the above conditions, at present, the rotational speed fluctuation of the transmission input shaft is often controlled by reducing the engine torque rising rate, that is, making the rotational speed fluctuation of the transmission input shaft less than a certain critical value. At this time, the vehicle shocks and knocking noises are greatly improved, but the acceleration responsiveness of the vehicle will be deteriorated and sacrificed.

[0004] Therefore, how to balance the ride comfort and responsiveness of a vehicle during the transition from tip out coasting to tip in acceleration is an urgent problem to be solved in this field. Summary of the Invention

[0005] In view of this, to solve the above problems, the present invention provides an adaptive control method, device, electronic device and storage medium for a power system, and the technical solutions are as follows:

[0006] An adaptive control method for a power system, the method includes:

[0007] Obtain a trigger condition for adaptive control, where the trigger condition includes at least a first sub-condition, and the first sub-condition is that the vehicle enters a condition of coasting in tip out and then accelerating in tip in;

[0008] When the first sub-condition is met, calculate the rotational speed fluctuation amplitude of the engine speed in one rotational speed fluctuation cycle;

[0009] If the rotational speed fluctuation amplitude is greater than a preset critical value, adjust the engine main control parameters to reduce the torque rising rate;

[0010] If the rotational speed fluctuation amplitude is less than the difference between the preset critical value and a preset amplitude threshold, adjust the engine main control parameters to increase the torque rising rate.

[0011] Preferably, the triggering condition further includes a second sub - condition and a third sub - condition. The second sub - condition is that the vehicle is in a normal operating state, and the third sub - condition is that there is no chassis torque request for the vehicle.

[0012] When meeting the first sub - condition, calculating the rotational speed fluctuation amplitude of the engine speed in one rotational speed fluctuation cycle includes:

[0013] When meeting the first sub - condition, the second sub - condition and the third sub - condition, calculating the rotational speed fluctuation amplitude of the engine speed in one rotational speed fluctuation cycle.

[0014] Preferably, adjusting the main control parameters of the engine to reduce the torque rising rate includes:

[0015] Retarding the engine ignition angle, and during the process of retarding the engine ignition angle, monitoring the engine misfire signal;

[0016] If the engine misfire signal is monitored, perform an operation to reduce the engine charging efficiency.

[0017] Preferably, adjusting the main control parameters of the engine to increase the torque rising rate includes:

[0018] Judging whether the engine ignition angle and the engine charging efficiency reach their respective preset target values;

[0019] If both the engine ignition angle and the engine charging efficiency do not reach their respective preset target values, advance the engine ignition angle, and during the process of advancing the engine ignition angle, monitor the engine knock signal;

[0020] If the engine knock signal is monitored, perform an operation to increase the engine charging efficiency.

[0021] Preferably, adjusting the main control parameters of the engine to increase the torque rising rate further includes:

[0022] During the process of advancing the engine ignition angle and during the process of performing the operation to increase the engine charging efficiency, monitor the engine torque;

[0023] If the monitored engine torque is greater than the preset torque threshold, end the corresponding operation.

[0024] A power system adaptive control device, the device includes:

[0025] A condition acquisition module, configured to acquire the triggering condition for adaptive control. The triggering condition includes at least a first sub - condition, and the first sub - condition is that the vehicle enters the working condition from tip out coasting and reverse - dragging to tip in acceleration;

[0026] An amplitude calculation module, configured to calculate the rotational speed fluctuation amplitude of the engine rotational speed in one rotational speed fluctuation cycle when the first sub-condition is met;

[0027] A rate adjustment module, configured to adjust the main control parameters of the engine to reduce the torque rise rate if the rotational speed fluctuation amplitude is greater than a preset critical value; and to adjust the main control parameters of the engine to increase the torque rise rate if the rotational speed fluctuation amplitude is less than the difference between the preset critical value and a preset amplitude threshold.

[0028] Preferably, the rate adjustment module for adjusting the main control parameters of the engine to reduce the torque rise rate is specifically configured to:

[0029] Delay the engine ignition angle, and monitor the engine misfire signal during the process of delaying the engine ignition angle; if the engine misfire signal is detected, perform an operation to reduce the engine charge efficiency.

[0030] Preferably, the rate adjustment module for adjusting the main control parameters of the engine to increase the torque rise rate is specifically configured to:

[0031] Judge whether the engine ignition angle and the engine charge efficiency reach their respective preset target values; if both the engine ignition angle and the engine charge efficiency do not reach their respective preset target values, advance the engine ignition angle, and monitor the engine knock signal during the process of advancing the engine ignition angle; if the engine knock signal is detected, perform an operation to increase the engine charge efficiency.

[0032] An electronic device, comprising: at least one memory and at least one processor; the memory stores a program, and the processor calls the program stored in the memory, and the program is used to implement the power system adaptive control method according to any one of the above.

[0033] A storage medium, in which computer-executable instructions are stored, and the computer-executable instructions are used to execute the power system adaptive control method according to any one of the above.

[0034] Compared with the prior art, the beneficial effects achieved by the present invention are:

[0035] The present invention provides a method, device, electronic device and storage medium for adaptive control of a power system. When a vehicle enters a working condition from tip out coasting and reverse towing to tip in acceleration, the balance state between smoothness and responsiveness is determined by the amplitude of the rotational speed fluctuation of the engine speed. Specifically, if the amplitude of the rotational speed fluctuation is greater than the critical value, it indicates that the smoothness of the vehicle is poor, and thus the torque rise rate is reduced to improve the smoothness. If the amplitude of the rotational speed fluctuation is less than the difference between the critical value and the amplitude threshold, it indicates that the smoothness of the vehicle is too good, sacrificing responsiveness and resulting in poor responsiveness, and thus the torque rise rate is increased to improve the responsiveness. The present invention can dynamically balance the smoothness and responsiveness of the vehicle during different new vehicle states and the vehicle usage process, thereby adapting to the scatter factors of the hardware and keeping the driving performance in the best state all the time, improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to the provided drawings.

[0037] Figure 1 It is a flowchart of the method for adaptive control of the power system provided by the embodiment of the present invention;

[0038] Figure 2 It is a partial flowchart of the method for adaptive control of the power system provided by the embodiment of the present invention;

[0039] Figure 3 It is a partial flowchart of the method for adaptive control of the power system provided by the embodiment of the present invention;

[0040] Figure 4 It is a schematic diagram of the test performance of a vehicle with a driving mileage of 300 km provided by the embodiment of the present invention;

[0041] Figure 5 It is a schematic diagram of the test performance of a vehicle with a driving mileage of 10,000 km provided by the embodiment of the present invention;

[0042] Figure 6 It is a schematic structural diagram of the power system adaptive control device provided by the embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0043] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0044] To make the above objects, features, and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0045] Automatic transmissions are often used in vehicles. When the vehicle coasts in tip out and then accelerates in tip in, the torque excitation of the powertrain increases, and the torque output of the power system changes from negative to positive. Due to reasons such as gear clearances in the power transmission system and the deformation of the drive shaft, it is very easy to cause the drive shaft to vibrate, and finally transmit to the cab through the mounts, subframe, and body, resulting in vehicle impact and knocking noise, that is, poor ride comfort, which causes customer complaints.

[0046] Based on vehicle development research, by controlling the rotational speed fluctuation of the transmission input shaft under the above conditions so that the rotational speed fluctuation of the transmission input shaft is less than a certain critical value, the ride comfort (impact and knocking noise) under this condition can be effectively improved and optimized. For example, for a certain vehicle model, reducing the engine torque rise rate under this condition can make the rotational speed fluctuation of the transmission input shaft less than a certain critical value, and the impact and knocking noise are greatly improved, but the acceleration response of the vehicle will deteriorate and be sacrificed. If the engine torque rise rate is not reduced, although the vehicle has better response, the impact and knocking noise cannot meet the development requirements, and customers will have greater complaints.

[0047] Therefore, the ride comfort and response under the condition of the vehicle coasting in tip out and then accelerating in tip in is a balanced process. Generally, on the premise of meeting the ride comfort (impact and knocking noise), the response of the vehicle is improved as much as possible to ensure the best performance of the entire vehicle.

[0048] However, during the mass production of vehicle models, due to the scatter of components, such as the scatter of the stiffness of mounts, the clearance scatter of transmission parts, the scatter of vehicle stiffness, etc., the ride comfort and responsiveness of each vehicle under this working condition are not the same, and the vehicle performance cannot reach the optimal state. In addition, during the process of customers using the vehicle, due to reasons such as the increase in vehicle mileage, different driving habits, and vehicle modification, the vehicle performance will deviate. Especially during the entire life cycle of the vehicle, the mounts will age, the stiffness will decrease, and at the same time the gear clearance of the transmission will increase appropriately, then the vehicle performance will deviate, and it is impossible to give customers a consistent driving experience during the vehicle life cycle. Even customers will complain about the decline in vehicle performance.

[0049] Based on the existing engine EMS (Engine Management System) control system of the vehicle, the present invention adds an adaptive control strategy for the powertrain under the working condition from tip out coasting and engine braking to tip in acceleration at the logical level, so that the engine torque rise rate can dynamically adapt to the scatter factors of the hardware during different new vehicle states and the vehicle use process, keeping the driving performance (ride comfort and responsiveness) always in the best state and improving the user experience. The present invention will be described in detail below.

[0050] An embodiment of the present invention provides an adaptive control method for a powertrain. The method flow chart of this method is as Figure 1 shown, and includes the following steps:

[0051] S10, obtaining a trigger condition for adaptive control, where the trigger condition includes at least a first sub-condition, and the first sub-condition is that the vehicle enters the working condition from tip out coasting and engine braking to tip in acceleration.

[0052] In the embodiment of the present invention, the adaptive control strategy for the powertrain is applied under the working condition from tip out coasting and engine braking to tip in acceleration. Therefore, the trigger condition for adaptive control should at least include the sub-condition that "the vehicle enters the working condition from tip out coasting and engine braking to tip in acceleration".

[0053] Specifically, the engine EMS control system can collect driving signals related to the first sub-condition, including the throttle pedal depth, vehicle speed, brake pedal depth, and clutch status flag, where the clutch status flag can characterize the transmission gear position. If within a period of time, the throttle pedal depth changes from 0 to a positive value, the vehicle speed is greater than 2 kph, the brake pedal depth remains 0 or changes from a positive value to 0, and the transmission gear position remains in gear (i.e., in gear, gear signal ≥ 1), it indicates that the vehicle enters the working condition of coasting and reverse dragging from tip out to tip in acceleration. Conversely, if any of the above throttle pedal depth, vehicle speed, brake pedal depth, and transmission gear position do not meet the conditions, it means that the vehicle has not entered the working condition of coasting and reverse dragging from tip out to tip in acceleration.

[0054] In some other embodiments, considering the actual operating conditions of the vehicle, the trigger conditions for adaptive control further include a second sub-condition and a third sub-condition. The second sub-condition is that the vehicle is in a normal operating state, and the third sub-condition is that there is no chassis torque request for the vehicle;

[0055] When the first sub-condition is met, calculate the rotational speed fluctuation amplitude of the engine speed in a rotational speed fluctuation cycle, including:

[0056] When the first sub-condition, the second sub-condition, and the third sub-condition are met, calculate the rotational speed fluctuation amplitude of the engine speed in a rotational speed fluctuation cycle.

[0057] In the embodiments of the present invention, only when the vehicle is in a normal operating state can there be a prerequisite for adaptive control. Specifically, the engine EMS control system can collect driving signals related to the second sub-condition, including the powertrain fault code. If the powertrain fault code is not collected, it means that the vehicle is in a normal operating state.

[0058] Conversely, if the powertrain fault code can be collected, it means that the vehicle is in an abnormal operating state. At this time, maintain the torque rising rate unchanged, that is, keep the current engine main control parameters, including the engine ignition angle, engine charge efficiency, and engine air-fuel ratio. Further, light up the engine fault light on the instrument panel to prompt the customer for repair.

[0059] Furthermore, if there is a chassis torque request, the engine EMS control system preferentially responds to the chassis torque request. At this time, maintain the torque rising rate unchanged, that is, keep the current engine main control parameters, including the engine ignition angle, engine charge efficiency, and engine air-fuel ratio.

[0060] It should be noted that when the engine EMS control system judges the first sub-condition, the second sub-condition and the third sub-condition, it can process them simultaneously or in the order of decreasing priority (i.e., the second sub-condition → the third sub-condition → the first sub-condition). Once a certain sub-condition is not met, the torque rise rate remains unchanged, and even if there are lower-priority sub-conditions, they will no longer be processed.

[0061] It should be noted that the engine main control parameters affect engine operating parameters such as engine water temperature, engine oil temperature, engine speed, and engine torque. That is, the engine main control parameters are dependent variables, and the engine operating parameters are dependent variables. The engine EMS control system can indirectly adjust the engine operating parameters by adjusting the engine main control parameters, thereby adjusting the torque rise rate of the engine.

[0062] S20. When the first sub-condition is met, calculate the rotational speed fluctuation amplitude of the engine speed in a rotational speed fluctuation cycle.

[0063] In the embodiment of the present invention, after the vehicle meets the trigger condition of adaptive control, the engine EMS control system immediately collects the engine speed. After the engine speed ends a complete rotational speed fluctuation cycle (similar to a complete sine wave), the rotational speed fluctuation amplitude is calculated based on the amplitude at the peak and the amplitude at the trough of the engine speed. Specifically, the rotational speed fluctuation amplitude is equal to the difference between the amplitude at the peak and the amplitude at the trough.

[0064] S30. If the rotational speed fluctuation amplitude is greater than a preset critical value, adjust the engine main control parameters to reduce the torque rise rate.

[0065] In the embodiment of the present invention, if the rotational speed fluctuation amplitude is greater than the critical value, it indicates that the smoothness from tip out coasting and reverse dragging to tip in acceleration conditions is poor. To reduce the rotational speed fluctuation amplitude within the critical value, it is necessary to reduce the torque rise rate at this time.

[0066] In addition, for the engine main control parameters - engine ignition angle, engine charge efficiency, and engine air-fuel ratio, since the engine air-fuel ratio needs to approach its target value (i.e., the maximum value) under normal vehicle operating conditions, the significance of adjustment is not great. Therefore, the engine ignition angle and engine charge efficiency can be adjusted to reduce the torque rise rate. Specifically, the torque rise rate can be reduced by retarding the engine ignition angle and reducing the engine charge efficiency. The amount of retardation of the engine ignition angle and the amount of reduction of the engine charge efficiency can be determined based on the amount of reduction of the torque rise rate, and no limitation is made in this regard.

[0067] In the specific implementation process, "adjust the engine main control parameters to reduce the torque rise rate" in step S30 can adopt the following steps, and the method flow chart is as Figure 2As shown:

[0068] S301, Delay the engine ignition angle and monitor the engine misfire signal during the process of delaying the engine ignition angle.

[0069] In the embodiments of the present invention, to reduce the torque rise rate, it can be preferentially achieved by delaying the engine ignition angle, and the delay step each time when performing the delay operation can be corrected according to experience. For example, the engine ignition angle is delayed by 3° each time.

[0070] In addition, when delaying the engine ignition angle, if the engine ignition angle is delayed too much, engine misfire is likely to occur. Therefore, during the process of delaying the engine ignition angle, the engine EMS control system simultaneously monitors the engine misfire signal, and once the engine misfire signal is detected, the delay of the engine ignition angle is stopped.

[0071] S302, If the engine misfire signal is detected, perform the operation of reducing the engine charging efficiency.

[0072] In the embodiments of the present invention, after the delay of the engine ignition angle is stopped, the engine EMS control system can further reduce the torque rise rate by reducing the engine charging efficiency. Specifically, the reduction step each time of reducing the engine charging efficiency can be corrected according to experience. For example, the engine charging efficiency is reduced by 1% each time, and operations such as reducing the supercharger boost pressure control, slowing down the response rate of the intake and exhaust VVT, and reducing the throttle opening and response rate can be adopted to achieve this.

[0073] S40, If the rotational speed fluctuation amplitude is less than the difference between the preset critical value and the preset amplitude threshold, adjust the engine main control parameters to increase the torque rise rate.

[0074] In the embodiments of the present invention, if the rotational speed fluctuation amplitude is less than the difference between the preset critical value and the preset amplitude threshold, it indicates that the smoothness from tip out coasting to tip in acceleration condition is too good, but this is the effect brought by sacrificing the responsiveness, resulting in poor responsiveness. At this time, it is necessary to increase the torque rise rate to improve the responsiveness.

[0075] For the engine main control parameters - engine ignition angle, engine charging efficiency, and engine air-fuel ratio, since the engine air-fuel ratio needs to approach its target value (i.e., the maximum value) under normal vehicle operation conditions, the significance of adjustment is not great. Therefore, the engine ignition angle and engine charging efficiency can be adjusted to increase the torque rise rate. Specifically, the torque rise rate can be increased by advancing the engine ignition angle and increasing the engine charging efficiency, and the advance amount of the engine ignition angle and the increase amount of the engine charging efficiency can be determined according to the increase amount of the torque rise rate, and no limitation is made thereto.

[0076] In the specific implementation process, the step of "adjusting the main engine control parameters to increase the torque rise rate" in step S40 can be carried out by the following steps, and the method flow chart is as Figure 3 shown:

[0077] S401, determine whether the engine ignition angle and the engine charge efficiency reach their respective preset target values.

[0078] In the embodiment of the present invention, in order to increase the torque rise rate, it is necessary to judge in advance whether the current torque rise rate has reached the maximum, that is, to determine whether the engine ignition angle and the engine charge efficiency reach their respective target values (i.e., the maximum values).

[0079] If both the engine ignition angle and the engine charge efficiency reach their respective target values, the torque rise rate remains unchanged at this time, that is, the current main engine control parameters are maintained, including the engine ignition angle, the engine charge efficiency, and the engine air-fuel ratio.

[0080] If the engine ignition angle reaches its target value while the engine charge efficiency does not reach its target value, the operation of increasing the engine charge efficiency is performed at this time. Specifically, the increase step of the engine charge efficiency each time can be corrected according to experience. For example, each time the engine charge efficiency is increased by 1%, operations such as increasing the supercharger boost pressure control, accelerating the response rate of the intake and exhaust VVT, and increasing the throttle opening and response rate can be used to achieve it until the engine charge efficiency reaches its target value and then it ends.

[0081] If the engine ignition angle does not reach its target value while the engine charge efficiency reaches its target value, the engine ignition angle is advanced at this time. Specifically, the advance step of the engine ignition angle each time can be corrected according to experience. For example, each time the engine ignition angle is advanced by 3°, until the engine ignition angle reaches its target value or abnormal combustion phenomena such as knocking occur and then it ends.

[0082] S402, if both the engine ignition angle and the engine charge efficiency do not reach their respective preset target values, advance the engine ignition angle, and monitor the engine knock signal during the process of advancing the engine ignition angle.

[0083] In the embodiment of the present invention, if both the engine ignition angle and the engine charge efficiency do not reach their respective target values, in order to increase the torque rise rate at this time, it can be preferably achieved by advancing the engine ignition angle, and the engine ignition angle is gradually restored to the target value.

[0084] In addition, when advancing the engine ignition angle, if the engine ignition angle is advanced too much, engine knocking is likely to occur. Therefore, during the process of advancing the engine ignition angle, the engine EMS control system simultaneously monitors the engine knocking signal. Once the engine knocking signal is detected, advancing the engine ignition angle is stopped.

[0085] S403, if the engine knocking signal is detected, an operation to improve the engine charging efficiency is performed.

[0086] In an embodiment of the present invention, after advancing the engine ignition angle is stopped, the engine EMS control system can further improve the torque rise rate by improving the engine charging efficiency. Specifically, the step size of each improvement in the engine charging efficiency can be corrected according to experience. For example, each time the engine charging efficiency is increased by 1%, operations such as increasing the supercharger boost pressure control, accelerating the response rate of the intake and exhaust VVT, increasing the throttle opening and response rate, etc. can be used to achieve this until the engine charging efficiency reaches its target value and then it ends.

[0087] In addition, considering the durability and compressive resistance of the engine torque, during the process of the engine EMS control system advancing the engine ignition angle and during the operation of improving the engine charging efficiency, the engine torque can be further monitored. Once the engine torque is detected to be greater than a preset torque threshold, the operation of advancing the engine ignition angle / improving the engine charging efficiency is ended. When monitoring the engine torque, it can be determined according to the current engine ignition angle, engine charging efficiency, and engine air-fuel ratio.

[0088] It should be noted that if the rotational speed fluctuation amplitude is not less than the difference between the critical value and the amplitude threshold and not greater than the critical value, it indicates that the smoothness and responsiveness in the transition from tip out coasting drag to tip in acceleration working conditions are in the best balance state. At this time, the torque rise rate is maintained unchanged, that is, the current engine main control parameters, including the engine ignition angle, engine charging efficiency, and engine air-fuel ratio, are maintained.

[0089] To verify the effect of the present invention, an engine matched with a certain transmission in the present invention is applied to a vehicle, and its test performance at driving mileage of 300 km and 10,000 km is detected. Figure 4 It is a schematic diagram of the vehicle test performance at a driving mileage of 300 km, Figure 5 It is a schematic diagram of the vehicle test performance at a driving mileage of 10,000 km.

[0090] See Figure 4 and Figure 5, when the vehicle slides from tip out and is towed backward to accelerating at tip in, the engine speed has certain fluctuations, but the amplitude of the speed fluctuations is between the critical value and the difference between the critical value and the amplitude threshold. The ride comfort and responsiveness of the entire vehicle are optimally balanced. From the perspective of ride comfort, the subjective evaluation of the impact and knocking noises of the vehicle is acceptable, meeting the vehicle's positioning and being at a comparable level among vehicles of the same class; from the perspective of responsiveness, the acceleration of the entire vehicle meets the set target. For example, an acceleration of 0.1g is achieved within 0.5s, and the maximum acceleration is achieved within 1.5s. That is, the vehicle performance after driving 10,000 km can still be basically the same as that of a new vehicle of 300 km. It can be seen that the present invention can dynamically balance the ride comfort and responsiveness of the vehicle during different new vehicle states and vehicle usage processes, thereby adapting to the scatter factors of the hardware, keeping the driving performance in the best state all the time, and improving the user experience.

[0091] Furthermore, the present invention can be applied not only to traditional vehicles powered by engines but also to hybrid systems with different configurations and pure electric vehicles.

[0092] Based on the power system adaptive control method provided in the above embodiments, the embodiments of the present invention further provide a device for executing the above power system adaptive control method. The structural schematic diagram of the device is as Figure 6 shown and includes:

[0093] A condition acquisition module 10 for acquiring the trigger conditions for adaptive control. The trigger conditions include at least a first sub-condition, and the first sub-condition is that the vehicle enters the working condition of sliding from tip out and being towed backward to accelerating at tip in;

[0094] An amplitude calculation module 20 for calculating the amplitude of the engine speed fluctuations in one speed fluctuation cycle when the first sub-condition is met;

[0095] A rate adjustment module 30 for adjusting the main engine control parameters to reduce the torque rising rate if the amplitude of the speed fluctuations is greater than a preset critical value; and adjusting the main engine control parameters to increase the torque rising rate if the amplitude of the speed fluctuations is less than the difference between the preset critical value and the preset amplitude threshold.

[0096] Optionally, the trigger conditions further include a second sub-condition and a third sub-condition. The second sub-condition is that the vehicle is in a normal operating state, and the third sub-condition is that there is no chassis torque request;

[0097] Correspondingly, the amplitude calculation module 20 is specifically configured to:

[0098] Calculate the amplitude of the engine speed fluctuations in one speed fluctuation cycle when the first sub-condition, the second sub-condition, and the third sub-condition are met.

[0099] Optionally, a rate adjustment module 30 for adjusting the main engine control parameters to reduce the torque rise rate is specifically configured to:

[0100] Delay the engine ignition angle, and during the process of delaying the engine ignition angle, monitor the engine misfire signal; if the engine misfire signal is monitored, perform an operation to reduce the engine charging efficiency.

[0101] Optionally, a rate adjustment module 30 for adjusting the main engine control parameters to increase the torque rise rate is specifically configured to:

[0102] Determine whether the engine ignition angle and the engine charging efficiency reach their respective preset target values; if both the engine ignition angle and the engine charging efficiency do not reach their respective preset target values, advance the engine ignition angle, and during the process of advancing the engine ignition angle, monitor the engine knock signal; if the engine knock signal is monitored, perform an operation to increase the engine charging efficiency.

[0103] Optionally, the rate adjustment module 30 is further configured to:

[0104] During the process of advancing the engine ignition angle and during the process of performing the operation to increase the engine charging efficiency, monitor the engine torque; if the monitored engine torque is greater than a preset torque threshold, end the corresponding operation.

[0105] It should be noted that for the refined functions of each module in the embodiments of the present invention, reference can be made to the disclosed parts in the above method embodiments, and details are not described herein again.

[0106] The power system adaptive control device provided in the embodiments of the present invention determines the balance state of smoothness and responsiveness through the amplitude of the rotational speed fluctuation of the engine when the vehicle enters the working condition from tip out coasting reverse towing to tip in acceleration. Specifically, if the amplitude of the rotational speed fluctuation is greater than the critical value, it indicates that the smoothness of the vehicle is poor, and thus the torque rise rate is reduced to improve the smoothness. If the amplitude of the rotational speed fluctuation is less than the difference between the critical value and the amplitude threshold, it indicates that the smoothness of the vehicle is too good, sacrificing the responsiveness and resulting in poor responsiveness. Therefore, the torque rise rate is increased to improve the responsiveness. The present invention can dynamically balance the smoothness and responsiveness of the vehicle during different new vehicle states and vehicle usage processes, thereby adapting to the scatter factors of the hardware and keeping the driving performance in the best state all the time, improving the user experience.

[0107] The embodiments of the present invention further provide an electronic device, including: at least one memory and at least one processor; the memory stores a program, and the processor calls the program stored in the memory, and the program is used to implement the power system adaptive control method of any one of the above embodiments.

[0108] An embodiment of the present invention further provides a storage medium, in which computer-executable instructions are stored, and the computer-executable instructions are used to execute the power system adaptive control method of any one of the above.

[0109] The above has introduced in detail a power system adaptive control method, device, electronic device and storage medium provided by the present invention. Specific examples are used in this article to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

[0110] It should be noted that the various embodiments in this specification are described in a progressive manner. The key point of each embodiment is to illustrate the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the description of the method part.

[0111] It should also be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements inherent to the process, method, article or device, but also other elements inherent to these process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the said element.

[0112] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An adaptive control method for a power system, characterized in that, The method includes: Obtaining the trigger conditions for adaptive control, where the trigger conditions include a first sub-condition, a second sub-condition, and a third sub-condition. The first sub-condition is that the vehicle enters the working condition of coasting in tip out and then accelerating in tip in. The second sub-condition is that the vehicle is in a normal operating state. The third sub-condition is that there is no chassis torque request for the vehicle; Calculating the speed fluctuation amplitude of the engine speed in one speed fluctuation cycle when the first sub-condition, the second sub-condition, and the third sub-condition are met; If the speed fluctuation amplitude is greater than a preset critical value, adjusting the main engine control parameters to reduce the torque rising rate; If the speed fluctuation amplitude is less than the difference between the preset critical value and the preset amplitude threshold, adjusting the main engine control parameters to increase the torque rising rate.

2. The method according to claim 1, wherein The adjusting the main engine control parameters to reduce the torque rising rate includes: Retarding the engine ignition angle, and monitoring the engine misfire signal during the process of retarding the engine ignition angle; If the engine misfire signal is detected, performing an operation to reduce the engine charging efficiency.

3. The method according to claim 1, characterized in that The adjusting the main engine control parameters to increase the torque rising rate includes: Judging whether the engine ignition angle and the engine charging efficiency reach their respective preset target values; If both the engine ignition angle and the engine charging efficiency do not reach their respective preset target values, advancing the engine ignition angle, and monitoring the engine knock signal during the process of advancing the engine ignition angle; If the engine knock signal is detected, performing an operation to increase the engine charging efficiency.

4. The method according to claim 3, wherein The adjusting the main engine control parameters to increase the torque rising rate further includes: Monitoring the engine torque during the process of advancing the engine ignition angle and during the process of performing the operation to increase the engine charging efficiency; If the monitored engine torque is greater than a preset torque threshold, ending the corresponding operation.

5. An adaptive control device for a power system, characterized in that, The device includes: A condition acquisition module for obtaining the trigger conditions for adaptive control, where the trigger conditions include a first sub-condition, a second sub-condition, and a third sub-condition. The first sub-condition is that the vehicle enters the working condition of coasting in tip out and then accelerating in tip in. The second sub-condition is that the vehicle is in a normal operating state. The third sub-condition is that there is no chassis torque request for the vehicle; An amplitude calculation module for calculating the speed fluctuation amplitude of the engine speed in one speed fluctuation cycle when the first sub-condition, the second sub-condition, and the third sub-condition are met; A rate adjustment module for, if the speed fluctuation amplitude is greater than a preset critical value, adjusting the main engine control parameters to reduce the torque rising rate; if the speed fluctuation amplitude is less than the difference between the preset critical value and the preset amplitude threshold, adjusting the main engine control parameters to increase the torque rising rate.

6. The device according to claim 5, characterized in that, The rate adjustment module for adjusting the main engine control parameters to reduce the torque rising rate is specifically used for: Delay the engine ignition angle and monitor the engine misfire signal during the process of delaying the engine ignition angle; if the engine misfire signal is detected, perform an operation to reduce the engine charging efficiency.

7. The device according to claim 5, characterized in that, The rate adjustment module for adjusting the main engine control parameters to increase the torque rise rate is specifically configured to: Determine whether the engine ignition angle and the engine charging efficiency reach their respective preset target values; if both the engine ignition angle and the engine charging efficiency do not reach their respective preset target values, advance the engine ignition angle and monitor the engine knock signal during the process of advancing the engine ignition angle; If the engine knock signal is detected, perform an operation to increase the engine charging efficiency.

8. An electronic device, characterized in that, Comprising: At least one memory and at least one processor; The memory stores a program, and the processor calls the program stored in the memory, and the program is used to implement the power system adaptive control method according to any one of claims 1-4.

9. A storage medium, characterized in that, Computer-executable instructions are stored in the storage medium, and the computer-executable instructions are used to execute the power system adaptive control method according to any one of claims 1-4.

Images