A control strategy for adaptive correction of throttle filter coefficient

Abstract

The present invention discloses a control strategy for adaptively correcting a throttle filter coefficient, and relates to engine control technology. The current mass information of the vehicle and the slope information of the current road condition of the vehicle are obtained; according to the standard load state of the vehicle, the light load, medium load, and heavy load mass intervals are calibrated, and a first correction coefficient curve is calibrated for each mass interval; the mass interval in which the mass information is located is judged, and the corresponding first correction coefficient curve is selected according to the judgment result; the first target correction coefficient is selected from the first correction coefficient curve to perform superimposed correction on the throttle information; the second correction coefficient curve is calibrated, and the second target correction coefficient is obtained from the second correction coefficient curve according to the current speed and slope information of the engine to perform superimposed correction on the throttle information. The present invention enables the throttle response of the vehicle to better adapt to the road conditions of multiple scenarios, while improving the driving comfort and controllability of the driver, it also optimizes the fuel economy of the vehicle.

Description

Technical Field

[0001] The invention relates to engine control technology, and more specifically, to a control strategy for adaptively correcting a throttle filter coefficient. Background Art

[0002] The throttle response process of the engine is generally as follows: the ECU receives the original throttle signal, filters the throttle through a set of throttle filter coefficients that are actually calibrated, and then transmits the filtered throttle signal to the injector to inject fuel.

[0003] The current road conditions in my country are relatively complex, with mountains, plains, hills, basins, plateaus and other terrains. However, the operation of vehicles is not limited to one type of terrain, and may involve any one or several of the above terrains. Moreover, the operation conditions of vehicles are also different, and the conventional ones can be divided into light load, medium load and heavy load operation modes. Faced with complex road conditions, filtering the throttle information only through a single throttle filter coefficient is obviously relatively simple in its usability, and it is difficult to adapt to the various complex road conditions on actual roads, which in turn leads to the driver's inability to get a good driving experience and may also cause fuel waste to the vehicle. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a control strategy for adaptively correcting the throttle filter coefficient in response to the deficiencies of the prior art, so that the throttle response of the vehicle can better adapt to road conditions in multiple scenarios, while improving the driver's driving comfort and controllability, and also optimizing the vehicle's fuel economy.

[0005] The technical solution of the present invention is: a control strategy for adaptively correcting the throttle filter coefficient, obtaining the current mass information of the vehicle and the slope information of the current driving road condition of the vehicle;

[0006] According to the standard load state of the vehicle, a light load mass interval, a medium load mass interval, and a heavy load mass interval are calibrated, and a first correction coefficient curve is calibrated for each mass interval; the mass interval in which the mass information is located is determined, and the corresponding first correction coefficient curve is selected according to the determination result; a first target correction coefficient is selected from the first correction coefficient curve to perform superimposed correction on the throttle information;

[0007] A second correction coefficient curve is defined according to the three-dimensional MAP diagram of the engine speed, and a second target correction coefficient is obtained from the second correction coefficient curve according to the current engine speed and the slope information to perform superimposed correction on the throttle information.

[0008] The first target correction coefficient is selected according to current throttle opening information.

[0009] At the same throttle opening, the magnitude relationship of the first target correction coefficients corresponding to the three mass intervals is that the first correction coefficient of the heavy load mass interval is smaller than the first correction coefficient of the medium load mass interval, and the first correction coefficient of the medium load mass interval is smaller than the first correction coefficient of the light load mass interval.

[0010] Assuming a vehicle speed calibration value and a time calibration value; determining whether the current vehicle speed of the vehicle is greater than or equal to the vehicle speed calibration value;

[0011] If the current vehicle speed is greater than or equal to the vehicle speed calibration value, determining whether the time during which the current vehicle speed is greater than or equal to the vehicle speed calibration value is greater than or equal to the time calibration value;

[0012] If yes, the current quality information of the vehicle is obtained.

[0013] The quality information is obtained from the message information.

[0014] The slope information is obtained from message information or a sensor in the vehicle for monitoring the slope of the road condition.

[0015] Beneficial Effects

[0016] The advantages of the present invention are: adding mass information and slope information to the original control strategy, outputting the corresponding correction coefficient according to the mass of the vehicle and the current driving slope, and realizing refined control of the vehicle's throttle filtering function. For example, under heavy-load climbing conditions, the throttle can respond quickly, and the torque output is fast, reflecting the vehicle's power responsiveness; under light-load flat road conditions, the throttle is appropriately increased and filtered to make the torque output smoother, prevent the sudden increase in torque from causing the impact of the vehicle's transmission system and causing a sense of frustration, and improve the vehicle's driving smoothness. After the improvement of this proposal, the vehicle's control of throttle filtering will be more intelligent, and can adapt to various complex scene road conditions, and realize adaptive correction control of throttle filtering. Moreover, it can suppress the output of excess power under light-load conditions, further improve the economy of the vehicle, and reduce unnecessary waste of fuel. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the control flow of the control strategy of the present invention. DETAILED DESCRIPTION

[0018] The present invention will be further described below in conjunction with the embodiments, but it does not constitute any limitation to the present invention. Any limited number of modifications made by anyone within the scope of the claims of the present invention are still within the scope of the claims of the present invention.

[0019] See also Figure 1 A control strategy for adaptively correcting a throttle filter coefficient of the present invention first obtains the current mass information of the vehicle and the slope information of the current driving road condition of the vehicle.

[0020] As automotive electronic systems become more and more sophisticated, the electronic control systems of most existing commercial vehicles have the functions of collecting vehicle mass information and road condition information. Therefore, both mass information and slope information can be derived from message information. In addition, slope information can also be derived from the measurement value of the sensor on the vehicle that is specifically used to monitor the current road condition slope.

[0021] Then, according to the standard load state of the vehicle, three mass intervals are calibrated, representing the light load, medium load, and heavy load of the vehicle respectively. And the first correction coefficient curve is calibrated for each mass interval. It should be noted that the first correction coefficient curve is a curve related to the throttle opening. That is, it can calibrate the corresponding first correction coefficient under different throttle openings. The relationship between the first correction coefficient and the throttle opening is shown in the following table.

[0022] Throttle opening (%) 0 10 20 30 40 50 60 70 80 90 100 Correction factor 1 1 1 1.1 1.2 1.2 1.3 1.4 1.4 1.5 1.5

[0023] It should be noted that the above table is only one type of calibration value. In specific applications, the specific calibration value needs to be combined with various road conditions for actual road calibration.

[0024] After the ECU obtains the quality information, it determines which quality interval the quality information is in; and selects the corresponding first correction coefficient based on the judgment result to perform superimposed correction on the throttle information. The correction method is to perform multiple superposition of the first correction coefficient on the basic filter coefficient. That is, the final filter coefficient = the first correction coefficient × the basic filter coefficient. After obtaining the final filter coefficient, the filter coefficient is multiplied by the throttle information to complete the correction of the throttle information.

[0025] It should be noted that the basic filter coefficient is a set of throttle filter coefficients that are actually calibrated when the ECU receives the most original throttle signal.

[0026] Regarding the first correction coefficient curves of the three mass intervals, at the corresponding throttle opening, the magnitude relationship of the first correction coefficient is: the first correction coefficient of the heavy load interval is the smallest, and the first correction coefficient of the light load interval is the largest. That is, for the heavy load condition of the vehicle, its first correction coefficient is smaller, which can improve the responsiveness of the throttle, the torque output is fast, and give the driver better power; while for the light load condition, its first correction coefficient is larger, which can prevent the vehicle from being jerked due to the sudden increase in torque caused by the transient change of the throttle, and smooth the torque output, which also plays a role in giving the driver a better driving experience.

[0027] In the process of obtaining vehicle quality, the quality of the vehicle needs to undergo a certain dynamic operation before more accurate quality information can be obtained. Therefore, in order to prevent the wrong quality information from causing errors in the calibrated first correction coefficient, this embodiment also adds a quality information confirmation logic judgment. The specific judgment basis is: after the vehicle's running speed is greater than or equal to a set speed calibration value and greater than or equal to a set time calibration value, the quality information at this time is taken as accurate quality information, and the corresponding first correction coefficient can be calibrated and confirmed.

[0028] A second correction coefficient curve associated with the slope is set based on the three-dimensional MAP of the engine speed. Since the slope is associated with the three-dimensional MAP of the engine speed, different correction coefficients can be output for different engine speeds at the same slope; and different correction coefficients can be output for different slopes at the same engine speed. Greater freedom and more precise calibration can be achieved.

[0029] After the ECU obtains the slope information, it obtains the second correction coefficient according to the current engine speed and the slope information to perform superimposed correction on the throttle information. As for the relationship between the second correction coefficient and the specific speed value in the three-dimensional MAP of the engine speed, its specific value also needs to be calibrated on the actual road in combination with various road conditions. Its correction method is the same as the correction method of the throttle information by the first correction coefficient as mentioned above.

[0030] For the slope information, whether it is obtained from the message or the sensor, it is directly collected from the sensor, so that the slope information has high real-time and accuracy. Therefore, the slope information can be used directly.

[0031] The above is only a preferred embodiment of the present invention. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the structure of the present invention, which will not affect the effect of the implementation of the present invention and the practicality of the patent.

Claims

1. A control strategy for adaptively correcting the throttle filter coefficient. It is characterized in that Obtain the current mass information of the vehicle and the slope information of the road condition on which the vehicle is currently traveling; According to the standard load state of the vehicle, calibrate the light load mass interval, the medium load mass interval, and the heavy load mass interval, and calibrate the first correction coefficient curve for each mass interval; determine the mass interval in which the mass information is located, and select the corresponding first correction coefficient curve according to the determination result; Selecting a first target correction coefficient from the first correction coefficient curve to perform superimposed correction on the throttle information; Determining a second correction coefficient curve according to the three-dimensional MAP diagram of the engine speed, and obtaining a second target correction coefficient from the second correction coefficient curve according to the current engine speed and the slope information, so as to perform superimposed correction on the throttle information; Assuming a vehicle speed calibration value and a time calibration value; determining whether the current vehicle speed of the vehicle is greater than or equal to the vehicle speed calibration value; If the current vehicle speed is greater than or equal to the vehicle speed calibration value, determining whether the time during which the current vehicle speed is greater than or equal to the vehicle speed calibration value is greater than or equal to the time calibration value; If yes, the current quality information of the vehicle is obtained.

2. A control strategy for adaptively correcting a throttle filter coefficient according to claim 1, It is characterized in that The first target correction coefficient is selected according to current throttle opening information.

3. A control strategy for adaptively correcting the throttle filter coefficient according to claim 2, It is characterized in that At the same throttle opening, the magnitude relationship of the first target correction coefficients corresponding to the three mass intervals is that the first correction coefficient of the heavy load mass interval is smaller than the first correction coefficient of the medium load mass interval, and the first correction coefficient of the medium load mass interval is smaller than the first correction coefficient of the light load mass interval.

4. A control strategy for adaptively correcting a throttle filter coefficient according to claim 1, It is characterized in that The quality information is obtained from the message information.

5. A control strategy for adaptively correcting a throttle filter coefficient according to claim 1, It is characterized in that The slope information is obtained from message information or a sensor in the vehicle for monitoring the slope of the road condition.

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