Vehicle idling control methods, systems, and vehicles

Abstract

This invention discloses a method, system, and vehicle for controlling vehicle idling conditions. The control method includes the following steps: S1: Real-time acquisition of the vehicle's current driving parameters; determining whether the vehicle is in idling condition based on the current driving parameters; if yes, proceeding to step S2; otherwise, continuing to determine whether the vehicle is in idling condition. S2: Real-time acquisition of the engine's current intake air mass and the carbon canister's current desorption flow rate, and calculation of the current dimensionless factor parameters. S3: Determining the vehicle's current vibration condition based on the current dimensionless factor parameters and a preset vehicle vibration model; controlling the engine's current intake air mass and the carbon canister's current desorption flow rate based on the vehicle's current vibration condition, so that the vehicle's current vibration condition is at a critical or non-vibrating state. This solves the vibration caused by unstable engine combustion, increasing user comfort and experience.

Description

Technical Field

[0001] This invention belongs to the field of vehicle intelligent control technology, and specifically relates to a control method, system and vehicle for vehicle idling conditions. Background Technology

[0002] Vehicle idling vibration is a significant factor affecting vehicle comfort. For idling vibration issues in flat terrain, the problem can generally be resolved by replacing the suspension mounts or the dual mass flywheel (DMF). Specifically, for vehicles with suspension mounts, due to manufacturing and assembly factors, the stiffness value of the mounts may have some deviation. Combined with the wear and tear of the mounts themselves, stiffness fluctuations can reach 10-20%. Therefore, idling vibration caused by changes in mount stiffness can be resolved by replacing the suspension mounts. Furthermore, for vehicles with a DMF (dual mass flywheel), the DMF itself has an imbalance. When this imbalance is excessive, it can lead to idling vibration. Manufacturing deviations in the DMF itself, combined with vehicle durability factors, can easily cause the DMF imbalance to become even greater. Therefore, idling vibration caused by changes in DMF imbalance can be resolved by replacing the DMF.

[0003] However, the idling vibration problem in high-altitude environments cannot be completely solved by simply replacing hardware. This is mainly because the air is thinner at high altitudes, resulting in a lower oxygen content per unit volume. Therefore, at the same engine speed and intake volume, the effective oxygen content in the engine cylinder is much lower than in plains areas. This makes engine combustion more unstable, leading to increased engine vibration and causing complaints from passengers, thus affecting ride comfort. Although major OEMs have addressed the combustion issues caused by the lower air-fuel ratio at high altitudes by controlling fuel injection through Electronic Control Units (ECUs), it is still impossible to completely prevent engine vibration caused by unstable combustion under certain operating conditions.

[0004] Furthermore, in high-altitude environments, when a car is idling with the air conditioning off, engine combustion is more prone to instability. This is because, compared to when the air conditioning is on, the idle speed and load are lower, making insufficient air intake more likely. If the carbon canister is flushed at high flow rates, the gasoline vapor adsorbed in the activated carbon canister is drawn into the intake manifold, effectively increasing the air-fuel mixture concentration in the intake manifold. Insufficient air intake combined with enriched fuel further reduces the air-fuel ratio, exacerbating the unstable combustion state. This causes engine vibration, which is transmitted to the vehicle interior, causing discomfort for the occupants.

[0005] Patent CN113062820A discloses a vehicle idling vibration prevention device and control method. This device and method can provide additional air intake to the engine, thereby increasing engine speed and resolving vehicle vibration during idling. However, this patented device and method cannot solve the idling vibration problem caused by unstable engine combustion in high-altitude environments. Summary of the Invention

[0006] The purpose of this invention is to solve the problem of vehicle idling vibration caused by unstable engine combustion in existing technologies. It provides a method, system, and vehicle for controlling vehicle idling conditions, which can stabilize engine combustion by adjusting relevant data during idling, preventing vibration and improving the user experience.

[0007] To address the aforementioned technical problems, this invention provides a method for controlling vehicle idling speed, comprising the following steps:

[0008] S1: Real-time acquisition of the vehicle's current driving parameters, and determination of whether the vehicle is idling based on the current driving parameters;

[0009] If so, proceed to step S2;

[0010] If not, continue to determine whether the vehicle is idling.

[0011] S2: Real-time acquisition of the engine's current intake air quality and the current desorption flow rate of the carbon canister, and calculation of the current dimensionless factor parameter according to the following formula:

[0012]

[0013] Where Δ is the current dimensionless factor parameter; m 进 Q represents the current intake air mass of the engine, expressed in kg / h, indicating the intake air mass per unit time; 碳 This represents the current desorption flow rate of the carbon canister, expressed in kg / h, indicating the desorption flow rate per unit time.

[0014] S3: Based on the current dimensionless factor parameters and the preset vehicle vibration model, determine the current vibration condition of the vehicle, and control the current intake air quality of the engine and the current desorption flow of the carbon canister according to the current vibration condition of the vehicle, so that the current vibration condition of the vehicle is in the critical condition or the vibration-free condition.

[0015] The preset vehicle vibration model establishes a correspondence between the engine's intake air mass and the carbon canister's desorption flow rate under idling conditions and the vehicle's vibration conditions. This correspondence is as follows: when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is less than the first factor parameter threshold, the vehicle vibration condition is a shaking condition; when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is greater than or equal to the first factor parameter threshold and less than the second factor parameter threshold, the vehicle vibration condition is a critical condition; when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is greater than or equal to the second factor parameter threshold, the vehicle vibration condition is a non-shaking condition. Furthermore, the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is a dimensionless factor parameter, and the first factor parameter threshold is less than the second factor parameter threshold.

[0016] By employing the above technical solution, based on the real-time acquired vehicle driving parameters, after determining that the vehicle is in idling condition, the current intake air mass of the engine and the current desorption flow rate of the carbon canister are acquired in real time, and the current dimensionless factor parameters are calculated. Based on the current dimensionless factor parameters and a preset vehicle vibration model, the current vibration condition of the vehicle is determined. The engine intake air mass and carbon canister desorption flow rate are controlled according to the current vibration condition, ensuring that the vehicle's vibration condition is at a critical or non-vibrating state. Thus, a vehicle vibration model containing the correspondence between the engine intake air mass and carbon canister desorption flow rate under idling conditions and the vehicle vibration condition is pre-installed in the vehicle. When the vehicle is in a vibrating state, only the current engine intake air mass and carbon canister desorption flow rate need to be acquired in real time, and based on the preset vehicle vibration model, the current engine intake air mass and carbon canister desorption flow rate can be adjusted in a timely manner to bring the vehicle into a critical or non-vibrating state, solving the vibration problem caused by unstable engine combustion and increasing user comfort and experience.

[0017] According to another specific embodiment of the present invention, the vehicle idling condition control method disclosed in this embodiment includes the following step S3: controlling the current intake air quality of the engine and the current desorption flow of the carbon canister according to the current vibration condition of the vehicle, so that the current vibration condition of the vehicle is in a critical condition or a vibration-free condition.

[0018] If the vehicle's current vibration condition is a shaking condition, then obtain the engine's comprehensive performance impact parameters and determine whether the comprehensive performance impact parameters are greater than the impact parameter threshold.

[0019] If so, adjust the current intake air quality of the engine and the current desorption flow of the carbon canister so that the current dimensionless factor parameter is greater than or equal to the threshold of the first factor parameter and less than the threshold of the second factor parameter, and the current vibration condition of the vehicle enters the critical condition.

[0020] If not, adjust the current intake air quality of the engine and the current desorption flow of the carbon canister so that the current dimensionless factor parameter is greater than or equal to the threshold of the second factor parameter, and the vehicle's current vibration condition enters the vibration-free condition.

[0021] Using the above technical solution, if the vehicle's current vibration condition is a shaking condition, the comprehensive performance impact parameters of the engine are obtained. Based on the magnitude of these parameters, it is determined whether the vehicle will enter a critical condition or a vibration-free condition after adjusting the engine's current intake air quality and the carbon canister's current desorption flow rate. The magnitude of the engine's comprehensive performance impact parameters reflects the extent to which parameter changes affect the engine system. If the comprehensive performance impact parameter is greater than the threshold, it indicates that the parameter change has a significant impact on the system's overall performance, and it is not advisable to make excessive adjustments to the parameters. In this case, the engine's current intake air quality and the carbon canister's current desorption flow rate are adjusted to bring the vehicle into a critical condition. If the comprehensive performance impact parameter is less than or equal to the threshold, it indicates that the parameter change has a minor impact on the system's overall performance. In this case, the engine's current intake air quality and the carbon canister's current desorption flow rate are adjusted to bring the vehicle into a vibration-free condition. Therefore, by adjusting the engine's current intake air quality and the carbon canister's current desorption flow rate based on the magnitude of the comprehensive performance impact parameters, the vibration problem caused by unstable engine combustion is resolved with minimal impact on the engine system's overall performance, further enhancing user comfort and experience.

[0022] According to another specific embodiment of the present invention, the method for controlling vehicle idling conditions disclosed in this embodiment further includes, in step S3, controlling the current intake air quality of the engine and the current desorption flow rate of the carbon canister based on the current vibration condition of the vehicle, so that the current vibration condition of the vehicle is in a critical condition or a non-vibration condition:

[0023] If the current vibration condition of the vehicle is a critical condition, then obtain the comprehensive performance impact parameters of the engine and determine whether the comprehensive performance impact parameters are less than or equal to the impact parameter threshold.

[0024] If so, adjust the current intake air quality of the engine and the current desorption flow of the carbon canister so that the current dimensionless factor parameter is greater than or equal to the threshold of the second factor parameter, and the vehicle's current vibration condition enters the non-vibration condition.

[0025] If not, the current intake air quality of the engine and the current desorption flow of the carbon canister remain unchanged, keeping the current vibration condition of the vehicle at the critical condition.

[0026] If the vehicle's current vibration condition is a non-vibration condition, then the engine's current intake air quality and the carbon canister's current desorption flow rate remain unchanged, thus keeping the vehicle's current vibration condition in a non-vibration condition.

[0027] By adopting the above technical solution, the current intake air quality of the engine and the current desorption flow of the carbon canister were adjusted more meticulously according to the magnitude of the comprehensive performance impact parameters. Under the premise of minimal impact on the comprehensive performance of the engine system, the vibration problem caused by unstable engine combustion was solved, and the user's comfort and experience were improved.

[0028] According to another specific embodiment of the present invention, the vehicle idling speed control method disclosed in this embodiment of the present invention obtains the comprehensive performance influence parameters of the engine, including:

[0029] Obtain the number of parameters related to the engine to be adjusted, the values ​​of each parameter before adjustment, and the values ​​of each parameter after adjustment.

[0030] The parameters affecting the overall performance of the engine are determined based on the number of parameters, the values ​​of each parameter in the relevant data before adjustment, and the values ​​of each parameter in the relevant data after adjustment.

[0031] By adopting the above technical solution, the parameters affecting the overall performance of the engine are determined based on the number of parameters of the relevant data to be adjusted, the values ​​of each parameter before adjustment, and the values ​​of each parameter after adjustment. This can more accurately reflect the magnitude of the impact of parameter adjustment on the overall performance of the engine system.

[0032] According to another specific embodiment of the present invention, the vehicle idling speed control method disclosed in the embodiment of the present invention determines the comprehensive performance influence parameters of the engine according to the following formula:

[0033]

[0034] Where f(X) is the comprehensive performance influence parameter, n is the number of parameters, and X i0 X represents the value of the i-th parameter of the relevant data before adjustment. i This is the adjusted value of the i-th parameter of the relevant data.

[0035] According to another specific embodiment of the present invention, the vehicle idling condition control method disclosed in the embodiment of the present invention has an influencing parameter threshold of 0.05.

[0036] According to another specific embodiment of the present invention, the vehicle idling condition control method disclosed in the embodiment of the present invention is applicable to idling conditions in high-altitude environments.

[0037] The above technical solution can solve the problem of engine vibration caused by the thin air and low oxygen content in the same volume of air in high-altitude environments, which makes the engine combustion more unstable and improves the user experience.

[0038] According to another specific embodiment of the present invention, the vehicle idling condition control method disclosed in the present invention includes, in a preset vehicle vibration model, the correspondence between the engine intake air quality and the carbon canister desorption flow rate and the vehicle vibration condition under different altitude environments during vehicle idling.

[0039] By employing the above technical solution, a vehicle vibration model is pre-installed in the vehicle, which includes the correspondence between the engine's intake air quality and the carbon canister desorption flow rate and the vehicle's vibration conditions at different altitudes under idling conditions. When the vehicle is driving at high altitudes and experiencing vibration, it only needs to acquire the engine's current intake air quality and the carbon canister's current desorption flow rate in real time. Based on the pre-installed vehicle vibration model, the engine's current intake air quality and the carbon canister's current desorption flow rate can be adjusted in a timely manner to bring the vehicle into a critical or vibration-free condition. This solves the vibration problem caused by unstable engine combustion under high altitude idling conditions, increasing user comfort and experience.

[0040] The present invention also provides a control system for vehicle idling conditions, used to execute the vehicle idling condition control method described above, the control system comprising:

[0041] Acquisition device, used to acquire the vehicle's current driving parameters, as well as the engine's current intake air quality and the carbon canister's current desorption flow rate in real time;

[0042] The judgment device is connected to the acquisition device and is used to determine whether the vehicle is in an idling condition based on the driving parameters acquired by the acquisition device.

[0043] A computing device, connected to an acquisition device, is used to calculate the current dimensionless factor parameter according to the following formula:

[0044]

[0045] Where Δ is the current dimensionless factor parameter; m 进 Q represents the current intake air mass of the engine, expressed in kg / h, indicating the intake air mass per unit time; 碳 This represents the current desorption flow rate of the carbon canister, expressed in kg / h, indicating the desorption flow rate per unit time.

[0046] The control device is connected to the computing device and is used to determine the current vibration condition of the vehicle based on the current dimensionless factor parameters and the preset vehicle vibration model. Based on the current vibration condition of the vehicle, the control device controls the current intake air quality of the engine and the current desorption flow of the carbon canister so that the current vibration condition of the vehicle is in a critical condition or a vibration-free condition.

[0047] The preset vehicle vibration model establishes a correspondence between the engine's intake air mass and the carbon canister's desorption flow rate under idling conditions and the vehicle's vibration conditions. This correspondence is as follows: when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is less than the first factor parameter threshold, the vehicle vibration condition is a shaking condition; when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is greater than or equal to the first factor parameter threshold and less than the second factor parameter threshold, the vehicle vibration condition is a critical condition; when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is greater than or equal to the second factor parameter threshold, the vehicle vibration condition is a non-shaking condition. Furthermore, the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is a dimensionless factor parameter, and the first factor parameter threshold is less than the second factor parameter threshold.

[0048] Embodiments of the present invention also provide a vehicle including a vehicle idling condition control system as described above.

[0049] The beneficial effects of this invention are:

[0050] This invention provides a method and system for controlling vehicle idling conditions. Based on real-time acquired vehicle driving parameters, after determining that the vehicle is in idling condition, the system acquires the current intake air mass and desorption flow rate of the engine and carbon canister in real time, and calculates the current dimensionless factor parameters. Based on the current dimensionless factor parameters and a preset vehicle vibration model, the current vibration condition of the vehicle is determined. The system then controls the engine's intake air mass and carbon canister desorption flow rate according to this vibration condition, ensuring the vehicle's vibration condition is at a critical or non-vibrating state. Thus, a vehicle vibration model containing the correspondence between the engine's intake air mass and carbon canister desorption flow rate under idling conditions and the vehicle's vibration condition is pre-installed in the vehicle. When the vehicle is in a vibrating state, by simply acquiring the current engine's intake air mass and carbon canister desorption flow rate in real time, and based on the preset vehicle vibration model, the system can promptly adjust these parameters to bring the vehicle into a critical or non-vibrating state, solving the vibration problem caused by unstable engine combustion and increasing user comfort and experience. Attached Figure Description

[0051] Figure 1 This is a flowchart illustrating the vehicle idling speed control method provided in Embodiment 1 of the present invention.

[0052] Figure 2 This is a schematic diagram illustrating the installation position and working principle of a carbon canister in a vehicle according to Embodiment 1 of the present invention.

[0053] Figure 3This is a schematic diagram showing the relationship between the vehicle's intake air quality, the carbon canister desorption flow rate (i.e., carbon canister flow rate), and the vehicle's vibration conditions, as provided in Embodiment 1 of the present invention.

[0054] Figures 4A-4C A schematic diagram illustrating the vehicle vibration conditions in its original state, after the suspension was replaced, and after the DMF was replaced, as provided by this invention.

[0055] Figures 5A-5B This is a schematic diagram of the vehicle vibration condition in its original state and after the vehicle is controlled using the vehicle idling condition control method of the present invention, as provided in Embodiment 1 of the present invention.

[0056] Figure 6 This is a structural block diagram of the vehicle idling condition control system provided in Embodiment 2 of the present invention.

[0057] Explanation of reference numerals in the attached figures:

[0058] 10: Acquisition device; 20: Judgment device; 30: Calculation device; 40: Control device. Detailed Implementation

[0059] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a deep understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0060] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0061] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0062] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0063] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0064] Example 1

[0065] This invention provides a method for controlling vehicle idling conditions. By adjusting relevant combustion data of the vehicle engine during idling, the combustion function of the engine can be stabilized, preventing vibration during idling and improving the user experience.

[0066] Next, with reference to the accompanying drawings, the vehicle idling speed control method provided by the present invention will be described in detail.

[0067] like Figure 1 As shown, the vehicle idling speed control method provided by the present invention includes the following steps:

[0068] S1: Obtain the vehicle's current driving parameters in real time, and determine whether the vehicle is idling based on the current driving parameters; if yes, proceed to step S2; if no, continue to determine whether the vehicle is idling.

[0069] S2: Real-time acquisition of the engine's current intake air quality and the current desorption flow rate of the carbon canister, and calculation of the current dimensionless factor parameter according to the following formula:

[0070]

[0071] Where Δ is the current dimensionless factor parameter; m 进 Q represents the current intake air mass of the engine, expressed in kg / h, indicating the intake air mass per unit time; 碳 This represents the current desorption flow rate of the carbon canister, expressed in kg / h, indicating the desorption flow rate per unit time. The engine's intake air mass and the carbon canister's desorption flow rate can be calculated using relevant sensors.

[0072] S3: Based on the current dimensionless factor parameters and the preset vehicle vibration model, determine the current vibration condition of the vehicle, and control the current intake air quality of the engine and the current desorption flow of the carbon canister according to the current vibration condition of the vehicle, so that the current vibration condition of the vehicle is in the critical condition or the vibration-free condition.

[0073] Specifically, the idling condition of a vehicle refers to the state in which the vehicle's engine runs without load. At this time, the clutch is engaged, the transmission is in neutral, and for automatic transmission vehicles, it should be in "Park" or "P" gear; for vehicles with a carburetor fuel supply system, the choke is fully open, and the accelerator pedal is fully released.

[0074] See Figure 2 The working principle of the carbon canister will be introduced.

[0075] The carbon canister is part of the gasoline evaporation control system and is typically located between the fuel tank and the engine. Because gasoline is a volatile liquid, the fuel tank is often filled with vapor at room temperature. Due to the adsorption properties of activated carbon, after the engine is turned off, gasoline vapor entering the carbon canister from the fuel line mixes and is stored inside the canister with fresh air entering from the bottom. When the engine starts, a solenoid valve located between the activated carbon canister and the fuel line opens, and the gasoline vapor in the carbon canister is drawn into the engine cylinders by clean air under the vacuum created by the fuel line to participate in combustion. The carbon canister not only reduces emissions but also reduces fuel consumption.

[0076] In this invention, the desorption flow rate of the carbon canister refers to the gasoline vapor stored in the carbon canister during the vehicle shutdown process.

[0077] Specifically, see Figure 3 In the pre-defined vehicle vibration model, the correspondence between the engine intake air mass and the carbon canister desorption flow rate under idling conditions and the vehicle vibration conditions was established. The ratio of the engine intake air mass to the carbon canister desorption flow rate is a dimensionless factor parameter, with the threshold of the first factor parameter being less than the threshold of the second factor parameter. This correspondence is also a type of... Figure 3 The chart shown is a MAP diagram.

[0078] The correspondence is as follows: Figure 3 As shown, when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is less than the threshold value of the first factor parameter, the vehicle vibration condition is a shaking condition; that is, the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is within a certain range. Figure 3 When the range is within zone 3, it indicates that the engine intake air quality is low and the carbon canister desorption flow is high. At this time, the engine combustion tends to be unstable, and vibration is easily generated inside the vehicle. The vehicle vibration condition at this time is the shaking condition.

[0079] When the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is greater than or equal to the threshold value of the second factor parameter, the vehicle vibration condition is considered a non-vibration condition; that is, the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is within a certain range. Figure 3 When the engine is within the range of Zone 1, it indicates that the intake air mass of the engine is relatively large and the desorption flow of the carbon canister is relatively small. At this time, the engine combustion is relatively stable and the vehicle is not prone to vibration. The vehicle vibration condition at this time is the non-vibration condition.

[0080] When the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is greater than or equal to the threshold value of the first factor parameter, and less than the threshold value of the second factor parameter, the vehicle vibration condition is considered critical; that is, the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is within a certain range. Figure 3 When the range is within region 2, it indicates that the engine's intake air quality and the carbon canister desorption flow rate are at a critical operating condition.

[0081] By employing the above technical solution, based on the real-time acquired vehicle driving parameters, after determining that the vehicle is in idling condition, the current intake air mass of the engine and the current desorption flow rate of the carbon canister are acquired in real time, and the current dimensionless factor parameters are calculated. Based on the current dimensionless factor parameters and a preset vehicle vibration model, the current vibration condition of the vehicle is determined. The engine intake air mass and carbon canister desorption flow rate are controlled according to the current vibration condition, ensuring that the vehicle's vibration condition is at a critical or non-vibrating state. Thus, a vehicle vibration model containing the correspondence between the engine intake air mass and carbon canister desorption flow rate under idling conditions and the vehicle vibration condition is pre-installed in the vehicle. When the vehicle is in a vibrating state, only the current engine intake air mass and carbon canister desorption flow rate need to be acquired in real time, and based on the preset vehicle vibration model, the current engine intake air mass and carbon canister desorption flow rate can be adjusted in a timely manner to bring the vehicle into a critical or non-vibrating state, solving the vibration problem caused by unstable engine combustion and increasing user comfort and experience.

[0082] In one specific embodiment of the present invention, step S3, controlling the current intake air quality of the engine and the current desorption flow of the carbon canister according to the current vibration condition of the vehicle, so that the current vibration condition of the vehicle is in a critical condition or a non-vibrating condition, includes: if the current vibration condition of the vehicle is a vibrating condition, obtaining the comprehensive performance influence parameters of the engine, and determining whether the comprehensive performance influence parameters are greater than the influence parameter threshold.

[0083] If so, adjust the current intake air quality of the engine and the current desorption flow of the carbon canister so that the current dimensionless factor parameter is greater than or equal to the threshold of the first factor parameter and less than the threshold of the second factor parameter, and the current vibration condition of the vehicle enters the critical condition.

[0084] If not, adjust the current intake air quality of the engine and the current desorption flow of the carbon canister so that the current dimensionless factor parameter is greater than or equal to the threshold of the second factor parameter, and the vehicle's current vibration condition enters the vibration-free condition.

[0085] Since engine vibration can lead to customer complaints, it is necessary to adjust the engine's vibration condition to a critical or non-vibrating condition. Whether the engine's vibration condition reaches a critical or non-vibrating condition depends on the engine's overall performance parameters.

[0086] It should be noted that the magnitude of the engine's overall performance influencing parameters represents the magnitude of its impact on the engine system. If the engine's overall performance influencing parameters are relatively large, it means that changes in these parameters have a significant impact on the engine system, and the engine parameters are not suitable for large-scale adjustments. In this case, the priority is to bring the engine's vibration condition to the critical operating condition. If the engine's overall performance influencing parameters are relatively small, it means that changes in these parameters have a relatively small impact on the engine system, and even large-scale adjustments to the engine parameters will not have a significant impact on the engine's overall performance. In this case, the priority is to bring the engine's vibration condition to the vibration-free operating condition.

[0087] Based on the magnitude of the comprehensive performance impact parameters, the engine's current intake air quality and carbon canister desorption flow rate were adjusted more meticulously. Under the premise of minimal impact on the overall performance of the engine system, the vibration problem caused by unstable engine combustion was resolved, increasing user comfort and experience.

[0088] In one specific embodiment of the present invention, step S3, which involves controlling the current intake air quality of the engine and the current desorption flow rate of the carbon canister based on the current vibration condition of the vehicle, so that the current vibration condition of the vehicle is in a critical condition or a vibration-free condition, further includes:

[0089] If the current vibration condition of the vehicle is a critical condition, then obtain the comprehensive performance impact parameters of the engine and determine whether the comprehensive performance impact parameters are less than or equal to the impact parameter threshold.

[0090] If so, adjust the current intake air quality of the engine and the current desorption flow of the carbon canister so that the current dimensionless factor parameter is greater than or equal to the threshold of the second factor parameter, and the vehicle's current vibration condition enters the non-vibration condition.

[0091] If not, the current intake air quality of the engine and the current desorption flow of the carbon canister remain unchanged, keeping the vehicle's current vibration condition at the critical level.

[0092] If the vehicle's current vibration condition is a non-vibration condition, then the engine's current intake air quality and the carbon canister's current desorption flow rate remain unchanged, thus keeping the vehicle's current vibration condition in a non-vibration condition.

[0093] It should be noted that when the vehicle's vibration condition reaches the critical point, although the vehicle is not in a vibration-free state, it is likely to enter a vibration-free state. At this time, based on the magnitude of the overall performance parameters affecting the engine, it is determined whether the vehicle should enter a vibration-free state. This solves the vibration problem caused by unstable engine combustion with minimal impact on the overall performance of the engine system, thereby increasing user comfort and experience.

[0094] In one specific embodiment of the present invention, obtaining the comprehensive performance impact parameters of the engine includes: obtaining the number of parameters of the relevant data of the engine to be adjusted, the values ​​of each parameter of the relevant data before adjustment, and the values ​​of each parameter of the relevant data after adjustment.

[0095] The parameters affecting the overall performance of the engine are determined based on the number of parameters, the values ​​of each parameter in the relevant data before adjustment, and the values ​​of each parameter in the relevant data after adjustment.

[0096] Specifically, the parameters affecting the overall performance of an engine can include engine speed, output torque, output power, air-fuel ratio, fuel consumption per unit time, etc. Each parameter can be read by connecting the vehicle's OBD interface through the vehicle calibration tool INCA.

[0097] In one specific implementation, the overall performance impact parameters of the engine are determined according to the following formula:

[0098]

[0099] Where f(X) is the comprehensive performance influence parameter, n is the number of parameters, and X i0 X represents the value of the i-th parameter of the relevant data before adjustment. i This is the adjusted value of the i-th parameter of the relevant data.

[0100] Specifically, the threshold for the influencing parameter can be 0.05.

[0101] It should be noted that the threshold values ​​for the influencing parameters can be other values. Different vehicle models have different impacts on the overall performance of their engines. Therefore, the threshold values ​​for the influencing parameters can be obtained through calibration based on the specific vehicle model.

[0102] In one specific embodiment of the present invention, the vehicle idling control method is applicable to idling conditions in high-altitude environments. To facilitate vehicle idling control in high-altitude environments, a preset vehicle vibration model includes the correspondence between engine intake air quality and carbon canister desorption flow rate and vehicle vibration conditions at different altitudes during idling.

[0103] As mentioned earlier, in high-altitude environments, due to the thin air and low oxygen content in the same volume of air, the effective oxygen content in the engine cylinder is much lower than in plains areas at the same engine speed and intake volume. This makes engine combustion more unstable, leading to increased engine vibration and causing complaints from passengers, thus affecting ride comfort. The vehicle idling control method of this invention utilizes a preset vehicle vibration model to determine the relationship between engine intake air quality, carbon canister desorption flow rate, and vehicle vibration conditions at different altitudes during idling. When the vehicle is in a vibration state, the method can determine the vehicle's vibration condition based on the acquired altitude, current engine intake air quality, and current carbon canister desorption flow rate. Then, according to the preset vehicle vibration model and the aforementioned control method, the current engine intake air quality and current carbon canister desorption flow rate are adjusted to bring the vehicle into a vibration-free or critical condition during high-altitude idling.

[0104] It should be noted that plateau environments usually refer to environments with an altitude of over 3,000 meters.

[0105] Next, see Figures 4A-5B Taking a 1.5T SUV model under high-altitude idling conditions as an example, this paper explains the technical effects of existing methods for solving vibration problems and the vehicle idling control method provided by this invention.

[0106] Figure 4A This diagram illustrates the vehicle's vibration conditions under high-altitude idling conditions without any intervention. The horizontal axis represents time, and the vertical axis represents the vehicle's vibration amplitude.

[0107] Figure 4B This diagram illustrates the vehicle's vibration conditions after the suspension mounts were replaced, under high-altitude idling conditions. The horizontal axis represents time, and the vertical axis represents the vehicle's vibration amplitude.

[0108] Figure 4C This diagram illustrates the vehicle's vibration conditions after replacing the DMF (Digital Fluid Filter) during idling at high altitudes. The horizontal axis represents time, and the vertical axis represents the vehicle's vibration amplitude.

[0109] like Figures 4A-4CAs shown, when the vehicle is idling at high altitude, replacing the hardware affecting idling vibration, namely the vehicle's mounts and DMF, through conventional means does not significantly change the vehicle's vibration amplitude, and the vibration is not improved.

[0110] Furthermore, Figures 5A-5B The diagram shows the effect of improving the vibration condition of a vehicle by using the vehicle idling condition control method provided by the present invention.

[0111] Figure 5A This diagram illustrates the original vibration conditions of the vehicle under idling conditions at high altitudes. The horizontal axis represents time, and the vertical axis represents the vehicle's vibration amplitude. Figure 5B This is a schematic diagram of the vehicle's vibration condition obtained after using the vehicle idling condition control method provided by the present invention to control the vehicle's vibration condition under high-altitude idling conditions.

[0112] like Figures 5A-5B As shown, by adjusting the ratio of the engine's current intake air quality to the carbon canister's current desorption flow, the vehicle's vibration amplitude is significantly reduced, solving the idling vibration problem that affects vehicle comfort and greatly saving on parts and labor costs associated with hardware replacement.

[0113] Example 2

[0114] The present invention also discloses a control system for vehicle idling conditions, used to execute the vehicle idling condition control method described in Example 1.

[0115] See Figure 6 The control system includes:

[0116] The acquisition device 10 is used to acquire the vehicle's current driving parameters, the engine's current intake air quality, and the carbon canister's current desorption flow rate in real time.

[0117] The judgment device 20 is connected to the acquisition device 10 and is used to determine whether the vehicle is in an idling condition based on the driving parameters acquired by the acquisition device 10.

[0118] The computing device 30, connected to the acquisition device 10, is used to calculate the current dimensionless factor parameter according to the following formula:

[0119]

[0120] Where Δ is the current dimensionless factor parameter; m 进 Q represents the current intake air mass of the engine, expressed in kg / h, indicating the intake air mass per unit time; 碳 This represents the current desorption flow rate of the carbon canister, expressed in kg / h, indicating the desorption flow rate per unit time.

[0121] The control device 40 is connected to the computing device 30 and is used to determine the current vibration condition of the vehicle based on the current dimensionless factor parameters and the preset vehicle vibration model. Based on the current vibration condition of the vehicle, the control device 40 controls the current intake air quality of the engine and the current desorption flow of the carbon canister so that the current vibration condition of the vehicle is in a critical condition or a vibration-free condition.

[0122] The preset vehicle vibration model establishes a correspondence between the engine's intake air mass and the carbon canister's desorption flow rate under idling conditions and the vehicle's vibration conditions. This correspondence is as follows: when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is less than the first factor parameter threshold, the vehicle vibration condition is a shaking condition; when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is greater than or equal to the first factor parameter threshold and less than the second factor parameter threshold, the vehicle vibration condition is a critical condition; when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is greater than or equal to the second factor parameter threshold, the vehicle vibration condition is a non-shaking condition. Furthermore, the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is a dimensionless factor parameter, and the first factor parameter threshold is less than the second factor parameter threshold.

[0123] Example 3

[0124] The present invention also discloses a vehicle, including the vehicle idling condition control system of Embodiment 2.

[0125] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. A method for controlling vehicle idling speed, characterized in that, Includes the following steps: S1: Real-time acquisition of the vehicle's current driving parameters, and determination of whether the vehicle is in idling condition based on the vehicle's current driving parameters; If so, proceed to step S2; If not, continue to determine whether the vehicle is idling. S2: Real-time acquisition of the engine's current intake air quality and the current desorption flow rate of the carbon canister, and calculation of the current dimensionless factor parameter according to the following formula: Where Δ is the current dimensionless factor parameter; m 进 The current intake air mass of the engine, expressed in kg / h, represents the intake air mass per unit time; Q 碳 The current desorption flow rate of the carbon canister is expressed in kg / h, representing the desorption flow rate per unit time. S3: Based on the current dimensionless factor parameters and the preset vehicle vibration model, determine the current vibration condition of the vehicle, and control the current intake air quality of the engine and the current desorption flow of the carbon canister according to the current vibration condition of the vehicle, so that the current vibration condition of the vehicle is in a critical condition or a non-vibrating condition. The preset vehicle vibration model establishes a correspondence between the engine's intake air mass and the carbon canister's desorption flow rate under idling conditions and the vehicle's vibration conditions. This correspondence is as follows: when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is less than a first factor parameter threshold, the vehicle vibration condition is a shaking condition; when the ratio is greater than or equal to the first factor parameter threshold and less than a second factor parameter threshold, the vehicle vibration condition is a critical condition; when the ratio is greater than or equal to the second factor parameter threshold, the vehicle vibration condition is a non-shaking condition. Furthermore, the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is a dimensionless factor parameter, and the first factor parameter threshold is less than the second factor parameter threshold.

2. The vehicle idling speed control method as described in claim 1, characterized in that, In step S3, the step of controlling the engine's current intake air quality and the carbon canister's current desorption flow rate based on the vehicle's current vibration condition, so that the vehicle's current vibration condition is at a critical or non-vibration condition, includes: If the current vibration condition of the vehicle is the shaking condition, then the comprehensive performance impact parameter of the engine is obtained, and it is determined whether the comprehensive performance impact parameter is greater than the impact parameter threshold. If so, the current intake air quality of the engine and the current desorption flow rate of the carbon canister are adjusted so that the current dimensionless factor parameter is greater than or equal to the first factor parameter threshold and less than the second factor parameter threshold, and the current vibration condition of the vehicle enters the critical condition. If not, adjust the current intake air quality of the engine and the current desorption flow rate of the carbon canister so that the current dimensionless factor parameter is greater than or equal to the second factor parameter threshold, and the current vibration condition of the vehicle enters the vibration-free condition.

3. The vehicle idling speed control method as described in claim 2, characterized in that, In step S3, the step of controlling the engine's current intake air quality and the carbon canister's current desorption flow rate based on the vehicle's current vibration condition, so that the vehicle's current vibration condition is at a critical or non-vibration condition, further includes: If the current vibration condition of the vehicle is the critical condition, then the comprehensive performance impact parameter of the engine is obtained, and it is determined whether the comprehensive performance impact parameter is less than or equal to the impact parameter threshold. If so, adjust the current intake air quality of the engine and the current desorption flow rate of the carbon canister so that the current dimensionless factor parameter is greater than or equal to the second factor parameter threshold, and the current vibration condition of the vehicle enters the non-vibration condition. If not, the current intake air mass of the engine and the current desorption flow rate of the carbon canister are kept constant, so that the current vibration condition of the vehicle is kept at the critical condition. If the current vibration condition of the vehicle is the non-vibration condition, then the current intake air mass of the engine and the current desorption flow rate of the carbon canister are kept unchanged, so that the current vibration condition of the vehicle is maintained in the non-vibration condition.

4. The vehicle idling speed control method as described in claim 3, characterized in that, Obtain the comprehensive performance impact parameters of the engine, including: Obtain the number of parameters of the relevant data of the engine to be adjusted, the values ​​of each parameter of the relevant data before adjustment, and the values ​​of each parameter of the relevant data after adjustment; The comprehensive performance impact parameters of the engine are determined based on the number of parameters, the values ​​of each parameter in the relevant data before adjustment, and the values ​​of each parameter in the relevant data after adjustment.

5. The vehicle idling speed control method as described in claim 4, characterized in that, The comprehensive performance impact parameters of the engine are determined according to the following formula: Where f(X) is the comprehensive performance influence parameter, n is the number of parameters, and X i0 X is the value of the i-th parameter of the relevant data before adjustment. i The value of the i-th parameter of the relevant data after adjustment.

6. The vehicle idling speed control method as described in claim 2, characterized in that, The threshold value for the influence parameter is 0.

05.

7. The vehicle idling speed control method according to any one of claims 1-6, characterized in that, The control method described is applicable to idling conditions in high-altitude environments.

8. The vehicle idling speed control method as described in claim 7, characterized in that, The preset vehicle vibration model includes the correspondence between the engine's intake air quality and the carbon canister's desorption flow rate and the vehicle vibration conditions under different altitude environments during vehicle idling.

9. A control system for vehicle idling conditions, characterized in that, The control system is used to perform the vehicle idling condition control method as described in any one of claims 1-8, the control system comprising: Acquisition device, used to acquire the vehicle's current driving parameters, as well as the engine's current intake air quality and the carbon canister's current desorption flow rate in real time; A judging device, connected to the acquiring device, is used to judge whether the vehicle is in an idling condition based on the driving parameters acquired by the acquiring device. A computing device, connected to the acquisition device, is used to calculate the current dimensionless factor parameter according to the following formula: Where Δ is the current dimensionless factor parameter; m 进 The current intake air mass of the engine, expressed in kg / h, represents the intake air mass per unit time; Q 碳 The current desorption flow rate of the carbon canister is expressed in kg / h, representing the desorption flow rate per unit time. A control device, which is connected to the computing device, is used to determine the current vibration condition of the vehicle based on the current dimensionless factor parameters and the preset vehicle vibration model, and to control the current intake air quality of the engine and the current desorption flow of the carbon canister based on the current vibration condition of the vehicle, so that the current vibration condition of the vehicle is in a critical condition or a vibration-free condition. The preset vehicle vibration model establishes a correspondence between the engine's intake air mass and the carbon canister's desorption flow rate under idling conditions and the vehicle's vibration conditions. This correspondence is as follows: when the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is less than a first factor parameter threshold, the vehicle vibration condition is a shaking condition; when the ratio is greater than or equal to the first factor parameter threshold and less than a second factor parameter threshold, the vehicle vibration condition is a critical condition; when the ratio is greater than or equal to the second factor parameter threshold, the vehicle vibration condition is a non-shaking condition. Furthermore, the ratio of the engine's intake air mass to the carbon canister's desorption flow rate is a dimensionless factor parameter, and the first factor parameter threshold is less than the second factor parameter threshold.

10. A vehicle, characterized in that, Including the vehicle idling condition control system as described in claim 9.

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