An idling speed adjustment method, device, equipment, storage medium and program product

Abstract

This invention relates to the field of vehicle auxiliary control technology, and discloses an idle speed adjustment method, device, equipment, storage medium, and program product, comprising: when a rapid change in engine speed is detected, acquiring vehicle driving parameters and determining the current vehicle gear mode based on the vehicle driving parameters, wherein the rapid change in engine speed includes rapid deceleration and rapid acceleration of engine speed; querying the corresponding current PID parameters and current torque compensation factor based on the current vehicle gear mode; calculating a first compensation torque and a second compensation torque using the current PID parameters and the current torque compensation factor respectively; obtaining the current compensation torque by fusing the first compensation torque and the second compensation torque; and performing fuel supply compensation to the engine based on the current compensation torque. This invention improves the stability of the engine speed rapidly changing to the idle speed setpoint.

Description

Technical Field

[0001] This invention relates to the field of vehicle auxiliary control technology, specifically to an idle speed adjustment method, device, equipment, storage medium, and program product. Background Technology

[0002] Heavy trucks are widely used in engineering fields. Due to the inertia of engine speed drop, some models experience excessive speed drop when transitioning from high speed to low idle, leading to driving discomfort or even stalling, severely impacting driving comfort. For such rapid deceleration conditions, two strategies are often employed: deceleration fuel cut-off and fuel supply restoration. During deceleration fuel cut-off, the engine speed decreases. Fuel supply is restored prematurely when the engine decelerates to near but before reaching the low idle threshold. This is combined with PID control to smoothly decelerate the engine speed to near the low idle threshold. While this method can overcome the inertia of engine speed drop when transitioning from high speed to low idle to some extent, the rate of engine speed drop, or the rate of change of speed, is not constant due to changes in vehicle gears. Therefore, current methods still suffer from inaccurate idle speed adjustment, and their accuracy needs improvement. Summary of the Invention

[0003] In view of this, the present invention provides an idle speed adjustment method, apparatus, device, storage medium, and program product to solve the problem that the engine speed cannot be stabilized at the idle speed set value when it changes rapidly.

[0004] In a first aspect, the present invention provides an idle speed adjustment method, the method comprising: when a sudden change in engine speed is detected in a vehicle, acquiring vehicle driving parameters, and determining the current vehicle gear mode based on the vehicle driving parameters, wherein the sudden change in engine speed includes sudden deceleration and sudden acceleration of engine speed; querying the corresponding current PID parameters and current torque compensation factor based on the current vehicle gear mode; calculating a first compensation torque and a second compensation torque using the current PID parameters and the current torque compensation factor respectively; obtaining a current compensation torque by fusing the first compensation torque and the second compensation torque, and performing fuel supply compensation to the engine based on the current compensation torque.

[0005] In one optional implementation, the current vehicle gear mode includes a neutral low idle mode, a geared low idle mode, a geared low idle mode with braking, a neutral high idle mode, and a geared high idle mode.

[0006] In one optional implementation, when a rapid deceleration of engine speed occurs, determining the current vehicle gear mode based on the vehicle driving parameters includes: when the transmission ratio is greater than a preset transmission ratio threshold, and the difference between the engine speed and the low idle speed setting is less than or equal to a first preset speed value, determining the current vehicle gear mode as the neutral low idle mode, wherein the transmission ratio is the ratio of engine speed to vehicle speed, the preset transmission ratio threshold is a positive number, and the first preset speed value is a positive number; when the transmission ratio is less than or equal to the preset transmission ratio threshold, and the difference between the engine speed and the low idle speed setting is less than or equal to a second preset speed value, determining the current vehicle gear mode as the geared low idle mode, wherein the second preset speed value is a positive number; when the transmission ratio is less than or equal to the preset transmission ratio threshold, and the difference between the engine speed and the low idle speed setting is less than or equal to a third preset speed value, determining the current vehicle gear mode as the geared low idle mode with braking, wherein the third preset speed value is a negative number.

[0007] In one optional implementation, the error of the current PID parameter is proportional to the gear value in the current vehicle gear mode, and when the current vehicle gear is in gear, the proportional coefficient for detecting a brake signal is defined as a preset multiple of the proportional coefficient when no brake signal is detected, the preset multiple being a positive number greater than 1; the current torque compensation factor is negative, and the current torque compensation factor is defined to decrease as the rate of change of engine speed decreases.

[0008] In one optional implementation, when a rapid acceleration of engine speed occurs, determining the current vehicle gear mode based on the vehicle driving parameters includes: when the transmission ratio is greater than a preset transmission ratio threshold, and the difference between the engine speed and the high idle speed setting value is greater than or equal to a fourth preset speed value, determining the current vehicle gear mode as the neutral high idle speed mode, wherein the transmission ratio is the ratio of engine speed to vehicle speed, the preset transmission ratio threshold is a positive number, and the fourth preset speed value is a negative number; when the transmission ratio is less than or equal to the preset transmission ratio threshold, and the difference between the engine speed and the high idle speed setting value is greater than or equal to a fifth preset speed value, determining the current vehicle gear mode as the geared high idle speed mode, wherein the fifth preset speed value is a negative number.

[0009] In one alternative implementation, the error of the current PID parameter is proportional to the gear value in the current vehicle gear mode; the current torque compensation factor is negative, and the current torque compensation factor is defined to decrease as the rate of change of engine speed increases.

[0010] In one optional implementation, calculating the second compensation torque using the current torque compensation factor includes: calculating the second compensation torque based on the product of the current torque compensation factor and the engine speed change rate, wherein the engine speed change rate is the speed change rate per unit time.

[0011] Secondly, the present invention provides an idle speed adjustment device, the device comprising: a gear mode detection module, used to acquire vehicle driving parameters when a sudden change in engine speed is detected, and to determine the current vehicle gear mode based on the vehicle driving parameters, wherein the sudden change in engine speed includes sudden deceleration and sudden acceleration of engine speed; an adjustment information query module, used to query the corresponding current PID parameters and current torque compensation factor based on the current vehicle gear mode; a compensation torque calculation module, used to calculate a first compensation torque and a second compensation torque respectively using the current PID parameters and the current torque compensation factor; and an idle speed adjustment module, used to obtain a current compensation torque based on the fusion of the first compensation torque and the second compensation torque, and to perform fuel supply compensation to the engine based on the current compensation torque.

[0012] Thirdly, the present invention provides a computer device, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method described in the first aspect or any corresponding embodiment thereof.

[0013] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the method described in the first aspect or any corresponding embodiment thereof.

[0014] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to perform the method described in the first aspect or any corresponding embodiment thereof.

[0015] The technical solution provided by the embodiments of the present invention has the following advantages:

[0016] This invention pre-configures different PID adjustment strategies and torque compensation factors for different vehicle gears, thereby adapting to the different shift rates when the engine speed changes rapidly under different gear conditions. This makes the speed adjustment parameters more accurate. By adaptively calculating the compensation torque based on the actual gear, the engine is compensated for fuel supply during the fuel supply phase according to the current compensation torque. This avoids excessive overshoot of the engine speed due to inertia, improves the accuracy of stabilizing the engine speed to the idle speed setpoint, and reduces the discomfort of driving the vehicle for the user. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating an idle speed adjustment method according to an embodiment of the present invention;

[0019] Figure 2 This is another schematic flowchart of an idle speed adjustment method according to an embodiment of the present invention;

[0020] Figure 3 This is another schematic flowchart of an idle speed adjustment method according to an embodiment of the present invention;

[0021] Figure 4 This is a structural block diagram of an idle speed adjustment device according to an embodiment of the present invention;

[0022] Figure 5 This is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] According to an embodiment of the present invention, an embodiment of an idle speed adjustment method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0025] This embodiment provides an idle speed adjustment method, which can be used in the aforementioned computer equipment. Figure 1 This is a flowchart of an idle speed adjustment method according to an embodiment of the present invention, the process including the following steps:

[0026] Step S101: When a sudden change in engine speed is detected, the vehicle driving parameters are obtained, and the current vehicle gear mode is determined based on the vehicle driving parameters. The sudden change in engine speed includes sudden deceleration of engine speed and sudden acceleration of engine speed.

[0027] Specifically, in this embodiment of the invention, the engine speed is monitored in real time by the vehicle controller, so as to determine whether the accelerator is released or the brake is applied based on the rapid change in engine speed. In addition, in this invention, the rapid speed change condition of the engine speed includes rapid deceleration of engine speed and rapid acceleration of engine speed. Therefore, the technical solution provided by this embodiment is not only applicable to the transition of the engine from high speed to low idle speed when the accelerator is released, but also applicable to the scenario of the engine transitioning from low speed to high idle speed when the accelerator is pressed.

[0028] When a sudden change in engine speed is detected, this embodiment collects vehicle driving parameters such as vehicle speed, braking signal, gear signal, and acceleration. Then, based on the vehicle driving parameters, it identifies the current vehicle gear mode, determines whether the vehicle is in neutral or in gear, and can further determine the specific gear level.

[0029] Step S102: Query the corresponding current PID parameters and current torque compensation factor according to the current vehicle gear mode.

[0030] Specifically, this embodiment of the invention pre-configures different PID parameters for different vehicle gears, employing different PID adjustment strategies and torque compensation factors to adapt to varying shift rates during rapid engine speed changes in different gears, thus making the speed adjustment parameters more accurate. For example, when the engine speed changes more drastically, the PID adjustment strategy should prioritize speed control, resulting in a larger proportional coefficient in the PID. Similarly, the torque compensation factor should be adaptively adjusted, with a larger calculated compensation torque when the engine speed changes more drastically, to avoid excessive engine speed deceleration or overspeeding due to the large inertia from excessive speed drop to rise. In some embodiments, the torque compensation factor can be a value relating to the distance between the low idle speed setpoint and the high idle speed setpoint, such as the idle fuel quantity control compensation DT1 algorithm mentioned in the method of early fuel supply recovery. When the engine speed reaches a certain position away from the idle speed setpoint, fuel supply is advanced, and the torque compensation factor is set according to that position. The idle fuel quantity control compensation DT1 algorithm is prior art and will not be described in detail in this embodiment. The torque compensation factor can also be a coefficient relating to the rate of change of engine speed to adapt to different engine speed change conditions.

[0031] Step S103: Calculate the first compensation torque and the second compensation torque using the current PID parameters and the current torque compensation factor, respectively.

[0032] Step S104: The current compensation torque is obtained by fusing the first compensation torque and the second compensation torque, and the fuel supply to the engine is compensated according to the current compensation torque.

[0033] Specifically, the compensation torque is finally calculated adaptively based on the actual gear position. The current compensation torque is calculated using PID parameters and the current torque compensation factor to calculate the first compensation torque and the second compensation torque, respectively, and then fused together. In one specific embodiment, the current compensation torque is equal to the sum of the first and second compensation torques. Since the current compensation torque is calculated based on the compensation torque under various gear conditions, the stability of the vehicle at low or high idle speeds is further improved. During the fuel supply phase, fuel supply compensation is performed on the engine based on the current compensation torque to avoid excessive overshoot of engine speed due to inertia, thus improving the accuracy of stabilizing the engine speed to the idle speed setpoint. The torque compensation scheme has a higher matching degree with the user's gear selection, reducing the discomfort of driving the vehicle. The specific process of determining the proportional, integral, and derivative adjustment characteristics based on PID parameters and then calculating the compensation torque is existing technology and will not be described in detail in this embodiment. The method of calculating the compensation torque through the torque compensation factor can be defined according to the user's needs, as long as it conforms to the proportional relationship that the calculated compensation torque is larger when the engine speed changes more drastically.

[0034] In some alternative implementations, the current vehicle gear mode includes neutral low idle mode, geared low idle mode, geared low idle mode with brake applied, neutral high idle mode, and geared high idle mode.

[0035] Specifically, this invention distinguishes between three modes for rapid engine deceleration: neutral low idle mode, geared low idle mode, and geared low idle mode with braking. It fully considers the significant difference in engine speed drop rates when releasing the accelerator in neutral and geared, and the significant difference in engine speed drop rates when braking in geared and without braking. Different PID parameters and torque compensation factors are configured for each mode to adapt to the three main rapid engine deceleration scenarios. Similarly, this invention distinguishes between two modes for rapid engine acceleration: neutral high idle mode and geared high idle mode. It also fully considers the significant difference in engine speed increase rates when accelerating in neutral and geared, and different PID parameters and torque compensation factors are configured for each mode to adapt to the two main rapid engine acceleration scenarios.

[0036] In some alternative embodiments, when a rapid deceleration of engine speed occurs, step S101 above includes:

[0037] Step a1: When the transmission ratio is greater than the preset transmission ratio threshold and the difference between the engine speed and the low idle speed setting value is less than or equal to the first preset speed value, the current vehicle gear mode is determined to be neutral low idle speed mode. The transmission ratio is the ratio of engine speed to vehicle speed. The preset transmission ratio threshold is a positive number and the first preset speed value is a positive number.

[0038] Step a2: When the transmission ratio is less than or equal to the preset transmission ratio threshold, and the difference between the engine speed and the low idle speed setting value is less than or equal to the second preset speed value, it is determined that the current vehicle gear mode is the low idle speed mode with gear, and the second preset speed value is a positive number.

[0039] Step a3: When the transmission ratio is less than or equal to the preset transmission ratio threshold, and the difference between the engine speed and the low idle speed setting value is less than or equal to the third preset speed value, it is determined that the current vehicle gear mode is the low idle speed mode with gear and braking, and the third preset speed value is negative.

[0040] Specifically, the embodiments of the present invention provide determination conditions for the neutral low idle mode, the geared low idle mode, and the geared low idle mode with brake applied, such as... Figure 2 As shown, this embodiment determines the vehicle's current gear, such as neutral or engaged, based on the transmission ratio calculated from the ratio of engine speed to vehicle speed. If engaged, the specific gear number can also be determined. Since the vehicle speed is almost zero in neutral, the ratio of engine speed to vehicle speed is relatively large, requiring a large transmission ratio. A preset transmission ratio threshold is established. When the transmission ratio is greater than the preset threshold, the vehicle is considered to be in neutral; otherwise, it is engaged. The specific gear can be determined by referring to a table based on the transmission ratio. Furthermore, the torque compensation used for idle speed adjustment does not intervene as soon as the engine speed begins to decrease. Instead, it calculates the difference between the engine speed and the low idle speed setting. When this difference is less than or equal to a first preset speed value, it indicates that the engine speed has dropped very close to the low idle speed setting. At this point, the idle speed adjustment strategy intervenes, ensuring a smooth transition in engine speed and preventing excessive engine speed drop, thus improving driving efficiency.

[0041] For example, when the transmission ratio is greater than 100 (assuming a preset transmission ratio threshold of 100, this is just an example and not a limitation), and the engine speed minus the low idle speed setting value is less than or equal to 300 rpm (for example, the engine speed range is 600 rpm to 2090 rpm, the low idle speed setting value can be set to 600 rpm, and the first preset speed value can be 300 rpm, 200 rpm, 100 rpm, etc. In this embodiment, the first preset speed value is set to 300 rpm, this is just an example and not a limitation), then it is determined that the vehicle has entered the neutral low idle speed mode. At this time, the idle speed adjustment strategy begins to intervene in the engine to avoid the engine speed from decelerating too much and to adjust the engine speed to a stable transition to the low idle speed setting value.

[0042] Similarly, for example, when the gear ratio is ≤100 and the engine speed - low idle speed setting value is ≤300rpm (in this embodiment, the second preset speed value is set to 300rpm, which is only used as an example and not limited to this), it is determined that the vehicle has entered the low idle speed mode with gear. At this time, the idle speed adjustment strategy begins to intervene in the engine to avoid the engine speed from decelerating too much and to adjust the engine speed to a stable transition to the low idle speed setting value.

[0043] Similarly, for example, when the gear ratio is ≤100, it can be determined to be in gear mode. Then, when the engine speed - low idle speed setting value is ≤-50rpm (taking -50rpm as the third preset speed value as an example only, not limited to this), it means that when the car is in gear mode and the brake is applied, the engine speed drops significantly and the engine speed is lower than the low idle speed setting value, causing the difference to become a negative number. Thus, the third preset speed value is set to be negative. Therefore, it can be accurately determined that the brake is applied when the engine speed - low idle speed setting value is ≤-50rpm, and the current mode is gear mode with brake application and low idle speed. The idle speed adjustment strategy intervenes at this time.

[0044] Based on the above judgment conditions, three modes can be accurately identified, and when the conditions corresponding to the three modes are met, the idle speed adjustment strategy is intervened in a timely manner. The corresponding PID parameters and torque compensation factors are selected to calculate the corresponding compensation torque, so as to realize adaptive idle speed conditions and ensure a smooth transition of the engine from high speed to low idle speed.

[0045] In some optional implementations, the error of the current PID parameter is proportional to the gear value in the current vehicle gear mode, and when the current vehicle gear is in gear, the proportional coefficient for detecting a brake signal is defined as a preset multiple of the proportional coefficient when no brake signal is detected, and the preset multiple is a positive number greater than 1; the current torque compensation factor is negative, and the current torque compensation factor is defined to decrease as the rate of change of engine speed decreases.

[0046] Specifically, in this embodiment of the invention, the error of the current PID parameter is defined to be proportional to the gear value in the current vehicle gear mode. In other words, the requirement for the PID parameter tuning error increases in the order of neutral low idle mode, geared low idle mode, and geared low idle mode with brake.

[0047] The purpose of this approach is to address the following: Higher gears result in more unstable driving scenarios (e.g., heavier loads, greater impact of road bumps on vehicle stability), allowing for more lenient PID parameter tuning requirements, larger tuning errors, and more relaxed PID adjustment requirements. This facilitates efficient driving and avoids issues like untimely torque compensation. Conversely, lower gears result in more stable driving scenarios, requiring stricter PID parameter tuning, smaller tuning errors, and more stringent PID adjustment requirements. This allows more time for adjusting engine speed to stabilize near the low idle speed setpoint. For example, in one specific embodiment, the PID parameter tuning convergence condition for the neutral low idle mode is defined as the engine speed freely dropping to at least 10 rpm below the low idle speed setpoint after deceleration, with the error between the stabilized engine speed and the low idle speed setpoint within ±2 rpm. Conversely, the PID parameter tuning convergence condition for the geared low idle mode is defined as the engine speed freely dropping to at least 50 rpm below the low idle speed setpoint, with the error between the stabilized engine speed and the low idle speed setpoint within ±10 rpm.

[0048] Furthermore, in this embodiment, the PID parameters used in the low-idle mode with geared braking are defined as follows: the proportional coefficient of the former is a preset multiple of the proportional coefficient of the latter, where the preset multiple is a positive number greater than 1. For example, the proportional coefficient of the low-idle mode with geared braking is 2 to 5 times that of the low-idle mode with geared braking. The purpose is to address the issue of excessive engine speed drop or even stalling during sudden braking in geared conditions, by using a large proportional coefficient based on greater engine compensation torque to allow the engine speed to recover quickly.

[0049] Furthermore, under conditions of rapid engine speed deceleration, the current torque compensation factor is defined as a negative number and is proportional to the rate of change of engine speed. Therefore, the torque compensation factor for each gear mode needs to be selected according to the corresponding rate of change of engine speed. The rate of change of engine speed is the rate of change of engine speed per unit time. Specifically, if it is a low idle speed condition where the engine speed decreases, the rate of change of engine speed is negative; if it is a high idle speed condition where the engine speed increases, the rate of change of engine speed is positive.

[0050] Therefore, when a rapid deceleration of engine speed occurs, because the rate of change of engine speed is negative, and the faster the rate of change of engine speed decreases, the greater the positive compensation torque is required. Thus, a smaller torque compensation factor (negative) is used to obtain a larger compensation torque. In this embodiment, the method for calculating the second compensation torque is to calculate the product of the rate of change of engine speed (negative) and the torque compensation factor (negative). The method provided in this embodiment can provide a larger compensation torque (positive) when the rate of change of engine speed (negative) is faster, resulting in high computational efficiency and effectively curbing the rapid decline in engine speed, providing more reliable torque compensation parameters for a stable transition of engine speed.

[0051] Specifically, in some optional embodiments, when the engine speed rapidly increases, the above step S101 includes:

[0052] Step b1: When the transmission ratio is greater than the preset transmission ratio threshold and the difference between the engine speed and the high idle speed setting value is greater than or equal to the fourth preset speed value, the current vehicle gear mode is determined to be neutral high idle speed mode. The transmission ratio is the ratio of engine speed to vehicle speed. The preset transmission ratio threshold is a positive number and the fourth preset speed value is a negative number.

[0053] Step b2: When the transmission ratio is less than or equal to the preset transmission ratio threshold, and the difference between the engine speed and the high idle speed setting value is greater than or equal to the fifth preset speed value, the current vehicle gear mode is determined to be the high idle speed mode with gear, and the fifth preset speed value is negative.

[0054] Specifically, related technologies often focus on the smooth transition of engine speed from high speed to low idle speed, while neglecting the stability of engine speed rising to high idle speed. When a vehicle engine is running near high idle speed, the engine's torque strategy is: output torque = throttle demand torque + high idle speed adjustment torque. In real-world applications, the throttle demand torque is generally large, even exceeding the engine's actual maximum capacity. If no high idle speed adjustment torque (usually a negative value) is added, the output torque will surge excessively, exceeding the engine's capacity. Furthermore, at high idle speed, the engine speed is also unstable due to unstable load. Therefore, a smooth transition adjustment of engine speed when it rises to near high idle speed is crucial.

[0055] The embodiments of the present invention provide determination conditions for neutral high idle mode and geared high idle mode, such as... Figure 3As shown, this embodiment determines the vehicle's current gear, such as neutral or engaged, based on the transmission ratio calculated from the ratio of engine speed to vehicle speed. If engaged, the specific gear number can also be determined. Since the vehicle speed is almost zero in neutral, the ratio of engine speed to vehicle speed is relatively large, requiring a large transmission ratio. A preset transmission ratio threshold is established. When the transmission ratio exceeds this threshold, the vehicle is considered to be in neutral; otherwise, it is engaged. The specific gear can be determined by referring to a table based on the transmission ratio. Furthermore, the torque compensation used for idle speed adjustment does not intervene as soon as the engine speed begins to rise. Instead, it calculates the difference between the engine speed and the high idle speed setting. When this difference is very small, it indicates that the engine speed has risen very close to the high idle speed setting. At this point, the idle speed adjustment strategy intervenes, ensuring a smooth transition in engine speed and allowing it to rise rapidly, thus improving driving efficiency.

[0056] For example, when the gear ratio is greater than 100 (preset gear ratio threshold) and the engine speed minus the high idle speed setting is ≥ -300 rpm, the vehicle is determined to have entered the neutral high idle speed mode, at which point the idle speed adjustment strategy begins to intervene in the engine. For instance, if the engine speed range is 600 rpm to 2090 rpm, the high idle speed setting can be set to 2000 rpm, and the fourth preset speed value can be -300 rpm. Engine speed minus the high idle speed setting ≥ -300 rpm means the idle speed adjustment strategy will only intervene when the engine speed rises to 1700 rpm. If the engine speed rises to 1600 rpm, the idle speed adjustment strategy will not be initiated, preventing premature intervention when engine speed control is not required. This is just an example and not a limitation. By using the above mode judgment conditions, when the vehicle is in neutral, the engine speed is prevented from accelerating excessively when the accelerator is pressed in neutral, and the engine speed is adjusted to smoothly transition to the high idle speed setting.

[0057] Similarly, for example, when the gear ratio is ≤100 and the engine speed - low idle speed setting value is ≥-300rpm (taking the fifth preset speed value of -300rpm as an example only, not limited to this), it can be determined that the vehicle has entered the high idle speed mode with gear. At this time, the idle speed adjustment strategy begins to intervene in the engine to avoid the engine speed from accelerating too much and to adjust the engine speed to a stable transition to the high idle speed setting value.

[0058] In some alternative implementations, the error of the current PID parameter is proportional to the gear value in the current vehicle gear mode; the current torque compensation factor is negative and is defined to decrease as the rate of change of engine speed increases.

[0059] Specifically, in this embodiment of the invention, the error of the current PID parameter is defined to be proportional to the gear value in the current vehicle gear mode. In other words, the requirement for the PID parameter tuning error increases with the order of neutral high idle mode and geared high idle mode.

[0060] The purpose of this approach is that when the gear is higher, the driving scenario is more unstable (e.g., heavy load, bumpy roads significantly impact vehicle stability). In this embodiment, the requirements for PID parameter tuning are more lenient, allowing for larger tuning errors and a more relaxed requirement for PID adjustment effectiveness, facilitating efficient driving and avoiding issues like untimely torque compensation. Conversely, when the gear is lower, the driving scenario is more stable, requiring stricter PID parameter tuning. The tuning error must be sufficiently small, demanding a more rigorous PID adjustment effect, allowing more time to adjust the engine speed and stabilize it near the high idle speed setpoint. For example, in one specific embodiment, the PID parameter tuning convergence condition for the neutral high idle mode is defined as the engine speed rising to no more than 10 rpm when the accelerator is pressed, with the error range between the stabilized engine speed and the high idle speed setpoint within ±5 rpm; while the PID parameter tuning convergence condition for the geared high idle mode is defined as the engine speed rising to no more than 20 rpm when the accelerator is pressed, with the error range between the stabilized engine speed and the high idle speed setpoint within ±10 rpm.

[0061] Furthermore, under conditions of rapid engine speed acceleration, since the compensation torque is the torque that causes the engine speed to decrease in the opposite direction, the current torque compensation factor is defined as a negative number and is inversely proportional to the rate of change of engine speed. Because the rate of change of engine speed is positive under rapid acceleration, the purpose of the torque compensation factor being inversely proportional to the rate of change of engine speed is to use a smaller torque compensation factor (negative number) when the rate of change of engine speed is faster. In this embodiment, the method for calculating the second compensation torque is to calculate the product of the rate of change of engine speed and the torque compensation factor, thereby providing a smaller compensation torque when the rate of change of engine speed is faster (meaning providing a larger compensation torque in the opposite direction of acceleration), curbing the rapid surge of engine speed, and providing more reliable torque compensation parameters for a stable transition of engine speed.

[0062] Finally, the first compensation torque calculated using the PID parameters and the second compensation torque calculated using the torque compensation factor are added together to obtain the current compensation torque. Since the current compensation torque is based on the high idle torque calculated under various operating conditions, it further improves the stability of the vehicle at high idle speeds.

[0063] Specifically, it should be noted that the PID parameters of each gear, as well as the torque compensation factor, low idle speed setting value, high idle speed setting value, and the first to fifth preset speed values ​​of each gear, can be adjusted accordingly through calibration. This embodiment of the invention does not impose any special limitations.

[0064] The technical solution provided by this invention achieves idle speed stability by monitoring the engine speed change rate and pre-injecting fuel. It also adjusts the idle speed PID control based on engine speed and transmission ratio, combined with braking conditions, distinguishing between neutral, other gear ratios, and braking in gear. This allows for the selection of the pre-controlled torque compensation. Furthermore, this strategy is applied to high idle speed stability, enabling the selection of high idle speed PID control and pre-controlled torque compensation for neutral and other gears, ensuring sufficient stability even during high idle speed surges.

[0065] This embodiment also provides an idle speed adjustment device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementations, or a combination of software and hardware, are also possible and contemplated.

[0066] This embodiment provides an idle speed adjustment device, such as... Figure 4 As shown, it includes:

[0067] The gear mode detection module 401 is used to acquire vehicle driving parameters when a sudden change in engine speed is detected, and to determine the current vehicle gear mode based on the vehicle driving parameters. The sudden change in engine speed includes sudden deceleration and sudden acceleration of engine speed.

[0068] Adjust the information query module 402 to query the corresponding current PID parameters and current torque compensation factor based on the current vehicle gear mode.

[0069] The compensation torque calculation module 403 is used to calculate the first compensation torque and the second compensation torque using the current PID parameters and the current torque compensation factor, respectively.

[0070] The idle speed adjustment module 404 is used to obtain the current compensation torque based on the fusion of the first compensation torque and the second compensation torque, and to perform fuel supply compensation to the engine according to the current compensation torque.

[0071] In some alternative implementations, the current vehicle gear mode includes neutral low idle mode, geared low idle mode, geared low idle mode with brake applied, neutral high idle mode, and geared high idle mode.

[0072] In some alternative implementations, when a rapid deceleration of engine speed occurs, the gear mode detection module 401 includes:

[0073] The neutral low idle speed recognition unit is used to determine that the current vehicle gear mode is neutral low idle speed mode when the transmission ratio is greater than the preset transmission ratio threshold and the difference between the engine speed and the low idle speed setting value is less than or equal to the first preset speed value. The transmission ratio is the ratio of engine speed to vehicle speed. The preset transmission ratio threshold is a positive number and the first preset speed value is a positive number.

[0074] The geared low idle speed recognition unit is used to determine that the current vehicle gear mode is geared low idle speed mode when the transmission ratio is less than or equal to a preset transmission ratio threshold and the difference between the engine speed and the low idle speed setting value is less than or equal to a second preset speed value. The second preset speed value is a positive number.

[0075] The geared low-idle braking recognition unit is used to determine that the current vehicle gear mode is geared low-idle mode when the gear ratio is less than or equal to a preset gear ratio threshold and the difference between the engine speed and the low-idle setting value is less than or equal to a third preset speed value. The third preset speed value is a negative number.

[0076] In some optional implementations, the error of the current PID parameter is proportional to the gear value in the current vehicle gear mode, and when the current vehicle gear is in gear, the proportional coefficient for detecting a brake signal is defined as a preset multiple of the proportional coefficient when no brake signal is detected, and the preset multiple is a positive number greater than 1; the current torque compensation factor is negative, and the current torque compensation factor is defined to decrease as the rate of change of engine speed decreases.

[0077] In some alternative implementations, when a rapid acceleration of engine speed occurs, the gear mode detection module 401 includes:

[0078] The neutral high idle speed recognition unit is used to determine that the current vehicle gear mode is neutral high idle speed mode when the transmission ratio is greater than the preset transmission ratio threshold and the difference between the engine speed and the high idle speed setting value is greater than or equal to the fourth preset speed value. The transmission ratio is the ratio of engine speed to vehicle speed. The preset transmission ratio threshold is a positive number and the fourth preset speed value is a negative number.

[0079] The geared high idle speed recognition unit is used to determine that the current vehicle gear mode is geared high idle speed mode when the transmission ratio is less than or equal to a preset transmission ratio threshold and the difference between the engine speed and the high idle speed setting value is greater than or equal to a fifth preset speed value. The fifth preset speed value is a negative number.

[0080] In some alternative implementations, the error of the current PID parameter is proportional to the gear value in the current vehicle gear mode; the current torque compensation factor is negative and is defined to decrease as the rate of change of engine speed increases.

[0081] In some alternative implementations, the compensation torque calculation module 403 includes:

[0082] The second compensation torque calculation unit is used to calculate the second compensation torque based on the product of the current torque compensation factor and the engine speed change rate, where the engine speed change rate is either the rate of decrease or the rate of increase of engine speed. When the engine speed decreases, the rate of change of engine speed is negative, and vice versa.

[0083] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0084] In this embodiment, the idle speed adjustment device is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0085] This invention also provides a computer device having the above-described features. Figure 5 The idle speed adjustment device shown.

[0086] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of a computer device provided in an optional embodiment of the present invention, such as... Figure 5 As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 5 Take a processor 10 as an example.

[0087] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0088] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0089] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0090] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0091] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0092] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0093] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0094] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An idle speed adjustment method, characterized in that, The method includes: When a sudden change in engine speed is detected, the vehicle driving parameters are acquired, and the current vehicle gear mode is determined based on the vehicle driving parameters. The sudden change in engine speed includes sudden deceleration of engine speed and sudden acceleration of engine speed. The current vehicle gear mode includes neutral low idle mode, geared low idle mode, geared low idle mode with brake, neutral high idle mode, and geared high idle mode. Based on the current vehicle gear mode, query the corresponding current PID parameters and current torque compensation factor; The first compensation torque and the second compensation torque are calculated using the current PID parameters and the current torque compensation factor, respectively. The error of the current PID parameters is proportional to the gear value in the current vehicle gear mode. When the current vehicle gear is engaged, the proportional coefficient for detecting a brake signal is defined as a preset multiple of the proportional coefficient for when no brake signal is detected. The preset multiple is a positive number greater than 1. The current torque compensation factor is negative and is defined to decrease as the rate of change of engine speed decreases. The current compensation torque is obtained by fusing the first compensation torque and the second compensation torque, and the engine is fueled according to the current compensation torque.

2. The method according to claim 1, characterized in that, When a sudden deceleration of engine speed occurs, determining the current vehicle gear mode based on the vehicle driving parameters includes: When the transmission ratio is greater than the preset transmission ratio threshold and the difference between the engine speed and the low idle speed setting value is less than or equal to the first preset speed value, the current vehicle gear mode is determined to be the neutral low idle speed mode. The transmission ratio is the ratio of engine speed to vehicle speed. The preset transmission ratio threshold is a positive number and the first preset speed value is a positive number. When the transmission ratio is less than or equal to the preset transmission ratio threshold, and the difference between the engine speed and the low idle speed setting value is less than or equal to the second preset speed value, the current vehicle gear mode is determined to be the low idle speed mode with gear, and the second preset speed value is a positive number. When the transmission ratio is less than or equal to the preset transmission ratio threshold, and the difference between the engine speed and the low idle speed setting value is less than or equal to the third preset speed value, the current vehicle gear mode is determined to be the low idle speed mode with gear and brake applied, and the third preset speed value is a negative number.

3. The method according to claim 1, characterized in that, When a rapid acceleration of engine speed occurs, determining the current vehicle gear mode based on the vehicle driving parameters includes: When the transmission ratio is greater than the preset transmission ratio threshold, and the difference between the engine speed and the high idle speed setting value is greater than or equal to the fourth preset speed value, the current vehicle gear mode is determined to be the neutral high idle speed mode. The transmission ratio is the ratio of engine speed to vehicle speed. The preset transmission ratio threshold is a positive number, and the fourth preset speed value is a negative number. When the transmission ratio is less than or equal to the preset transmission ratio threshold, and the difference between the engine speed and the high idle speed setting value is greater than or equal to the fifth preset speed value, the current vehicle gear mode is determined to be the high idle speed mode with gear, and the fifth preset speed value is a negative number.

4. The method according to claim 3, characterized in that, The error of the current PID parameter is proportional to the gear value in the current vehicle gear mode; the current torque compensation factor is negative, and it is defined that the current torque compensation factor decreases as the engine speed change rate increases.

5. The method according to claim 1 or 4, characterized in that, Calculating the second compensation torque using the current torque compensation factor includes: The second compensation torque is calculated based on the product of the current torque compensation factor and the engine speed change rate, where the engine speed change rate is the rate of change of engine speed per unit time.

6. An idle speed adjustment device, characterized in that, The device includes: The gear mode detection module is used to acquire vehicle driving parameters when a sudden change in engine speed is detected, and to determine the current vehicle gear mode based on the vehicle driving parameters. The sudden change in engine speed includes sudden deceleration and sudden acceleration of engine speed. The current vehicle gear mode includes neutral low idle mode, geared low idle mode, geared low idle mode with braking, neutral high idle mode, and geared high idle mode. The adjustment information query module is used to query the corresponding current PID parameters and current torque compensation factor based on the current vehicle gear mode. The compensation torque calculation module is used to calculate the first compensation torque and the second compensation torque using the current PID parameters and the current torque compensation factor, respectively. The error of the current PID parameters is proportional to the gear value in the current vehicle gear mode. When the current vehicle gear is in gear, the proportional coefficient for detecting a braking signal is defined as a preset multiple of the proportional coefficient when no braking signal is detected, and the preset multiple is a positive number greater than 1. The current torque compensation factor is negative and is defined to decrease as the rate of change of engine speed decreases. The idle speed adjustment module is used to obtain the current compensation torque based on the fusion of the first compensation torque and the second compensation torque, and to perform fuel supply compensation to the engine according to the current compensation torque.

7. A computer device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing a computer to perform the method of any one of claims 1 to 5.

9. A computer program product, characterized in that, Includes computer instructions for causing a computer to perform the method of any one of claims 1 to 5.

Images