Engine control method and device in GPF regeneration stage and medium

Abstract

The invention discloses an engine control method and device in a GPF regeneration stage and a medium, and the method comprises the steps that when a GPF of a vehicle is in an active regeneration stage, the current ignition efficiency of an engine and the current difference value between the actual charge capacity of a power battery and the target charge capacity are obtained, the target charge capacity is an upper limit value of charging of the power battery; according to a set first corresponding relation, the current target generated power, corresponding to the current ignition efficiency and the current difference value, of the engine is determined, and under the same current difference value, the target generated power and the current ignition efficiency are in negative correlation; and controlling the engine to operate according to the target generated power. When the gasoline engine particle trap GPF of the vehicle is in the active regeneration stage, the rotating speed stability of the engine can be improved, and therefore the NVH performance of the vehicle is improved.

Description

Technical Field

[0001] The present application belongs to the field of engine control technology, and in particular, relates to an engine control method, device and medium during a GPF regeneration phase. Background Art

[0002] GPF (Gasoline Particulate Filter) is an external purification device that can effectively remove the emission of particulate matter from gasoline engines and has gradually become a standard feature of automobiles.

[0003] During the GPF regeneration phase, in order to meet the regeneration intensity requirements of different carbon loads, the engine is usually not allowed to stop. During this process, the engine may have an unstable speed problem, which will affect the vehicle's NVH (Noise, Vibration, Harshness) performance. Summary of the invention

[0004] The embodiments of the present application provide an engine control method, device and medium during the GPF regeneration phase, thereby being able to improve the engine speed stability to a certain extent when the vehicle's gasoline particulate filter GPF is in the active regeneration phase, thereby improving the vehicle's NVH performance.

[0005] Other features and advantages of the present application will become apparent from the following detailed description, or may be learned in part by the practice of the present application.

[0006] According to a first aspect of an embodiment of the present application, a method for controlling an engine during a GPF regeneration phase is provided, comprising:

[0007] When the gasoline particulate filter GPF of the vehicle is in the active regeneration stage, obtaining the current ignition efficiency of the engine and the current difference between the actual charge of the power battery and the target charge, wherein the target charge is the upper limit value of the power battery charging;

[0008] Determining the current target power generation of the engine corresponding to the current ignition efficiency and the current difference according to the set first corresponding relationship, wherein under the same current difference, the target power generation is negatively correlated with the current ignition efficiency;

[0009] The engine is controlled to operate according to the target power generation.

[0010] In some embodiments of the present application, based on the above solution, determining the current target power generation of the engine corresponding to the current ignition efficiency and the current difference according to the set first corresponding relationship includes:

[0011] Obtaining a mapping relationship table, wherein the mapping relationship table records a plurality of power generation powers of the engine, an ignition efficiency corresponding to each power generation power, and a difference between an actual charge of the power battery and a target charge;

[0012] The mapping relationship table is traversed to determine the target power generation corresponding to the current ignition efficiency and the current difference.

[0013] In some embodiments of the present application, based on the above solution, the step of obtaining the current ignition efficiency of the engine includes:

[0014] Obtaining a current carbon load and a current temperature of the gasoline engine particulate filter;

[0015] According to the set second corresponding relationship, a regeneration intensity parameter corresponding to the current carbon load and the current temperature is determined, and the regeneration intensity parameter includes the current ignition efficiency, wherein at the same current temperature, the current ignition efficiency is negatively correlated with the current carbon load.

[0016] In some embodiments of the present application, based on the above scheme, the regeneration intensity parameter also includes the current target speed of the engine. At the same current temperature, the target speed is positively correlated with the current carbon load. Controlling the engine to operate according to the target power generation includes:

[0017] Determining a current target torque of the engine according to the target generated power and the target speed;

[0018] The engine is controlled to operate according to the target speed and the target torque.

[0019] In some embodiments of the present application, based on the above solution, after controlling the engine to operate according to the target power generation, the method further includes:

[0020] When the current ignition efficiency and / or the current difference value changes so that the corresponding target power generation power changes, a first-order low-pass filter is performed during the transition from the previous target power generation power to the next target power generation power.

[0021] In some embodiments of the present application, based on the above solution, after controlling the engine to operate according to the target power generation, the method further includes:

[0022] When the actual charge reaches the target charge, the power battery is controlled to drive the engine to run according to the set discharge power.

[0023] In some embodiments of the present application, based on the above solution, the vehicle includes a hybrid transmission, the hybrid transmission includes a series gear and a power split gear, and the controlling the engine to operate according to the target power generation power includes:

[0024] When the hybrid transmission is in the series gear or the power split gear, the engine is controlled to operate according to the target power generation power.

[0025] In some embodiments of the present application, based on the above solution, before the gasoline particulate filter GPF of the vehicle is in the active regeneration stage, the method further includes:

[0026] If it is identified that the vehicle is in the stationary state, then when the active regeneration condition is met, the gasoline engine particulate filter is controlled to enter the active regeneration stage.

[0027] According to a second aspect of an embodiment of the present application, there is provided an engine control device in a GPF regeneration phase, comprising:

[0028] an acquisition unit, for acquiring, when the gasoline particulate filter GPF of the vehicle is in an active regeneration stage, a current ignition efficiency of the engine and a current difference between an actual charge of the power battery and a target charge, wherein the target charge is an upper limit value of charging of the power battery;

[0029] a determining unit, configured to determine, according to a set first corresponding relationship, a current target power generation of the engine corresponding to the current ignition efficiency and the current difference, wherein, under the same current difference, the target power generation is negatively correlated with the current ignition efficiency;

[0030] A control unit is used to control the engine to operate according to the target power generation.

[0031] According to a third aspect of an embodiment of the present application, a computer-readable storage medium is provided, in which at least one computer program instruction is stored. The at least one computer program instruction is loaded and executed by a processor to implement the operations performed by any method described in the first aspect.

[0032] According to a fourth aspect of an embodiment of the present application, an electronic device is provided, comprising one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the at least one program code is loaded and executed by the one or more processors to implement the operations performed by any of the methods described in the first aspect.

[0033] One or more technical solutions provided by the embodiments of the present invention achieve at least the following technical effects or advantages:

[0034] In the present application, when the gasoline particulate filter GPF of the vehicle is in the active regeneration stage, the current ignition efficiency of the engine and the current difference between the actual charge of the power battery and the target charge are obtained, wherein the target charge is the limit value for charging or discharging the power battery; according to the set first corresponding relationship, the current target power generation of the engine corresponding to the current ignition efficiency and the current difference is determined, wherein under the same current difference, the target power generation is negatively correlated with the current ignition efficiency; and the engine is controlled to operate according to the target power generation. It can be understood that the lower the ignition efficiency, the more the ignition angle is delayed, and thus the worse the combustion torque accuracy and stability of the engine. The present application pre-sets the corresponding relationship between the power generation of the engine and the ignition efficiency and the power difference, and sets a larger power generation when the ignition efficiency is low, so as to improve the combustion torque accuracy and stability of the engine to a certain extent, thereby improving the speed stability of the engine, and improving the NVH performance of the vehicle.

[0035] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0037] Figure 1 A flow chart showing an engine control method during a GPF regeneration phase according to an embodiment of the present application;

[0038] Figure 2 A structural diagram of an engine control device in a GPF regeneration phase according to an embodiment of the present application is shown;

[0039] Figure 3 A schematic diagram of the structure of a computer system suitable for implementing an electronic device of an embodiment of the present application is shown. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0041] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present application. However, those skilled in the art will appreciate that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps, etc. can be adopted. In other cases, known methods, devices, realizations or operations are not shown or described in detail to avoid blurring the various aspects of the application.

[0042] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities may be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0043] The flowcharts shown in the accompanying drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps can be decomposed, and some operations / steps can be combined or partially combined, so the actual execution order may change according to actual conditions.

[0044] It should also be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the objects used in this way can be interchanged where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those shown or described.

[0045] In recent years, GPF (Gasoline Particulate Filter) has gradually become a standard feature of automobiles as an effective and direct external purification device because it can effectively remove gasoline engine particulate matter emissions.

[0046] GPF regeneration methods are divided into passive regeneration and active regeneration. Passive regeneration mainly relies on engine deceleration and fuel cut-off to consume carbon load. Active regeneration mainly increases the engine target speed, lean target air-fuel ratio and / or delays the ignition angle, so that the GPF can increase the regeneration rate under extreme working conditions (such as high carbon load, high risk of clogging, high exhaust back pressure, vehicle cannot exhaust normally, engine combustion performance is affected, etc.).

[0047] When the gasoline particulate filter of the vehicle is in the regeneration stage, the priority of GPF regeneration is high. For example, as long as the carbon load reaches the carbon load threshold, it will trigger the active regeneration stage. In order to meet the needs of different carbon loads, the engine is usually not allowed to stop. In this process, the engine drives the generator to charge the power battery until the battery is fully charged. When the power battery is close to full charge, the charging power of the engine is low and the torque accuracy of the generator is poor. In addition, in this process, as the ignition efficiency of the engine decreases (that is, the more the ignition angle is delayed), the engine combustion torque accuracy and stability become worse. Under the influence of the above factors, the engine speed stability is poor, which affects the NVH performance of the vehicle.

[0048] Based on the above, an embodiment of the present application provides an engine control method in the GPF regeneration stage, so as to improve the engine speed stability to a certain extent when the vehicle's gasoline particulate filter GPF is in the active regeneration stage, thereby improving the vehicle's NVH performance.

[0049] See also Figure 1 , shows a flow chart of the engine control method during the GPF regeneration phase of an embodiment of the present application.

[0050] According to a first aspect of an embodiment of the present application, a method for controlling an engine in a GPF regeneration phase is provided, which can be executed in a vehicle controller, and the method includes:

[0051] Step S1. When the gasoline particulate filter GPF of the vehicle is in the active regeneration stage, the current ignition efficiency of the engine and the current difference between the actual charge of the power battery and the target charge are obtained, wherein the target charge is the upper limit value of the power battery charging;

[0052] It is understandable that when the gasoline engine particulate filter GPF is in the active regeneration stage, the engine is usually not allowed to stop because the regeneration intensity needs to be adjusted by the engine speed, that is, the engine is always in operation during the GPF regeneration stage. If the vehicle is in a driving state, the engine speed fluctuation is not easy to perceive when the vehicle is in a driving state due to the existence of situations such as vehicle shaking caused by uneven road surface; and if the vehicle is in a stationary state, the engine speed fluctuation is easier to be perceived by the user because the vehicle is stationary, thereby affecting the NVH performance of the vehicle. Therefore, the application scenario of the embodiment of the present application is mainly the engine control in the GPF regeneration stage when the vehicle is in a stationary state, so as to improve the NVH performance of the vehicle.

[0053] Thus, in some embodiments, before the gasoline particulate filter GPF of the vehicle is in the active regeneration phase, the method further includes:

[0054] If it is identified that the vehicle is in the stationary state, then when the active regeneration condition is met, the gasoline engine particulate filter is controlled to enter the active regeneration stage.

[0055] It is understandable that the active regeneration condition may be: the carbon load in the GPF is greater than or equal to a carbon load threshold, for example, greater than 6g, 8g, 10g, etc.

[0056] It should be noted that the target charge of the power battery can be the upper limit of the power battery charging, such as 100%, 95%, 90%, etc. When the actual charge of the vehicle is less than the target charge, the engine will output charging torque to charge the power battery during operation.

[0057] It is understandable that the current difference between the actual charge of the power battery and the target charge can be obtained through the BMS (battery management system).

[0058] In some embodiments, obtaining the current ignition efficiency of the engine includes:

[0059] Step S11. Obtaining the current carbon load and current temperature of the gasoline engine particulate filter;

[0060] Step S12. Determine the regeneration intensity parameter corresponding to the current carbon load and the current temperature according to the set second corresponding relationship, the regeneration intensity parameter includes the current ignition efficiency, wherein at the same current temperature, the current ignition efficiency is negatively correlated with the current carbon load.

[0061] It should be noted that the regeneration intensity of the GPF is mainly determined according to the GPF temperature and the carbon load. In the embodiment of the present application, the carbon load range and the GPF temperature corresponding to each regeneration intensity parameter are pre-set, and a mapping relationship table is constructed, so that the regeneration intensity parameter currently to be adopted can be determined by looking up the table later. For ease of understanding, the corresponding relationship between the regeneration intensity parameter, the carbon load range and the GPF temperature is explained below through Table 1.

[0062] Table 1 Mapping relationship between regeneration intensity parameters, carbon loading range and GPF temperature

[0063]

[0064] It can be seen from Table 1 that when the carbon loading of GPF is between 0-C limit1 In the range of 0-T, as the GPF inlet temperature increases, limit1 Range, T limit1 -T limit2 Range and greater than T limit2 range, air-fuel ratio, ignition efficiency and engine speed remain unchanged.

[0065] When the carbon loading of GPF is C limit1 -C limit2 In the range of 0-T, as the GPF inlet temperature increases, limit1 Range, T limit1 -T limit2 Range and greater than T limit2 range, the air-fuel ratio is improved, the ignition efficiency is improved, the engine speed is reduced, and when the GPF inlet temperature is greater than or equal to the preset temperature, the ignition efficiency remains at 1, and the ignition advance angle is no longer delayed.

[0066] When the carbon loading of GPF is greater than C limit2 After that, as the GPF inlet temperature increases, at 0-T limit1 Range, T limit1 -T limit2 Range and greater than T limit2 range, the air-fuel ratio remains unchanged, the ignition efficiency is improved, the engine speed is reduced, and when the GPF inlet temperature is greater than or equal to the preset temperature, the ignition efficiency remains at 1, and the ignition advance angle is no longer delayed.

[0067] In addition, after increasing the speed, the engine, under the same ignition advance angle, because the combustion time remains basically the same, the corresponding combustion duration crankshaft angle becomes larger, resulting in an increase in exhaust temperature; after delaying the ignition advance angle, the engine combustion phase is delayed accordingly, the piston moves downward more before combustion begins, and combustion continues until the late expansion stroke or even the exhaust stroke, making the temperature of the burned gas in the late expansion stroke and the exhaust process higher. Among them, the specific calculation method for delaying the ignition advance angle is: actual ignition advance angle = ignition advance angle × ignition efficiency correction coefficient; after reducing the air-fuel ratio, the engine combustion speed slows down, causing the exhaust temperature to rise.

[0068] On the basis of the above, when the vehicle's gasoline particulate filter GPF is in the active regeneration stage, the corresponding ignition efficiency and engine speed can be determined according to the real-time carbon load and temperature, thereby providing a data basis for the subsequent determination of the engine power generation.

[0069] Step S2. Determine the current target power generation of the engine corresponding to the current ignition efficiency and the current difference according to the set first corresponding relationship, wherein, under the same current difference, the target power generation is negatively correlated with the current ignition efficiency;

[0070] It is understandable that in conventional technology, the power generation of the engine is usually determined only based on the difference between the actual charge of the power battery and the target charge. However, since the lower the ignition efficiency, the more the ignition angle is delayed, and thus the combustion torque accuracy and stability of the engine are worse, if the power generation of the engine is still determined only based on the difference between the actual charge of the power battery and the target charge, the engine speed may be unstable during the GPF regeneration phase, thereby affecting the NVH performance of the vehicle. On this basis, the embodiment of the present application pre-sets the corresponding relationship between the power generation of the engine and the ignition efficiency and the difference in charge. When the current difference is constant, if the current ignition efficiency is smaller (i.e., the ignition angle is delayed more), the target power generation is set larger, thereby being able to improve the combustion stability of the engine to a certain extent, and then improve the stability of the engine speed.

[0071] In some embodiments, determining the current target power generation of the engine corresponding to the current ignition efficiency and the current difference according to the set first corresponding relationship includes:

[0072] Step S21. Obtain a mapping relationship table, wherein the mapping relationship table records a plurality of power generation of the engine, an ignition efficiency corresponding to each power generation, and a difference between an actual charge of the power battery and a target charge;

[0073] Step S22: traverse the mapping relationship table to determine the target power generation corresponding to the current ignition efficiency and the current difference.

[0074] For ease of understanding, the corresponding relationship between the power generation power, the ignition efficiency and the difference is explained below through Table 2.

[0075] Table 2 Mapping relationship between power generation, ignition efficiency and difference

[0076]

[0077] It should be noted that the symbol “-” in Table 2 indicates a direction. For example, when the actual charge is less than the target charge, the output direction of the engine power generation is negative.

[0078] On the basis of the above, when the vehicle's gasoline particulate filter GPF is in the active regeneration stage, the corresponding engine's target power generation can be determined based on the real-time ignition efficiency and SOC difference. As the GPF regeneration time increases, the carbon load decreases, and the ignition efficiency increases, the engine's target power generation can be dynamically adjusted to improve the engine's speed stability throughout the GPF regeneration stage.

[0079] Step S3: Control the engine to operate according to the target power generation.

[0080] It can be understood that the target power generation changes with the current ignition efficiency and the current difference. Therefore, as the GPF regeneration time increases, the carbon load decreases, and the ignition efficiency increases, the target power generation of the engine is dynamically adjusted to improve the engine speed stability during the entire GPF regeneration stage.

[0081] In some embodiments, the regeneration intensity parameter also includes a current target speed of the engine. At the same current temperature, the target speed is positively correlated with the current carbon load. Controlling the engine to operate according to the target power generation power includes:

[0082] Step S31. Determine the current target torque of the engine according to the target power generation and the target speed;

[0083] It can be understood that the target power generation of the engine is determined by the target speed and target torque of the engine. Based on Table 1, it can be seen that the target speed of the engine changes with the carbon load and the GPF temperature, that is, when the temperature is the same, the smaller the carbon load, the smaller the target speed. Then, when the target power generation and target speed are determined, the target torque of the engine can be further determined so that the operation of the engine can reach the target power generation.

[0084] Step S32: Control the engine to operate according to the target speed and the target torque.

[0085] In some embodiments, after controlling the engine to operate according to the target power generation, the method further includes:

[0086] Step S4. When the current ignition efficiency and / or the current difference value changes so that the corresponding target power generation power changes, a first-order low-pass filter is performed during the transition from the previous target power generation power to the next target power generation power.

[0087] It can be understood that the target power generation changes with the current ignition efficiency and the current difference. Therefore, the target power generation needs to be switched, and a first-order low-pass filter is performed during the transition from the previous target power generation to the latter target power generation, so as to maintain the stability of the charging power and thereby improve the engine speed stability.

[0088] In some embodiments, after controlling the engine to operate according to the target power generation, the method further includes:

[0089] Step S4'. When the actual charge reaches the target charge, the power battery is controlled to drive the engine to run according to the set discharge power.

[0090] It should be noted that after the power battery reaches the target charge, if the engine continues to charge the power battery, the power battery may be at risk of overcharging. Since the engine is not allowed to stop during the active regeneration of the GPF, when the actual charge of the power battery reaches the target charge, the embodiment of the present application controls the power battery to drive the engine to run according to the set discharge power, for example, to drive the engine to run according to a fixed 1.5KW, thereby avoiding the risk of overcharging the power battery and ensuring the continuous operation of the engine during the active regeneration of the GPF.

[0091] In some embodiments, the vehicle includes a hybrid transmission, the hybrid transmission includes a series gear and a power split gear, and the controlling the engine to operate according to the target power generation power includes:

[0092] When the hybrid transmission is in the series gear or the power split gear, the engine is controlled to operate according to the target power generation power.

[0093] It should be noted that the power system of a hybrid vehicle usually includes a drive motor, a generator and an engine. The three power sources can be combined according to different working conditions and output torque at the wheel end to drive the vehicle. The combination of power sources includes pure electric mode (EV mode, Electric Vehicle gear), series mode, ECVT (Electric Continuous Variation Transmission, that is, the power diversion of the engine is achieved through a planetary gear set) mode and parallel direct drive mode. When the state of charge of the power battery is high or the torque required by the whole vehicle is small, if the pure electric mode is met, the power battery provides electricity to the drive motor, and the wheel end output torque is provided by the drive motor. When the state of charge of the power battery is lower than a certain threshold, the series mode can be entered, and the engine supplies power to the power battery through the generator, and the power battery provides electrical energy to the drive motor, and the wheel-end output torque is provided by the drive motor, wherein the power generation power of the engine is determined based on the power battery SOC (State Of Charge) and other parameters, and then the engine torque request and the set speed and output torque of the generator are determined according to the power generation power of the engine. In the parallel direct drive mode, the engine and the motor jointly form the wheel-end output torque to drive the vehicle, or only rely on the engine to form the wheel-end output torque to drive the vehicle. In addition, in order to achieve the speed transition of the parallel direct drive mode, the ECVT mode is introduced, that is, after the engine is started, the power diversion of the engine is realized through the planetary gear set, and part of the engine torque is used to maintain the ring gear torque balance. The motor speed, engine speed, and ring gear speed need to maintain a fixed speed ratio relationship, and the lever torque balance is maintained through torque closed-loop control; the other part is output to the wheel end to drive the vehicle, thereby realizing power diversion.

[0094] In order to enable the hybrid vehicle to operate in the above-mentioned different modes, the hybrid transmission of the hybrid vehicle can provide a variety of gears accordingly, and different gears can match different power source combinations.

[0095] Exemplarily, the hybrid transmission of the embodiment of the present application includes multiple gears, for example: multiple gears are defined as station 1 to station 10, wherein station 1 is a series gear, station 2, station 4, station 8 and station 10 are parallel direct drive gears, and station 3, station 5, station 7 and station 9 are ECVT gears (power split gears). In station 1, the engine continues to work in the high efficiency zone after starting, and the engine does not directly participate in the drive, but supplies power to the power battery through the generator, and the drive motor is used as the power source of the vehicle to drive the vehicle to run. Stations 2, 4, 8 and 10 correspond to the 1st, 2nd, 3rd and 4th direct drive gears, respectively. Among them, from station 2 to station 10, the speed ratio between the ring gear of the planetary gear set, the engine and the generator gradually decreases. At station 2 and station 8, the engine participates in direct drive, and the speed ratio between the ring gear, the engine and the generator is 1:1:1. The planets are arranged as a whole, and can rely on the generator and the drive motor to generate electricity. At station 4 and station 10, the engine participates in direct drive, the GCU (motor controller) locks the torque, and the speed is controlled at 0RPM and 0nm, and can rely on the drive motor to generate electricity. At stations 3, 5, 7 and 9, after the engine is started, the ring gear torque balance needs to be maintained, and the generator speed, engine speed and ring gear speed need to maintain a fixed speed ratio relationship. The torque closed-loop control can maintain the lever torque balance and achieve smooth speed transition of the gears.

[0096] It is understandable that, since the engine is directly connected to the wheel end in the parallel direct drive gear, the generator cannot participate in the speed regulation of the engine, and thus cannot meet the need to reduce the engine speed during the GPF active regeneration process as the carbon load decreases. Therefore, in the embodiment of the present application, the engine control scenario during the GPF active regeneration process is limited to the series or power split gear, so that the generator can participate in the speed regulation during the GPF active regeneration process to meet the active regeneration intensity requirements when the carbon load changes.

[0097] Based on the above disclosed content, in the embodiment of the present application, when the gasoline engine particulate filter GPF of the vehicle is in the active regeneration stage, the current ignition efficiency of the engine and the current difference between the actual charge of the power battery and the target charge are obtained, wherein the target charge is the limit value for charging or discharging the power battery; according to the set first corresponding relationship, the current target power generation of the engine corresponding to the current ignition efficiency and the current difference is determined, wherein under the same current difference, the target power generation is negatively correlated with the current ignition efficiency; and the engine is controlled to operate according to the target power generation. It can be understood that the lower the ignition efficiency, the more the ignition angle is delayed, and thus the worse the combustion torque accuracy and stability of the engine. The present application pre-sets the corresponding relationship between the power generation of the engine and the ignition efficiency and the power difference, and sets a larger power generation when the ignition efficiency is low, so as to improve the combustion torque accuracy and stability of the engine to a certain extent, thereby improving the speed stability of the engine, and improving the NVH performance of the vehicle.

[0098] See also Figure 2 , showing a structural diagram of the engine control device during the GPF regeneration phase of an embodiment of the present disclosure.

[0099] According to a second aspect of an embodiment of the present application, an engine control device 200 in a GPF regeneration phase is provided, comprising:

[0100] An acquisition unit 201 is used to acquire the current ignition efficiency of the engine and the current difference between the actual charge of the power battery and the target charge when the gasoline particulate filter GPF of the vehicle is in the active regeneration stage, wherein the target charge is the upper limit value of the power battery charging;

[0101] A determination unit 202 is used to determine the current target power generation of the engine corresponding to the current ignition efficiency and the current difference according to a set first corresponding relationship, wherein under the same current difference, the target power generation is negatively correlated with the current ignition efficiency;

[0102] The control unit 203 is used to control the engine to operate according to the target power generation.

[0103] In some embodiments of the present application, based on the above solution, the determining unit 202 is specifically configured to:

[0104] Obtaining a mapping relationship table, wherein the mapping relationship table records a plurality of power generation powers of the engine, an ignition efficiency corresponding to each power generation power, and a difference between an actual charge of the power battery and a target charge;

[0105] The mapping relationship table is traversed to determine the target power generation corresponding to the current ignition efficiency and the current difference.

[0106] In some embodiments of the present application, based on the above solution, the acquisition unit 201 is specifically used to:

[0107] Obtaining a current carbon load and a current temperature of the gasoline engine particulate filter;

[0108] According to the set second corresponding relationship, a regeneration intensity parameter corresponding to the current carbon load and the current temperature is determined, and the regeneration intensity parameter includes the current ignition efficiency, wherein at the same current temperature, the current ignition efficiency is negatively correlated with the current carbon load.

[0109] In some embodiments of the present application, based on the above scheme, the regeneration intensity parameter also includes the current target speed of the engine. At the same current temperature, the target speed is positively correlated with the current carbon load. The control unit 203 is specifically configured to:

[0110] Determining a current target torque of the engine according to the target generated power and the target speed;

[0111] The engine is controlled to operate according to the target speed and the target torque.

[0112] In some embodiments of the present application, based on the above solution, after controlling the engine to operate according to the target power generation, the device 200 is further used to:

[0113] When the current ignition efficiency and / or the current difference value changes so that the corresponding target power generation power changes, a first-order low-pass filter is performed during the transition from the previous target power generation power to the next target power generation power.

[0114] In some embodiments of the present application, based on the above solution, after controlling the engine to operate according to the target power generation, the device 200 is further used to:

[0115] When the actual charge reaches the target charge, the power battery is controlled to drive the engine to run according to the set discharge power.

[0116] In some embodiments of the present application, based on the above solution, the vehicle includes a hybrid transmission, the hybrid transmission includes a series gear and a power split gear, and the controlling the engine to operate according to the target power generation power includes:

[0117] When the hybrid transmission is in the series gear or the power split gear, the engine is controlled to operate according to the target power generation power.

[0118] In some embodiments of the present application, based on the above solution, before the gasoline particulate filter GPF of the vehicle is in the active regeneration stage, the device 200 is further used to:

[0119] If it is identified that the vehicle is in the stationary state, then when the active regeneration condition is met, the gasoline engine particulate filter is controlled to enter the active regeneration stage.

[0120] According to a third aspect of an embodiment of the present application, a computer-readable storage medium is provided, in which at least one computer program instruction is stored. The at least one computer program instruction is loaded and executed by a processor to implement the operations performed by any method described in the first aspect.

[0121] The computer readable storage medium may be a portable compact disk read-only memory (CD-ROM) and include program code, and may be run on a terminal device, such as a personal computer. However, the computer readable storage medium of the present application is not limited thereto, and in the present application, the readable storage medium may be any tangible medium containing or storing a program, which may be used by or in combination with an instruction execution system, apparatus, or device.

[0122] The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection with one or more conductors, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0123] Program code for performing the operations of the present application may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, etc., and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as a separate software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server. In the case of a remote computing device, the remote computing device may be connected to the user computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0124] According to a fourth aspect of an embodiment of the present application, an electronic device is provided, comprising one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the at least one program code is loaded and executed by the one or more processors to implement the operations performed by any of the methods described in the first aspect.

[0125] See also Figure 3 , which is a schematic diagram of the structure of a computer system suitable for implementing an electronic device of an embodiment of the present application.

[0126] According to the fourth aspect of an embodiment of the present application, an electronic device is provided, comprising one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the at least one program code is loaded and executed by the one or more processors to implement operations performed by any method of the first aspect.

[0127] like Figure 3 As shown, the electronic device 400 is in the form of a general computing device. The components of the electronic device 400 may include but are not limited to: at least one processing unit 410, at least one storage unit 420, and a bus 430 connecting different system components (including the storage unit 420 and the processing unit 410).

[0128] The storage unit stores program codes, which can be executed by the processing unit 410, so that the processing unit 410 executes the steps described in the above “Embodiment Method” section of this specification according to various exemplary implementations of the present application.

[0129] The storage unit 420 may include a readable medium in the form of a volatile storage unit, such as a random access memory unit (RAM) 421 and / or a cache memory unit 422 , and may further include a read-only memory unit (ROM) 423 .

[0130] The storage unit 420 may also include a program / utility 424 having a set (at least one) of program modules 425, such program modules 425 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0131] Bus 430 may represent one or more of several types of bus structures, including a memory unit bus or memory unit controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

[0132] The electronic device 400 may also communicate with one or more external devices 500 (e.g., keyboards, pointing devices, Bluetooth devices, etc.), may also communicate with one or more devices that enable a user to interact with the electronic device 400, and / or communicate with any device that enables the electronic device 400 to communicate with one or more other computing devices (e.g., routers, modems, etc.). Such communication may be performed via an input / output (I / O) interface 450. Furthermore, the electronic device 400 may also communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via a network adapter 460. As shown, the network adapter 460 communicates with other modules of the electronic device 400 via a bus 430. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the electronic device 400, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0133] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on a computer-readable medium or transmitted via a computer-readable medium. Other examples and implementations are within the scope and spirit of the present invention and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hard wiring, or a combination of any of these. In addition, each functional unit may be integrated into a processing unit, each unit may exist physically separately, or two or more units may be integrated into one unit.

[0134] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0135] The units described as separate components may or may not be physically separated, and the components of the control device may or may not be physical units, that is, they may be located in one place or distributed in multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0136] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the methods of various embodiments of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-On l yMemory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc., various media that can store program codes.

[0137] The above description is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent substitution, improvement, etc. made within the spirit and principle of the present application shall be included in the scope of the claims of the present application.

Claims

1. An engine control method during a GPF regeneration phase, characterized in that: include: When the gasoline particulate filter GPF of the vehicle is in the active regeneration stage, obtaining the current ignition efficiency of the engine and the current difference between the actual charge of the power battery and the target charge, wherein the target charge is the upper limit value of the power battery charging; Determining the current target power generation of the engine corresponding to the current ignition efficiency and the current difference according to the set first corresponding relationship, wherein under the same current difference, the target power generation is negatively correlated with the current ignition efficiency; The engine is controlled to operate according to the target power generation.

2. The method according to claim 1, characterized in that The determining, according to the set first corresponding relationship, the current target power generation of the engine corresponding to the current ignition efficiency and the current difference includes: Obtaining a mapping relationship table, wherein the mapping relationship table records a plurality of power generation powers of the engine, an ignition efficiency corresponding to each power generation power, and a difference between an actual charge of the power battery and a target charge; The mapping relationship table is traversed to determine the target power generation corresponding to the current ignition efficiency and the current difference.

3. The method according to claim 1, characterized in that The obtaining of the current ignition efficiency of the engine comprises: Obtaining a current carbon load and a current temperature of the gasoline engine particulate filter; According to the set second corresponding relationship, a regeneration intensity parameter corresponding to the current carbon load and the current temperature is determined, and the regeneration intensity parameter includes the current ignition efficiency, wherein at the same current temperature, the current ignition efficiency is negatively correlated with the current carbon load.

4. The method according to claim 3, characterized in that The regeneration intensity parameter also includes the current target speed of the engine. At the same current temperature, the target speed is positively correlated with the current carbon load. Controlling the engine to operate according to the target power generation includes: Determining a current target torque of the engine according to the target generated power and the target speed; The engine is controlled to operate according to the target speed and the target torque.

5. The method according to claim 1, characterized in that After controlling the engine to operate according to the target power generation, the method further includes: When the current ignition efficiency and / or the current difference value changes so that the corresponding target power generation power changes, a first-order low-pass filter is performed during the transition from the previous target power generation power to the next target power generation power.

6. The method according to claim 1, characterized in that After controlling the engine to operate according to the target power generation, the method further includes: When the actual charge reaches the target charge, the power battery is controlled to drive the engine to run according to the set discharge power.

7. The method according to claim 1, characterized in that The vehicle includes a hybrid transmission, the hybrid transmission includes a series gear and a power split gear, and the controlling the engine to operate according to the target power generation includes: When the hybrid transmission is in the series gear or the power split gear, the engine is controlled to operate according to the target power generation power.

8. The method according to any one of claims 1 to 7, characterized in that: Before the gasoline particulate filter GPF of the vehicle is in an active regeneration phase, the method further includes: If it is identified that the vehicle is in the stationary state, then when the active regeneration condition is met, the gasoline engine particulate filter is controlled to enter the active regeneration stage.

9. An engine control device in a GPF regeneration phase, characterized in that: include: an acquisition unit, for acquiring, when the gasoline particulate filter GPF of the vehicle is in an active regeneration stage, a current ignition efficiency of the engine and a current difference between an actual charge of the power battery and a target charge, wherein the target charge is an upper limit value of charging of the power battery; a determining unit, configured to determine, according to a set first corresponding relationship, a current target power generation of the engine corresponding to the current ignition efficiency and the current difference, wherein, under the same current difference, the target power generation is negatively correlated with the current ignition efficiency; A control unit is used to control the engine to operate according to the target power generation.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores at least one computer program instruction, and the at least one computer program instruction is loaded and executed by a processor to implement the operations performed by any one of the methods according to claims 1-8.

Images