Idling and starting control method and system for high-power gear train high-voltage power generation off-road vehicle

Abstract

The invention discloses an idling and starting control method and system for a high-power gear train high-voltage power generation off-road vehicle. The method comprises the steps that S100, the operation intention of a driver is determined according to a vehicle signal, and an idling control mode is determined; s200, the temperature of cooling liquid, the rotating speed of an engine and current gear information of a gearbox are obtained, and the torque limit value TCGU of power generation of the GCU is obtained; s300, the cooling liquid temperature, a GCU request power signal, a gearbox current gear, a gearbox target gear signal and an engine rotating speed limiting value signal sent by a TCU for switching from an N gear to a D gear are obtained, and a first idle speed target rotating speed A is determined; and S400, the cooling liquid temperature and the air conditioner state information are obtained, the second idling target rotating speed B of the engine is calculated, the final idling target rotating speed is determined, the PID control process is executed based on the current engine rotating speed, and the engine is controlled to reach the target idling rotating speed. Coordinated control over power generation and engine idling during vehicle idling and idling starting is achieved.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle starting control, and more specifically, relates to an idling and starting control method and system for a high-power wheel train high-voltage power generation off-road vehicle. Background Art

[0002] With the development of off-road vehicle electrification and power demand, high-voltage and high-power off-road vehicles with wheel trains are becoming more and more widely used. For off-road vehicles equipped with AT gearboxes, traditional idle control methods are difficult to meet the idle power generation and starting control requirements of high-power vehicles. For diesel vehicles equipped with AT gearboxes, the resistance of the torque converter is too large (especially when the engine is cold), and the vehicle often shakes when the vehicle is stationary and switches from N gear to D gear. When the brake is released and the vehicle starts in D gear, the impact is large, resulting in a poor driving experience, especially when following a car in a traffic jam. In addition, the idle starting power of diesel engines in low temperature environments is greatly affected. At the same time, for high-power wheel train power generation vehicles, the load of power generation can be changed at any time, which further amplifies this part of the impact.

[0003] The Chinese patent with publication number CN115750776B discloses a starting control method, system and vehicle when automatic parking and idle start-stop work at the same time, including a starting control unit, an idle start-stop judgment unit, an automatic parking judgment unit, a throttle demand torque acquisition unit, a transmission starting torque demand acquisition unit, a first transmission torque limit demand judgment unit, an engine torque limit unit, a second transmission torque limit demand judgment unit and an engine torque limit exit unit, wherein the starting control unit, the idle start-stop judgment unit, the automatic parking judgment unit, the throttle demand torque acquisition unit, the transmission starting torque demand acquisition unit, the first transmission torque limit demand judgment unit, the engine torque limit execution unit, the second transmission torque limit demand judgment unit and the engine torque limit exit unit are connected together in sequence. The problem of starting frustration and roughness when automatic parking and idle start-stop work at the same time is solved.

[0004] However, the Chinese patent with publication number CN115750776B only considers the jerking and roughness problems of the vehicle when starting, but does not consider the need to maintain high-power power generation for the use of electrical components on the vehicle, including air conditioners, when the vehicle is idling and starting, which will further aggravate the shaking of the vehicle. Therefore, there is a need for an idling start control method for a high-power wheel train high-voltage power generation off-road vehicle equipped with an AT gearbox, which is used to ensure the high-power power generation demand of the vehicle when idling and idling start while improving driving comfort. Summary of the invention

[0005] In view of the above defects or improvement needs of the prior art, the present invention provides an idling and starting control method and system for a high-power wheel train high-voltage power generation off-road vehicle. The method calculates the electrical power consumption during the vehicle's idling process to introduce the power generation into the power calculation of the engine, and controls the idle target speed of the engine to achieve coordinated control of power generation and engine idle speed during vehicle idling and idle starting. The method calculates the idle starting limiting torque used in engine operation and the torque limit of GCU power generation to reduce the idling starting impact of a high-power high-voltage power generation diesel off-road vehicle and improve driving comfort.

[0006] To achieve the above objectives, according to a first aspect of an embodiment of the present invention, there is provided a method for idling and starting control of a high-power wheel train high-voltage generator off-road vehicle, comprising the following steps:

[0007] S100, after the vehicle is powered on, determining the driver's operation intention through the vehicle signal, thereby determining an idle speed control mode, wherein the idle speed control mode includes a normal idle speed mode, a dynamic idle speed preparation mode, and a dynamic idle speed control mode;

[0008] S200, obtain the coolant temperature, engine speed and current gear information of the transmission, and obtain the torque limit value T of the GCU power generation CGU ;

[0009] S300, obtaining the coolant temperature, the GCU power request signal, the gearbox current gear position, the gearbox target gear position signal, and the engine speed limit signal for switching from N gear to D gear sent by the TCU, and determining the first idle target speed A through the above signals;

[0010] S400, obtaining coolant temperature and air conditioning status information, calculating the second idle target speed B of the engine, determining the final idle target speed, and executing a PID control process based on the current engine speed to control the engine to reach the target idle speed.

[0011] Further, in step S100, the determining the driver's operation intention through the vehicle signal is specifically:

[0012] S110, the vehicle enters the normal idle mode by default after power-on;

[0013] S120: When the engine is started successfully, the transmission is switched to N gear, the vehicle speed is 0, the service brake pedal is pressed or the electronic parking brake is effective, and there is no oil pressure alarm, it is judged that the driver has the intention to start, and the system enters the dynamic idle preparation mode;

[0014] S130, when the system enters the idle preparation mode, the engine is idling, the vehicle speed is 0, the gearbox is switched to D gear, the service brake or the electronic parking brake is effective, and there is no oil pressure alarm, it is determined that the driver is ready to drive, and the system enters the dynamic idle control mode;

[0015] S140: When the system is in the dynamic idle control mode, the engine keeps running, the service brake or the electronic parking brake is effective, the vehicle speed is 0, the oil pressure alarm is not on, and the gear is switched from D gear to N gear. At this time, it is judged that the driver has given up driving, and the system enters the dynamic idle preparation mode;

[0016] S150: When the system is in the dynamic idle control mode, if there are other special circumstances, the dynamic idle control mode is exited and the normal idle mode is entered.

[0017] Furthermore, step S150 specifically includes:

[0018] S151: When the engine stops running or the oil pressure alarm sounds, the dynamic idle control mode is exited and the normal idle mode is entered;

[0019] S152: When the engine control state changes from the idle control mode to the throttle control mode, the dynamic idle control mode is exited and the normal idle mode is entered;

[0020] S153, the gearbox is in D gear, the engine is in idle control mode, the service brake and the electronic parking brake are invalid, the vehicle speed is greater than 0 and the acceleration filter value is less than 0, then exit the dynamic idle control mode and enter the normal idle mode.

[0021] Furthermore, step S200 specifically includes the following steps:

[0022] S210, obtaining the coolant temperature and the engine speed through a hard-wired sensor, obtaining the current gear position signal of the transmission according to the bus signal, and obtaining the speed ratio I of the motor and the engine;

[0023] S220, look up the table to obtain the maximum engine idle load torque T according to the obtained coolant temperature and engine speed m ;

[0024] S230, according to the obtained coolant temperature and engine speed, look up the table to obtain the load torque T of the transmission hydraulic converter of the vehicle in the D gear and the N gear. fd and T fn ;

[0025] S240, convert the engine idle speed loading maximum torque through the coefficient to obtain the idle speed starting limit torque T used for engine operation 90 ;

[0026] S250, load the maximum torque T according to the engine idle speed m The torque limit T of the GCU power generation is obtained by taking into account the load torque of the transmission torque converter in the D gear or N gear of the vehicle and the speed ratio I of the motor and the engine. GCU .

[0027] Furthermore, in step S240, the idle start limit torque T used by the engine is 90 for:

[0028] T 90 =T m ×a;

[0029] Wherein, a is the adjustment coefficient, and a=0.9 is taken;

[0030] In step S250, the torque limit T of the GCU power generation GCU for:

[0031] T GCU =(T m -T fd )×I,

[0032] or:

[0033] T GCU =(T m -T fn )×I.

[0034] Furthermore, step S300 specifically includes the following steps:

[0035] S310, obtaining the coolant temperature according to the hard-wire sensor, obtaining the GCU requested power, the current gear position of the transmission, the gearbox target gear position signal, and the engine speed limit value A0 for switching from N gear to D gear sent by the TCU according to the bus signal;

[0036] S320, obtain a low idle target speed A1 by looking up a table according to the coolant temperature, and obtain a target idle speed A2 for power generation in N gear and a target idle speed A3 for power generation in non-N gear according to the coolant temperature and the GCU requested power;

[0037] S330. Select a value from A1, A2 and A3 as the first idle target speed A according to different working conditions.

[0038] Furthermore, step S330 specifically includes the following steps:

[0039] S331, if the current gear is not in the N gear, the larger value of the low idle target speed A1 and the target idle speed A3 that satisfies power generation in the non-N gear is taken as the value of the first idle target speed A;

[0040] S332, if the current gear is N gear and the target gear is also N gear, the larger value of the low idle target speed A1 and the target idle speed A2 satisfying power generation in N gear is taken as the value of the first idle target speed A;

[0041] S333. If the current gear is in N gear, but the target gear is not N gear, use the smaller value between the target idle speed A2 for power generation in N gear and the engine speed limit A0 for switching from N gear to D gear sent by TCU, and compare it with the low idle target speed A1 and take the larger value as the value of the first idle target speed A.

[0042] Furthermore, step S400 specifically includes the following steps:

[0043] S410, obtaining a power generation control switch signal and an engine speed according to a hard-wire sensor, and retrieving current engine torque information and air conditioning status information;

[0044] S420, calculating the conventional idle target speed of the engine according to the coolant temperature and the air conditioning state, and recording it as the second idle target speed B;

[0045] S430, after the vehicle is powered on, it enters the normal idle mode, and the value of the second idle target speed B is initially taken as the idle target speed;

[0046] S440: Control the idle target speed according to the engine power generation load state.

[0047] In step S440, the power generation load state includes no power generation load, power generation load and dynamic idle preparation stage.

[0048] According to a second aspect of an embodiment of the present invention, there is provided an idling and starting control system for a high-power wheel train high-voltage generator off-road vehicle, comprising:

[0049] A mode judgment module is used to determine the driver's operation intention through the vehicle's signal after the vehicle is powered on, thereby determining the idle control mode, wherein the idle control mode includes a normal idle mode, a dynamic idle preparation mode, and a dynamic idle control mode;

[0050] The torque calculation module is used to obtain the coolant temperature, engine speed and current gear information of the transmission, and obtain the torque limit T of the GCU power generation. CGU ;

[0051] The first speed control module is used to obtain the coolant temperature, the GCU request power signal, the gearbox current gear, the gearbox target gear signal and the engine speed limit signal of the N gear to D gear sent by the TCU, and determine the idle target speed A through the above signals;

[0052] The second speed control module is used to obtain the coolant temperature and air conditioning status information, calculate the engine's traditional idle target speed B, determine the final idle target speed, and execute the PID control process based on the current engine speed to control the engine to reach the target idle speed.

[0053] In general, the above technical solutions conceived by the present invention can achieve the following beneficial effects compared with the prior art:

[0054] 1. The present invention provides a high-power wheel train high-voltage power generation off-road vehicle idling and starting control method, which calculates the electrical power consumption during vehicle idling to introduce the power generation into the engine power calculation, controls the engine idle target speed, and realizes coordinated control of power generation and engine idle speed during vehicle idling and idling starting.

[0055] 2. The present invention provides an idling and starting control method for a high-power wheel train high-voltage power generation off-road vehicle, which reduces the idling start impact of a high-power high-voltage power generation diesel off-road vehicle and improves driving comfort by calculating the idling start limit torque used for engine operation and the torque limit of GCU power generation. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 It is a schematic diagram of the overall process of a method for controlling idling and starting of an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention;

[0057] Figure 2 It is a schematic diagram of the overall steps of a method for idling and starting control of an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention;

[0058] Figure 3 A schematic diagram of specific steps of step S100 in a method for controlling idling and starting of an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention;

[0059] Figure 4 A schematic diagram of idle mode conversion in an idle and starting control method for an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention;

[0060] Figure 5 A schematic diagram of specific steps of step S200 in a method for controlling idling and starting of an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention;

[0061] Figure 6 This is a flow chart of step S200 in a method for controlling idling and starting of an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention;

[0062] Figure 7 A schematic diagram of specific steps of step S300 in a method for controlling idling and starting of an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention;

[0063] Figure 8 A schematic diagram of specific steps of step S330 in a method for controlling idling and starting of an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention;

[0064] Fig. 9 It is a flow chart of step S400 in a method for controlling idling and starting of an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention;

[0065] Fig.10 The figure is a schematic diagram of specific steps of step S400 in a method for idling and starting control of an off-road vehicle with a high-power wheel train and high-voltage power generation according to an embodiment of the present invention. DETAILED DESCRIPTION

[0066] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0067] Example 1

[0068] like Figure 1 , 2 As shown, an embodiment of the present invention provides an idling and starting control method for a high-power wheel train high-voltage power generation off-road vehicle, which specifically includes the following steps:

[0069] S100, after the vehicle is powered on, determining the driver's operation intention through the vehicle signal, thereby determining an idle speed control mode, wherein the idle speed control mode includes a normal idle speed mode, a dynamic idle speed preparation mode, and a dynamic idle speed control mode;

[0070] S200, obtain the coolant temperature, engine speed and current gear information of the transmission, and obtain the torque limit value T of the GCU power generation CGU ;

[0071] S300, obtaining the coolant temperature, the GCU power request signal, the gearbox current gear position, the gearbox target gear position signal, and the engine speed limit signal for switching from N gear to D gear sent by the TCU, and determining the first idle target speed A through the above signals;

[0072] S400, obtaining coolant temperature and air conditioning status information, calculating the second idle target speed B of the engine, determining the final idle target speed, and executing a PID control process based on the current engine speed to control the engine to reach the target idle speed.

[0073] Among them, in step S100, the vehicle signals include T15 signal, oil pressure signal and service brake signal obtained through hard wire, transmission gear signal, vehicle speed signal, EPB signal and ESC acceleration signal obtained through the bus, and engine operating status signal and engine control mode signal obtained through internal calculation of ECU.

[0074] like Figure 3 , 4 As shown, in step S100, the determination of the driver's operation intention through the vehicle signal is specifically:

[0075] S110, the vehicle enters the normal idle mode by default after power-on;

[0076] S120: When the engine is started successfully, the transmission is switched to N gear, the vehicle speed is 0, the service brake pedal is pressed or the electronic parking brake is effective, and there is no oil pressure alarm, it is judged that the driver has the intention to start, and the system enters the dynamic idle preparation mode;

[0077] S130. When the system enters the idle preparation mode, the engine is idling, the vehicle speed is 0, the gearbox is switched to D gear, the service brake or the electronic parking brake is effective, and there is no oil pressure alarm, it is determined that the driver is ready for driving, and the system enters the dynamic idle control mode.

[0078] S140: When the system is in the dynamic idle control mode, the engine keeps running, the service brake or the electronic parking brake is effective, the vehicle speed is 0, the oil pressure alarm is not on, and the gear is switched from D gear to N gear. At this time, it is judged that the driver has given up driving, and the system enters the dynamic idle preparation mode;

[0079] S150: When the system is in the dynamic idle control mode, if there are other special circumstances, the dynamic idle control mode is exited and the normal idle mode is entered.

[0080] In step S120, if the key is powered off, or the vehicle speed is greater than 0, or the engine is stopped, the system returns to the normal idle mode.

[0081] Step S150 specifically includes:

[0082] S151: When the engine stops running or the oil pressure alarm sounds, the dynamic idle control mode is exited and the normal idle mode is entered;

[0083] S152: When the engine control state changes from the idle control mode to the throttle control mode, the dynamic idle control mode is exited and the normal idle mode is entered;

[0084] S153, the gearbox is in D gear, the engine is in idle control mode, the service brake and the electronic parking brake are invalid, the vehicle speed is greater than 0 and the acceleration filter value is less than 0, then exit the dynamic idle control mode and enter the normal idle mode.

[0085] After entering the normal idle mode in step S150, if the engine keeps running, the transmission gear is in D gear, the vehicle speed is 0, the service brake or electronic parking brake is effective, and the oil pressure alarm is not sounded, then the normal idle mode is exited and the dynamic idle control mode is entered.

[0086] In step S152, the idle control mode is a working mode in which the engine automatically maintains the operating speed in the absence of an external acceleration request, including when the driver does not step on the accelerator pedal, so as to keep the engine running at a stable and lowest safe speed and ensure that the engine can respond to acceleration requirements at any time; the throttle control mode is a mode in which the driver controls the output power of the engine by operating the accelerator pedal.

[0087] like Figure 5 , 6 As shown, step S200 specifically includes the following steps:

[0088] S210, obtaining the coolant temperature and the engine speed through a hard-wired sensor, obtaining the current gear position signal of the transmission according to the bus signal, and obtaining the speed ratio I of the motor and the engine;

[0089] S220, look up the table to obtain the maximum engine idle load torque T according to the obtained coolant temperature and engine speed m ;

[0090] S230, according to the obtained coolant temperature and engine speed, look up the table to obtain the load torque T of the transmission hydraulic converter of the vehicle in the D gear and the N gear. fd and T fn ;

[0091] S240, convert the engine idle speed loading maximum torque through the coefficient to obtain the idle speed starting limit torque T used for engine operation 90 ;

[0092] S250, load the maximum torque T according to the engine idle speed m The torque limit T of the GCU power generation is obtained by taking into account the load torque of the transmission torque converter in the D gear or N gear of the vehicle and the speed ratio I of the motor and the engine. GCU .

[0093] The table lookup in steps S220 and S230 is obtained by calibration in a low temperature environment chamber.

[0094] In step S240, the engine is operated with an idle start limit torque T 90 for:

[0095] T 90 =T m ×a;

[0096] Wherein, a is the adjustment coefficient, and a=0.9 is taken.

[0097] In step S250, the torque limit T of the GCU power generation GCU for:

[0098] T GCU =(T m -T fd )×I;

[0099] or:

[0100] T GCU =(T m -T fn )×I.

[0101] like Figure 7 As shown, step S300 specifically includes the following steps:

[0102] S310, obtaining the coolant temperature according to the hard-wire sensor, obtaining the GCU requested power, the current gear position of the transmission, the gearbox target gear position signal, and the engine speed limit value A0 for switching from N gear to D gear sent by the TCU according to the bus signal;

[0103] S320, obtain a low idle target speed A1 by looking up a table according to the coolant temperature, and obtain a target idle speed A2 for power generation in N gear and a target idle speed A3 for power generation in non-N gear according to the coolant temperature and the GCU requested power;

[0104] S330, selecting a value from A1, A2 and A3 as the first idle target speed A according to different working conditions.

[0105] In step S310, the GCU is a motor control unit, which is used to control and monitor the working state of the engine; the TCU is a transmission control unit, which is used to manage and control the operation of the transmission.

[0106] like Figure 8 As shown, step S330 specifically includes the following steps:

[0107] S331, if the current gear is not in the N gear, the larger value of the low idle target speed A1 and the target idle speed A3 that satisfies power generation in the non-N gear is taken as the value of the first idle target speed A;

[0108] S332, if the current gear is N gear and the target gear is also N gear, the larger value of the low idle target speed A1 and the target idle speed A2 satisfying power generation in N gear is taken as the value of the first idle target speed A;

[0109] S333. If the current gear is in N gear, but the target gear is not N gear, use the smaller value between the target idle speed A2 for power generation in N gear and the engine speed limit A0 for switching from N gear to D gear sent by TCU, and compare it with the low idle target speed A1 and take the larger value as the value of the first idle target speed A.

[0110] like Fig. 9 , 10 As shown, step S400 specifically includes the following steps:

[0111] S410, obtaining a power generation control switch signal and an engine speed according to a hard-wire sensor, and retrieving current engine torque information and air conditioning status information;

[0112] S420, calculating the conventional idle target speed of the engine according to the coolant temperature and the air conditioning state, and recording it as the second idle target speed B;

[0113] S430, after the vehicle is powered on, it enters the normal idle mode, and the value of the second idle target speed B is initially taken as the idle target speed;

[0114] S440: Control the idle target speed according to the engine power generation load state.

[0115] In step S440, the power generation load state includes no power generation load, power generation load and dynamic idle preparation stage.

[0116] The engine enters the dynamic idle control mode, and the power generation control switch signal is turned off, and it is determined that the engine is in the no-power generation load state. At this time, the control steps specifically include:

[0117] S4411, the engine idle target speed is adjusted down in steps of 10 rpm to ensure a smooth decrease in engine speed;

[0118] S4412: When the engine speed is greater than (A+10) rpm, the engine torque is not less than the idle start limit torque T 90 When the idle speed target is the current engine speed, the engine keeps running at the current speed;

[0119] S4413: When the engine speed is less than or equal to (A+10) rpm and the engine torque is less than the idle start limit torque T 90 When the idle speed is set to the current engine speed, the engine will maintain the current speed.

[0120] In steps S4411-S4413, if the dynamic idle control mode is exited or the power generation switch is turned on during the speed reduction process or after the adjustment is completed, it returns to the normal idle mode, uses the second idle target speed B as the idle target speed, and then re-enters the speed arbitration adjustment according to the mode.

[0121] In step S4412, the engine speed has not yet dropped to the first idle target speed A, and the engine torque is close to the load capacity of the current actual speed.

[0122] In step S4413, the engine speed is close to the first idle target speed A, and the engine load capacity still has a certain margin.

[0123] The engine enters the dynamic idle control mode, and the power generation control switch signal is turned on, and it is determined that the engine is in the power generation load state.

[0124] When the engine is in the state with power generation load, if the first idle target speed A is greater than the second idle target speed B, the control steps specifically include:

[0125] S4421, the engine idle target speed is increased in steps of 10 rpm to ensure that the engine speed increases steadily, and at the same time the torque limit T of the GCU generator is sent. GCU to the engine;

[0126] S4422: When the engine speed rises to between (A+10) and (A-10) rpm, and the speed A is continuously greater than the speed B, the speed is adjusted to the target idle speed, the current engine speed is taken, and the engine is kept running at this speed.

[0127] In steps S4421 and S4422, if the dynamic idle control mode is exited during the speed rising process or after the adjustment is completed, or the power generation control switch is turned off or the power generation load is reduced, resulting in the first idle target speed A being less than the second idle target speed B, then return to the normal idle mode, use the second idle target speed B as the idle target speed, and then re-enter the speed arbitration adjustment according to the mode.

[0128] When the engine is in the state with power generation load, if the first idle target speed A is less than the second idle target speed B, the control steps specifically include:

[0129] S4423, the engine idle target speed is adjusted down in steps of 10 rpm to ensure a smooth decrease in engine speed, and the torque limit T of the GCU generator is sent at the same time. GCU to the engine;

[0130] S4424: When the engine speed is less than or equal to (A+10) rpm and the engine torque is less than T 90, and when the first idle target speed A is continuously less than the second idle target speed B, the speed is adjusted to the current engine speed, and the engine is kept running at the current speed;

[0131] S4425: When the engine speed is greater than (A+10) rpm, the engine torque is not less than the idle start limit torque T 90 , and when the first idle target speed A is continuously less than the second idle target speed B, the engine speed has not yet reached the first idle target speed A, the torque is close to the load capacity of the current actual speed, and the idle target speed is the current engine speed.

[0132] In steps S4423-S4425, if the dynamic idle control mode is exited during the speed reduction process or after the adjustment is completed, or the power generation switch is turned off, or the power generation load increases so that the first idle target speed A is greater than the second idle target speed B, then return to the normal idle mode, use the second idle target speed B as the idle target speed, and then re-enter the speed arbitration adjustment according to the mode.

[0133] The engine enters the dynamic idle preparation mode, the power generation control switch signal is turned on, and the first idle target speed A is greater than the second idle target speed B, and it is determined that the engine is in the dynamic idle preparation stage. At this time, the control steps specifically include:

[0134] S4431, the engine idle target speed is increased in steps of 10rpm to ensure that the engine speed increases steadily. At the same time, the engine controller ECU sends the torque limit value T generated by the GCU. GCU To the motor controller GCU;

[0135] S4432: When the engine speed rises to between (A+10) and (A-10) rpm, and the speed A is continuously greater than the speed B, the speed is adjusted to the target idle speed, the current engine speed is taken, and the engine is kept running at this speed.

[0136] In steps S4431 and S4432, if the dynamic idle preparation mode is exited during the speed increase process or after the adjustment is completed, or the power generation switch is turned off, or the first idle target speed A is less than the second idle target speed B, then return to the normal idle mode, use the second idle target speed B as the idle target speed, and then re-enter the speed arbitration adjustment according to the mode.

[0137] Furthermore, when T GCU Limit the torque output requirement, and when the engine control mode is the normal idle mode, the output T GCU Torque is used to limit the torque of power generation during idle speed control.

[0138] Example 2

[0139] The embodiment of the present invention provides an idling and starting control system for a high-power wheel train high-voltage power generation off-road vehicle, comprising:

[0140] A mode judgment module is used to determine the driver's operation intention through the vehicle's signal after the vehicle is powered on, thereby determining the idle control mode, wherein the idle control mode includes a normal idle mode, a dynamic idle preparation mode, and a dynamic idle control mode;

[0141] The torque calculation module is used to obtain the coolant temperature, engine speed and current gear information of the transmission, and obtain the torque limit T of the GCU power generation. CGU ;

[0142] The first speed control module is used to obtain the coolant temperature, the GCU request power signal, the gearbox current gear, the gearbox target gear signal and the engine speed limit signal of the N gear to D gear sent by the TCU, and determine the idle target speed A through the above signals;

[0143] The second speed control module is used to obtain the coolant temperature and air conditioning status information, calculate the engine's traditional idle target speed B, determine the final idle target speed, and execute the PID control process based on the current engine speed to control the engine to reach the target idle speed.

[0144] Example 3

[0145] An embodiment of the present invention provides a vehicle, which includes the system described in Embodiment 2 and uses the method described in Embodiment 1 to achieve control.

[0146] It will be easily understood by those skilled in the art that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for controlling idling and starting of an off-road vehicle with a high-power wheel train and high-voltage generator, characterized in that: The following steps are involved: S100, after the vehicle is powered on, determining the driver's operation intention through the vehicle signal, thereby determining an idle speed control mode, wherein the idle speed control mode includes a normal idle speed mode, a dynamic idle speed preparation mode, and a dynamic idle speed control mode; S200, obtain the coolant temperature, engine speed and current gear information of the transmission, and obtain the torque limit value T of the GCU power generation CGU ; S300, obtaining the coolant temperature, the GCU power request signal, the gearbox current gear position, the gearbox target gear position signal, and the engine speed limit signal for switching from N gear to D gear sent by the TCU, and determining the first idle target speed A through the above signals; S400, obtaining coolant temperature and air conditioning status information, calculating the second idle target speed B of the engine, determining the final idle target speed, and executing a PID control process based on the current engine speed to control the engine to reach the target idle speed.

2. The method for controlling idling and starting of a high-power wheel train high-voltage power generation off-road vehicle according to claim 1, characterized in that: In step S100, the determination of the driver's operation intention through the vehicle signal is specifically as follows: S110, the vehicle enters the normal idle mode by default after power-on; S120: When the engine is started successfully, the transmission is switched to N gear, the vehicle speed is 0, the service brake pedal is pressed or the electronic parking brake is effective, and there is no oil pressure alarm, it is judged that the driver has the intention to start, and the system enters the dynamic idle preparation mode; S130, when the system enters the idle preparation mode, the engine is idling, the vehicle speed is 0, the gearbox is switched to D gear, the service brake or the electronic parking brake is effective, and there is no oil pressure alarm, it is determined that the driver is ready to drive, and the system enters the dynamic idle control mode; S140: When the system is in the dynamic idle control mode, the engine keeps running, the service brake or the electronic parking brake is effective, the vehicle speed is 0, the oil pressure alarm is not on, and the gear is switched from D gear to N gear. At this time, it is judged that the driver has given up driving, and the system enters the dynamic idle preparation mode; S150: When the system is in the dynamic idle control mode, if there are other special circumstances, the dynamic idle control mode is exited and the normal idle mode is entered.

3. The method for controlling idling and starting of a high-power wheel train high-voltage power generation off-road vehicle according to claim 2 is characterized in that: Step S150 specifically includes: S151: When the engine stops running or the oil pressure alarm sounds, the dynamic idle control mode is exited and the normal idle mode is entered; S152: When the engine control state changes from the idle control mode to the throttle control mode, the dynamic idle control mode is exited and the normal idle mode is entered; S153, the gearbox is in D gear, the engine is in idle control mode, the service brake and the electronic parking brake are invalid, the vehicle speed is greater than 0 and the acceleration filter value is less than 0, then exit the dynamic idle control mode and enter the normal idle mode.

4. A method for controlling idling and starting of a high-power wheel train high-voltage power generation off-road vehicle according to any one of claims 1-3, characterized in that: In step S200, the following steps are specifically included: S210, obtaining the coolant temperature and the engine speed through a hard-wired sensor, obtaining the current gear position signal of the transmission according to the bus signal, and obtaining the speed ratio I of the motor and the engine; S220, look up the table to obtain the maximum engine idle load torque T according to the obtained coolant temperature and engine speed m ; S230, according to the obtained coolant temperature and engine speed, look up the table to obtain the load torque T of the transmission hydraulic converter of the vehicle in the D gear and the N gear. fd and T fn ; S240, convert the engine idle speed loading maximum torque through the coefficient to obtain the idle speed starting limit torque T used for engine operation 90 ; S250, load the maximum torque T according to the engine idle speed m The torque limit T of the GCU power generation is obtained by taking into account the load torque of the transmission torque converter in the D gear or N gear of the vehicle and the speed ratio I of the motor and the engine. GCU .

5. The method for idling and starting control of a high-power wheel train high-voltage generator off-road vehicle according to claim 4 is characterized in that: In step S240, the engine is operated with an idle start limit torque T 90 for: T 90 =T m ×a; Wherein, a is the adjustment coefficient, and a=0.9 is taken; In step S250, the torque limit T of the GCU power generation GCU for: T GCU =(T m -T fd )×I, or: T GCU =(T m -T fn )×I。 6. A method for controlling idling and starting of a high-power wheel train high-voltage power generation off-road vehicle according to any one of claims 1-3, characterized in that: In step S300, the following steps are specifically included: S310, obtaining the coolant temperature according to the hard-wire sensor, obtaining the GCU requested power, the current gear position of the transmission, the gearbox target gear position signal, and the engine speed limit value A0 for switching from N gear to D gear sent by the TCU according to the bus signal; S320, obtain a low idle target speed A1 by looking up a table according to the coolant temperature, and obtain a target idle speed A2 for power generation in N gear and a target idle speed A3 for power generation in non-N gear according to the coolant temperature and the GCU requested power; S330. Select a value from A1, A2 and A3 as the first idle target speed A according to different working conditions.

7. The method for idling and starting control of a high-power wheel train high-voltage generator off-road vehicle according to claim 6 is characterized in that: In step S330, the following steps are specifically included: S331, if the current gear is not in the N gear, the larger value of the low idle target speed A1 and the target idle speed A3 that satisfies power generation in the non-N gear is taken as the value of the first idle target speed A; S332, if the current gear is N gear and the target gear is also N gear, the larger value of the low idle target speed A1 and the target idle speed A2 satisfying power generation in N gear is taken as the value of the first idle target speed A; S333. If the current gear is in N gear, but the target gear is not N gear, use the smaller value between the target idle speed A2 for power generation in N gear and the engine speed limit A0 for switching from N gear to D gear sent by TCU, and compare it with the low idle target speed A1 and take the larger value as the value of the first idle target speed A.

8. A method for controlling idling and starting of a high-power wheel train high-voltage generator off-road vehicle according to any one of claims 1-3, characterized in that: In step S400, the following steps are specifically included: S410, obtaining a power generation control switch signal and an engine speed according to a hard-wire sensor, and retrieving current engine torque information and air conditioning status information; S420, calculating the conventional idle target speed of the engine according to the coolant temperature and the air conditioning state, and recording it as the second idle target speed B; S430, after the vehicle is powered on, it enters the normal idle mode, and the value of the second idle target speed B is initially taken as the idle target speed; S440: Control the idle target speed according to the engine power generation load state.

9. A high-power wheel train high-voltage power generation off-road vehicle idle and start control system, used to implement a high-power wheel train high-voltage power generation off-road vehicle idle and start control method as claimed in any one of claims 1 to 8, characterized in that: include: A mode judgment module is used to determine the driver's operation intention through the vehicle's signal after the vehicle is powered on, thereby determining the idle control mode, wherein the idle control mode includes a normal idle mode, a dynamic idle preparation mode, and a dynamic idle control mode; The torque calculation module is used to obtain the coolant temperature, engine speed and current gear information of the transmission, and obtain the torque limit T of the GCU power generation. CGU ; The first speed control module is used to obtain the coolant temperature, the GCU request power signal, the gearbox current gear, the gearbox target gear signal and the engine speed limit signal of the N gear to D gear sent by the TCU, and determine the idle target speed A through the above signals; The second speed control module is used to obtain the coolant temperature and air conditioning status information, calculate the engine's traditional idle target speed B, determine the final idle target speed, and execute the PID control process based on the current engine speed to control the engine to reach the target idle speed.

10. A vehicle, controlled by using the idle speed and starting control method of a high-power wheel train high-voltage generator off-road vehicle as claimed in any one of claims 1 to 8.

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