Engine transition working condition control method, management system and computer program product

Abstract

The invention discloses an engine transition working condition control method, a management system and a computer program product. The method comprises the steps that the driver demand power of a target vehicle and the actual power of an engine are obtained; working condition detection is conducted on the target vehicle based on the driver demand power and the actual engine power, a detection result is obtained, and the detection result is used for determining whether the current operation working condition of the target vehicle is the engine transition working condition or not; determining required power of an energy storage device according to the required power of a driver and actual power of an engine in response to determining that the target vehicle is in an engine transition working condition through a detection result; and adjusting the power of the engine transition working condition according to the energy storage device demand power. The technical problems that in the prior art, when the engine is in the transition working condition, the exhaust air-fuel ratio control stability is poor, and pollutant emission is increased are solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to an engine transient operating condition control method, a management system and a computer program product. Background Art

[0002] As the core component of a car, the emission performance of the engine directly affects the environmental protection level of the whole vehicle. Under steady-state conditions, the operation of the engine is relatively stable and the combustion efficiency is high, so the pollutant emissions are relatively small. However, in transition conditions, due to the sudden change in engine load, the fuel injection amount is difficult to adjust quickly, resulting in the air-fuel ratio deviating from the ideal value and increased pollutant emissions. In the related art, the control of the engine transition condition usually relies on two methods: one is to optimize the combustion process by controlling the injection timing, injection amount and injection pressure; the other is to achieve power transition by managing the torque output. However, the two methods in the related art have the problem of poor stability in the control of the engine exhaust air-fuel ratio, which increases the emission of pollutants.

[0003] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0004] The embodiments of the present invention provide an engine transition condition control method, a management system and a computer program product to at least solve the technical problems in the related art of poor exhaust air-fuel ratio control stability and increased pollutant emissions when the engine is in a transition condition.

[0005] According to one aspect of an embodiment of the present disclosure, a method for controlling an engine transition operating condition is provided, comprising: obtaining a driver's required power and an actual engine power of a target vehicle; performing an operating condition detection on the target vehicle based on the driver's required power and the actual engine power to obtain a detection result, wherein the detection result is used to determine whether the current operating condition of the target vehicle is in an engine transition operating condition; in response to determining that the target vehicle is in an engine transition operating condition through the detection result, determining an energy storage device required power based on the driver's required power and the actual engine power; and performing power regulation for the engine transition operating condition according to the energy storage device required power.

[0006] Optionally, the operating condition of the target vehicle is detected based on the driver's required power and the actual engine power, and the detection result includes: obtaining a first calculation result of the actual engine power and a pre-calibrated power hysteresis value; and determining the detection result based on a comparison result between the driver's required power and the first calculation result.

[0007] Optionally, obtaining a first calculation result of an actual engine power and a pre-calibrated power hysteresis value includes: calculating the sum of the actual engine power and the power hysteresis value to obtain a first calculation result; determining a detection result based on a comparison result between the driver's required power and the first calculation result includes: determining that the target vehicle is in an engine acceleration condition in response to the comparison result indicating that the driver's required power is greater than the first calculation result.

[0008] Optionally, in response to determining through detection results that the target vehicle is in an engine transition condition, determining the required power of the energy storage device based on the driver's required power and the actual engine power includes: in response to determining through detection results that the target vehicle is in an engine acceleration condition, obtaining a second calculation result of the actual engine power and a pre-calibrated power rise slope value per unit time; selecting a smaller value between the driver's required power and the second calculation result to obtain the engine required power; and determining the required power of the energy storage device based on the driver's required power and the engine required power.

[0009] Optionally, obtaining a first calculation result of an actual engine power and a pre-calibrated power hysteresis value includes: calculating a difference between the actual engine power and the power hysteresis value to obtain a first calculation result; determining a detection result based on a comparison result between the driver's required power and the first calculation result includes: determining that the target vehicle is in an engine deceleration condition in response to the comparison result indicating that the driver's required power is less than the first calculation result.

[0010] Optionally, in response to determining through detection results that the target vehicle is in an engine transition condition, determining the required power of the energy storage device based on the driver's required power and the actual engine power includes: in response to determining through detection results that the target vehicle is in an engine deceleration condition, obtaining a third calculation result of the actual engine power and a pre-calibrated power decrease slope value per unit time; selecting the larger value from the driver's required power and the third calculation result to obtain the engine required power; and determining the required power of the energy storage device based on the driver's required power and the engine required power.

[0011] Optionally, power regulation of the engine transition condition according to the power required by the energy storage device includes: in response to determining through detection results that the target vehicle is in an engine acceleration condition, power compensation for the engine acceleration condition according to the power required by the energy storage device; in response to determining through detection results that the target vehicle is in an engine deceleration condition, power absorption for the engine deceleration condition according to the power required by the energy storage device.

[0012] Optionally, the engine transition condition control method also includes: in response to determining through detection results that the target vehicle is in an engine steady-state condition, determining the required power of the energy storage device based on a comparison result between a current power of the energy storage device and a preset balance power; and obtaining the required power of the engine using the driver's required power and the required power of the energy storage device.

[0013] According to another aspect of an embodiment of the present disclosure, an engine transition operating condition control device is provided: an acquisition module, used to acquire the driver's required power and the actual engine power of a target vehicle; a detection module, used to perform an operating condition detection on the target vehicle based on the driver's required power and the actual engine power, and obtain a detection result, wherein the detection result is used to determine whether the current operating condition of the target vehicle is in the engine transition operating condition; a determination module, used to determine the required power of an energy storage device according to the driver's required power and the actual engine power in response to determining that the target vehicle is in the engine transition operating condition through the detection result; and an adjustment module, used to adjust the power of the engine transition operating condition according to the required power of the energy storage device.

[0014] Optionally, the acquisition module is further used to obtain a first calculation result of the actual engine power and a pre-calibrated power hysteresis value; the determination module is further used to determine the detection result based on a comparison result between the driver's required power and the first calculation result.

[0015] Optionally, the acquisition module is also used to calculate the sum of the actual engine power and the power hysteresis value to obtain a first calculation result; the determination module is also used to respond to the comparison result indicating that the driver's required power is greater than the first calculation result, and determine that the target vehicle is in an engine acceleration condition.

[0016] Optionally, the acquisition module is also used to respond to the target vehicle being determined to be in an engine acceleration condition through the detection result, and obtain a second calculation result of the actual engine power and a pre-calibrated power rise slope value per unit time; the determination module is also used to: select a smaller value from the driver's required power and the second calculation result to obtain the engine required power; determine the required power of the energy storage device based on the driver's required power and the engine required power.

[0017] Optionally, the acquisition module is also used to calculate the difference between the actual engine power and the power hysteresis value to obtain a first calculation result; the determination module is also used to respond to the comparison result indicating that the driver's required power is less than the first calculation result, and determine that the target vehicle is in an engine deceleration condition.

[0018] Optionally, the acquisition module also responds to the detection result to determine that the target vehicle is in an engine deceleration condition, and obtains a third calculation result of the actual engine power and a pre-calibrated power reduction slope value per unit time; the determination module is also used to: select the larger value from the driver's required power and the third calculation result to obtain the engine required power; determine the energy storage device required power based on the driver's required power and the engine required power.

[0019] Optionally, the adjustment module is also used to: in response to determining through the detection results that the target vehicle is in an engine acceleration condition, perform power compensation for the engine acceleration condition according to the power required by the energy storage device; in response to determining through the detection results that the target vehicle is in an engine deceleration condition, perform power absorption for the engine deceleration condition according to the power required by the energy storage device.

[0020] Optionally, the determination module is also used to respond to the target vehicle being determined to be in a steady-state engine operating condition through the detection results, and determine the required power of the energy storage device based on the comparison result between the current power of the energy storage device and the preset balance power; the acquisition module is also used to obtain the required power of the engine using the driver's required power and the required power of the energy storage device.

[0021] According to another aspect of an embodiment of the present disclosure, an engine management system is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor is configured to run the computer program to execute the above-mentioned engine transient condition control method.

[0022] According to another aspect of an embodiment of the present disclosure, a vehicle is provided, comprising the above-mentioned engine management system and energy storage device, wherein the energy storage device is at least used to perform power compensation for the engine acceleration condition according to the power required by the energy storage device when the target vehicle is in the engine acceleration condition, and / or, when the target vehicle is in the engine deceleration condition, perform power absorption for the engine deceleration condition according to the power required by the energy storage device.

[0023] According to another aspect of an embodiment of the present disclosure, a computer program product is provided, including a computer program, and the computer program implements the above-mentioned engine transient condition control method when executed by a processor.

[0024] According to another aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, in which a computer program is stored, wherein the computer program is configured to execute the above-mentioned engine transient condition control method when executed by a processor.

[0025] In an embodiment of the present invention, first, the driver's required power and the actual engine power of the target vehicle are obtained; then, the operating condition of the target vehicle is detected based on the driver's required power and the actual engine power to obtain a detection result; in response to determining that the target vehicle is in an engine transition condition through the detection result, the required power of the energy storage device is determined according to the driver's required power and the actual engine power; finally, the power of the engine transition condition is adjusted according to the required power of the energy storage device, thereby achieving the purpose of smooth transition and precise adjustment of power under the vehicle engine transition condition, thereby achieving the technical effect of improving the stability and accuracy of vehicle engine power regulation and reducing pollutant emissions, thereby solving the technical problems of poor exhaust air-fuel ratio control stability and increased pollutant emissions when the engine is in a transition condition in the related art. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0027] Figure 1 is a flow chart of an engine transient condition control method according to one embodiment of the present disclosure;

[0028] Figure 2 is a schematic diagram of an engine transient condition control method according to one embodiment of the present disclosure;

[0029] Figure 3 is a schematic diagram of another engine transient condition control method according to one embodiment of the present disclosure;

[0030] Figure 4 is a schematic diagram of another engine transient condition control method according to one embodiment of the present disclosure;

[0031] Figure 5 It is a structural block diagram of an engine transient operating condition control device according to one embodiment of the present disclosure. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0033] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention 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 data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0034] In the related art, the operating conditions of vehicle engines are complex and diverse, including steady-state conditions and transition conditions. Steady-state conditions refer to the conditions of the engine not changing suddenly within a certain period of time, such as driving at a constant speed; while transition conditions refer to the process of engine conditions changing, such as cold start, warm-up, acceleration and deceleration.

[0035] Specifically, the air-fuel ratio (λ) refers to the ratio between the amount of air and the amount of fuel entering the engine. The theoretical optimal value of λ is 1. When λ=1, it means that the mixture ratio of air and fuel is optimal, the combustion efficiency is the highest, and the exhaust emissions are the lowest. However, under transition conditions, due to the sudden change in engine load, the fuel injection amount is difficult to adjust quickly, causing λ to deviate from the ideal value. When λ<1, it means that the mixture is rich and the combustion is incomplete, which will produce a large amount of carbon monoxide (CO) and total hydrocarbon compounds (THC). These pollutants not only pollute the environment, but also harm human health. When λ>1, it means that the mixture is lean. Although the combustion is more complete, it will produce more nitrogen oxides (NOX), which will also have an adverse effect on the environment.

[0036] According to an embodiment of the present disclosure, a method embodiment of an engine transition condition control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0037] Figure 1 is a flow chart of an engine transient condition control method according to one embodiment of the present disclosure, such as Figure 1 As shown, the method comprises the following steps:

[0038] Step S10, obtaining the driver's required power and the actual engine power of the target vehicle;

[0039] In step S10, the driver's required power is used to represent the power required to be output by the engine obtained by the engine management system (EMS) after analyzing and calculating the signal input by the driver through the accelerator pedal.

[0040] The above-mentioned actual engine power is used to represent the actual output power of the engine in the current operating state.

[0041] Step S12, performing a working condition detection on the target vehicle based on the driver's required power and the actual engine power to obtain a detection result, wherein the detection result is used to determine whether the current operating condition of the target vehicle is in an engine transition condition;

[0042] Step S14, in response to determining through the detection result that the target vehicle is in an engine transition condition, determining the required power of the energy storage device according to the driver's required power and the actual power of the engine;

[0043] In step S14, the above detection result is used to characterize whether the current operating condition of the target vehicle is in an engine transition condition or a non-engine transition condition.

[0044] Step S16, adjusting the power of the engine in transient condition according to the power demand of the energy storage device.

[0045] In step S16, the power demand of the energy storage device is used to characterize that in the transitional working condition of the engine, in order to maintain the steady-state change of the engine power, that is, to increase steadily during acceleration and decrease steadily during deceleration, the energy storage device needs to absorb the released power. The energy absorption and release characteristics of the energy storage device are used to adjust the engine transitional working condition so that the engine transitional working condition power increases or decreases steadily. In the engine acceleration working condition, part of the vehicle power can be supplemented, so that the engine power gradually increases, thereby achieving a steady-state increase in the engine power. In the engine deceleration working condition, part of the engine power is absorbed, so that the engine power gradually decreases, thereby achieving a steady-state decrease in the engine power.

[0046] Through the above steps S10 to S16, first, the driver's required power and the actual engine power of the target vehicle are obtained; then, the operating condition of the target vehicle is detected based on the driver's required power and the actual engine power to obtain a detection result; in response to determining that the target vehicle is in an engine transition condition through the detection result, the required power of the energy storage device is determined according to the driver's required power and the actual engine power; finally, the power of the engine transition condition is adjusted according to the required power of the energy storage device, thereby achieving the purpose of smooth transition and precise adjustment of power under the vehicle engine transition condition, thereby achieving the technical effect of improving the stability and accuracy of vehicle engine power regulation and reducing pollutant emissions, thereby solving the technical problems of poor exhaust air-fuel ratio control stability and increased pollutant emissions when the engine is in a transition condition in the related technology.

[0047] The engine transient condition control method in the embodiment of the present disclosure is further introduced below.

[0048] Optionally, in step S12, the target vehicle is tested for operating conditions based on the driver's required power and the actual engine power, and the test results include:

[0049] Step S121, obtaining a first calculation result of the actual engine power and a pre-calibrated power hysteresis value;

[0050] In step S121, the pre-calibrated power hysteresis value is used to characterize the pre-set engine power hysteresis value, which is used to determine whether the power difference between the driver's required power and the actual engine power is sufficient to trigger the determination of the transitional operating condition or the steady-state operating condition, denoted as A.

[0051] Step S122, determining a detection result based on a comparison result between the driver's required power and the first calculation result.

[0052] Exemplarily, a first calculation result of the actual engine power and a pre-calibrated power hysteresis value is obtained; and based on a comparison result between the driver's required power and the first calculation result, it is determined whether the current operating condition of the target vehicle is an engine acceleration condition, an engine deceleration condition or an engine steady-state condition.

[0053] Based on the above optional embodiments, a method of obtaining a first calculation result of the actual engine power and a pre-calibrated power hysteresis value is adopted, and a detection result is determined based on a comparison result between the driver's required power and the first calculation result. After determining that the difference between the actual engine power and the driver's required power is large enough, a transition condition judgment can be triggered, thereby improving the efficiency of the transition condition judgment.

[0054] Optionally, in step S121, obtaining a first calculation result of the actual engine power and a pre-calibrated power hysteresis value includes:

[0055] Step S1211, calculating the sum of the actual engine power and the power hysteresis value to obtain a first calculation result;

[0056] In step S1211, the first calculation result is used to represent the sum of the actual engine power and the power hysteresis value, that is, the first calculation result = the actual engine power + A.

[0057] Step S1212, determining the detection result based on the comparison result between the driver's required power and the first calculation result includes: in response to the comparison result indicating that the driver's required power is greater than the first calculation result, determining that the target vehicle is in an engine acceleration condition.

[0058] Exemplarily, according to the sum of the actual engine power and the power hysteresis value, a first calculation result = actual engine power + A is obtained; the driver's required power is compared with the first calculation result to obtain a comparison result, wherein when the comparison result indicates that the driver's required power is greater than the first calculation result, the detection result indicates that the target vehicle is in the engine acceleration condition. That is, when the driver's required power>(actual engine power + A), the detection result indicates that the target vehicle is in the engine acceleration condition.

[0059] For example, the actual engine power of a vehicle is currently 100 kW, and the power hysteresis value A is pre-calibrated to 5 kW. If the driver's required power expressed by the accelerator pedal is 110 kW, the EMS will determine that the target vehicle is in the engine acceleration condition, because the driver's required power exceeds the sum of the actual engine power plus the power hysteresis value A.

[0060] Based on the above optional embodiment, the sum of the actual engine power and the power hysteresis value is calculated to obtain a first calculation result; the detection result is determined based on the comparison result between the driver's required power and the first calculation result, including: responding to the fact that the driver's required power is greater than the first calculation result based on the comparison result, determining that the target vehicle is in an engine acceleration condition, and by combining the actual engine power and the pre-calibrated power hysteresis value, it is possible to more accurately identify whether the vehicle is in an acceleration condition.

[0061] Optionally, in step S14, in response to determining through the detection result that the target vehicle is in the engine transition condition, determining the required power of the energy storage device according to the driver's required power and the actual power of the engine includes:

[0062] Step S141, in response to determining through the detection result that the target vehicle is in an engine acceleration condition, obtaining a second calculation result of the actual engine power and a pre-calibrated power increase slope value per unit time;

[0063] In step S141, the above-mentioned power increase slope value per unit time is used to characterize the amount of power that the actual engine power can increase safely and stably per unit time, that is, the rate at which the engine output power increases with time, which is recorded as B. The power increase slope value per unit time can be calibrated according to the specific performance of the engine and the use requirements of the vehicle.

[0064] The above second calculation result is specifically expressed as: second calculation result=actual engine power+Bdt, wherein dt represents a time increment, and Bdt represents the amount by which the engine output power can increase within the time dt.

[0065] Step S142, selecting a smaller value between the driver's required power and the second calculation result to obtain the engine required power;

[0066] In step S142, the engine required power is specifically expressed as: engine required power = MIN [driver required power, second calculation result] = MIN [driver required power, engine actual power + Bdt].

[0067] Step S143, determining the required power of the energy storage device based on the required power of the driver and the required power of the engine.

[0068] In step S143, the energy storage device required power is specifically expressed as: energy storage device required power = driver required power - engine required power.

[0069] Exemplarily, first, when it is determined through the detection results that the target vehicle is in the engine acceleration condition, the second calculation result is obtained, that is, the engine actual power + Bdt; then, the smaller value is selected from the driver's required power and the second calculation result as the engine required power, that is, the engine required power = MIN [driver required power, engine actual power + Bdt]; then, the energy storage device required power is obtained according to the driver's required power and the engine required power, that is, the energy storage device required power = driver required power - engine required power; finally, the energy storage device is used to compensate the engine for the corresponding energy storage device required power, thereby ensuring that the driver's required power is fully and timely met, and the engine is in a steady-state power increase state.

[0070] Based on the above optional embodiments, in response to determining through the detection results that the target vehicle is in an engine acceleration condition, a second calculation result of the actual engine power and a pre-calibrated power rise slope value per unit time is obtained; the smaller value is selected from the driver's required power and the second calculation result to obtain the engine required power; the required power of the energy storage device is determined based on the driver's required power and the engine required power, which can quickly respond to the driver's needs and provide immediate power support, thereby ensuring that the driver's required power is fully and timely met, and the engine is in a steady-state power increase state.

[0071] Optionally, in step S121, obtaining a first calculation result of the actual engine power and a pre-calibrated power hysteresis value includes:

[0072] Step S1213, calculating the difference between the actual engine power and the power hysteresis value to obtain a first calculation result;

[0073] In step S1213, the first calculation result is used to characterize the difference between the actual engine power and the power hysteresis value, that is, the first calculation result = the actual engine power - A.

[0074] Step S1214, determining the detection result based on the comparison result between the driver's required power and the first calculation result includes: in response to the comparison result indicating that the driver's required power is less than the first calculation result, determining that the target vehicle is in an engine deceleration condition.

[0075] Exemplarily, according to the difference between the actual engine power and the power hysteresis value, a first calculation result = actual engine power - A is obtained; the driver's required power is compared with the first calculation result to obtain a comparison result, wherein when the comparison result indicates that the driver's required power is less than the first calculation result, the detection result indicates that the target vehicle is in an engine deceleration condition. That is, when the driver's required power < (actual engine power - A), the detection result indicates that the target vehicle is in an engine deceleration condition.

[0076] For example, the actual engine power of a vehicle is currently 100 kW, and the power hysteresis value A is pre-calibrated to 5 kW. If the driver's required power expressed by the accelerator pedal is 90 kW, the EMS will determine that the target vehicle is in an engine deceleration condition because the driver's required power is lower than the difference between the actual engine power and the power hysteresis value A.

[0077] Based on the above optional embodiment, the difference between the actual engine power and the power hysteresis value is calculated to obtain a first calculation result; the detection result is determined based on the comparison result between the driver's required power and the first calculation result, including: responding to the comparison result indicating that the driver's required power is less than the first calculation result, determining that the target vehicle is in an engine deceleration condition, by calculating the difference between the actual power and the preset power hysteresis value, the operating state of the engine can be accurately identified, and after identifying the deceleration condition, the power output can be adjusted to match the driver's needs, thereby improving fuel efficiency and driving comfort.

[0078] Optionally, in step S14, in response to determining through the detection result that the target vehicle is in the engine transition condition, determining the required power of the energy storage device according to the driver's required power and the actual power of the engine includes:

[0079] Step S144, in response to determining through the detection result that the target vehicle is in an engine deceleration condition, obtaining a third calculation result of the actual engine power and a pre-calibrated power reduction slope value per unit time;

[0080] In step S144, the power reduction slope value per unit time is used to characterize the amount of power reduction of the actual engine power per unit time, that is, the rate at which the engine output power decreases with time, which is recorded as C. The power reduction slope value per unit time can be calibrated according to the specific performance of the engine and the use requirements of the vehicle.

[0081] The third calculation result is specifically expressed as: the third calculation result=actual engine power-Cdt, wherein dt represents the time increment, and Cdt represents the amount of decrease in the engine output power within the time dt.

[0082] Step S145, selecting a larger value between the driver's required power and the third calculation result to obtain the engine required power;

[0083] In step S145, the above engine demand power is specifically expressed as: engine demand power = MAX [driver demand power, third calculation result] = MAX [driver demand power, engine actual power - Cdt].

[0084] Step S146, determining the required power of the energy storage device based on the required power of the driver and the required power of the engine.

[0085] In step S146, the energy storage device required power is specifically expressed as: energy storage device required power = driver required power - engine required power.

[0086] Exemplarily, first, when it is determined through the detection results that the target vehicle is in an engine deceleration condition, a third calculation result is obtained, namely, the engine actual power - Cdt; then, the larger value is selected from the driver's required power and the third calculation result as the engine required power, namely, the engine required power = MAX [driver required power, engine actual power - Cdt]; then, the energy storage device required power is obtained according to the driver's required power and the engine required power, namely, the energy storage device required power = driver required power - engine required power; finally, the energy storage device is used to absorb the corresponding energy storage device required power for the engine, thereby ensuring that the driver's required power is fully and timely met, thereby making the engine in a steady-state power reduction state.

[0087] Based on the above optional embodiments, in response to determining through the detection results that the target vehicle is in an engine deceleration condition, a third calculation result of the actual engine power and a pre-calibrated power reduction slope value per unit time is obtained; the larger value is selected from the driver's required power and the third calculation result to obtain the engine required power; the energy storage device required power is determined based on the driver's required power and the engine required power, and the energy storage device is used to absorb the corresponding energy storage device required power for the engine, thereby ensuring that the driver's required power is fully and timely met, and the engine is in a steady-state power reduction state.

[0088] Optionally, in step S16, adjusting the power of the engine in the transient operating condition according to the power demand of the energy storage device includes:

[0089] Step S161, in response to the target vehicle being determined to be in an engine acceleration condition through the detection result, power compensation is performed for the engine acceleration condition according to the power demand of the energy storage device;

[0090] Exemplarily, when it is determined through the detection results that the target vehicle is in an engine acceleration condition, that is, the driver's required power > (engine actual power + A), the energy storage device is controlled to perform power compensation for the engine acceleration condition according to the required power of the energy storage device, thereby ensuring that the driver's required power is fully and timely met, and the engine is in a steady-state power increase state.

[0091] Step S162, in response to determining through the detection result that the target vehicle is in an engine deceleration condition, power is absorbed for the engine deceleration condition according to the power demand of the energy storage device.

[0092] Exemplarily, when it is determined through the detection results that the target vehicle is in an engine deceleration condition, that is, the driver's required power < (engine actual power-A), the energy storage device is controlled to absorb power for the engine acceleration condition according to the required power of the energy storage device, thereby ensuring that the driver's required power is fully and timely met, and the engine is in a steady-state state of reduced power.

[0093] Based on the above optional embodiments, in response to determining through the detection results that the target vehicle is in an engine acceleration condition, power compensation is performed on the engine acceleration condition according to the power demand of the energy storage device; in response to determining through the detection results that the target vehicle is in an engine deceleration condition, power absorption is performed on the engine deceleration condition according to the power demand of the energy storage device, thereby achieving the purpose of achieving a smooth transition and precise regulation of power under the vehicle engine transition condition, thereby achieving the technical effect of improving the stability and accuracy of the vehicle engine power regulation and reducing pollutant emissions, thereby solving the technical problems in the related art of poor exhaust air-fuel ratio control stability and increased pollutant emissions when the engine is in a transition condition.

[0094] Optionally, the engine transient operating condition control method further includes:

[0095] Step S171, in response to determining through the detection result that the target vehicle is in a steady-state engine operating condition, determining the required power of the energy storage device based on a comparison result between the current power of the energy storage device and a preset balance power;

[0096] In step S171, the preset balancing power is used to characterize the power level that the energy storage device needs to maintain during normal operation. The preset balancing power can ensure that the vehicle can effectively switch between the internal combustion engine and electric drive according to driving conditions and power requirements.

[0097] Exemplarily, when it is determined through the detection results that the target vehicle is in a steady-state engine condition, that is, the actual engine power - A ≤ the driver's required power ≤ the actual engine power + A, the current power of the energy storage device is compared with the preset balance power; based on the comparison result between the current power of the energy storage device and the preset balance power, the required power of the energy storage device is determined, recorded as -D. Specifically, when the current power of the energy storage device is lower than the preset balance power, D takes a positive value, and at this time, the excess power of the engine needs to be used to supplement the energy storage device; when the current power of the energy storage device is greater than or equal to the preset balance power, D takes a negative value, indicating that power can be released. At this time, the engine can reduce the output power, thereby improving fuel economy, and the energy storage device can release the corresponding power for replenishment.

[0098] Step S172, obtaining the engine required power by using the driver's required power and the energy storage device's required power.

[0099] Exemplarily, the engine demand power=(driver demand power+D), wherein -D is the energy storage device demand power.

[0100] For example, Figure 2 is a schematic diagram of an engine transient condition control method according to one embodiment of the present disclosure, such as Figure 2The figure shows the engine power requirement diagram. Specifically, when it is determined that the target vehicle is in the engine acceleration condition, Figure 2 As shown in FIG, when the driver's required power is greater than (engine actual power + Bdt), the EMS uses the value of MIN [driver's required power, (engine actual power + Bdt)] as the engine's required power, where B represents the rate at which the engine output power increases over time. Therefore, the engine's required power is the engine's actual power + Bdt.

[0101] When it is determined that the target vehicle is in a steady-state engine operating condition, D is determined based on a comparison result between the current power of the energy storage device and a preset balance power, where -D is the required power of the energy storage device. Figure 2 As shown in , when the current power of the energy storage device is lower than the preset balance power, D takes a positive value, and at this time, the excess power of the engine needs to be used to replenish the power of the energy storage device. Therefore, the engine demand power = (driver demand power + D).

[0102] When it is determined that the target vehicle is in the engine deceleration condition, Figure 2 As shown in the figure, when the driver's required power is less than (engine actual power - Cdt), the EMS uses the value of MAX [driver's required power, (engine actual power - Cdt)] as the engine's required power, where C represents the rate at which the engine output power decreases with time. Therefore, the engine's required power is the engine's actual power - Cdt.

[0103] Based on the above optional embodiments, in response to determining through detection results that the target vehicle is in a steady-state engine condition, the required power of the energy storage device is determined based on a comparison result between the current power of the energy storage device and a preset balance power; the required power of the engine is obtained by using the power required by the driver and the power required by the energy storage device, and by adjusting the energy flow between the engine and the energy storage device under the steady-state engine condition, it is ensured that both energy sources can be fully utilized under different conditions, thereby improving the energy utilization efficiency of the target vehicle.

[0104] Figure 3 is a schematic diagram of another engine transient condition control method according to one embodiment of the present disclosure, such as Figure 3As shown, it is determined whether the target vehicle is in the engine acceleration condition. If the target vehicle is in the engine acceleration condition, it is determined that the engine demand power = MIN [driver demand power, engine actual power + Bdt], and the energy storage device demand power = driver demand power - engine demand power; if the target vehicle is not in the engine acceleration condition, it is determined whether the target vehicle is in the engine deceleration condition; if the target vehicle is in the engine deceleration condition, it is determined that the engine demand power = MAX [driver demand power, engine actual power - Cdt], and the energy storage device demand power = driver demand power - engine demand power; if the target vehicle is not in the engine deceleration condition, it is determined that the target vehicle is in the engine steady-state condition, then the engine demand power = (driver demand power + D), and the energy storage device demand power = -D.

[0105] Figure 4 is a schematic diagram of another engine transient condition control method according to one embodiment of the present disclosure, such as Figure 4 As shown, the method comprises the following steps:

[0106] Step S401, obtaining the driver's required power and the actual engine power of the target vehicle;

[0107] Step S402, calculating the sum of the actual engine power and the power hysteresis value to obtain a first calculation result;

[0108] Step S403, in response to the comparison result indicating that the driver's required power is greater than the first calculation result, determining that the target vehicle is in an engine acceleration condition;

[0109] Step S404, obtaining a second calculation result of the actual engine power and a pre-calibrated power increase slope value per unit time;

[0110] Step S405, selecting a smaller value between the driver's required power and the second calculation result to obtain the engine required power;

[0111] Step S406, determining the required power of the energy storage device based on the required power of the driver and the required power of the engine;

[0112] Step S407, performing power compensation for the engine acceleration condition according to the power demand of the energy storage device;

[0113] Step S408, calculating the difference between the actual engine power and the power hysteresis value to obtain a first calculation result;

[0114] Step S409, in response to the comparison result indicating that the driver's required power is less than the first calculation result, determining that the target vehicle is in an engine deceleration condition;

[0115] Step S410, obtaining a third calculation result of the actual engine power and a pre-calibrated power reduction slope value per unit time;

[0116] Step S411, selecting a larger value from the driver's required power and the third calculation result to obtain the engine required power;

[0117] Step S412, determining the required power of the energy storage device based on the required power of the driver and the required power of the engine;

[0118] Step S413: absorbing power of the engine deceleration condition according to the power demand of the energy storage device.

[0119] Based on the above steps S401 to S413, first, the driver's required power and the actual engine power of the target vehicle are obtained; then, the operating condition of the target vehicle is detected based on the driver's required power and the actual engine power to obtain a detection result; in response to determining that the target vehicle is in an engine transition condition through the detection result, the required power of the energy storage device is determined according to the driver's required power and the actual engine power; finally, the power of the engine transition condition is adjusted according to the required power of the energy storage device, thereby achieving the purpose of smooth transition and precise adjustment of power under the vehicle engine transition condition, thereby achieving the technical effect of improving the stability and accuracy of vehicle engine power regulation and reducing pollutant emissions, thereby solving the technical problems of poor exhaust air-fuel ratio control stability and increased pollutant emissions when the engine is in a transition condition in the related technology.

[0120] Through the description of the above implementation methods, those skilled in the art can clearly understand that the method according to the above embodiment can be implemented by means of software plus a necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present disclosure, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, a disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present disclosure.

[0121] In the embodiments of the present disclosure, a test set construction device for an intelligent cockpit speech model is also provided, and the device is used to implement the above-mentioned embodiments and preferred implementation modes, and the details that have been explained will not be repeated. As used below, the term "module" can implement a combination of software and / or hardware for a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

[0122] Figure 5is a structural block diagram of an engine transient operating condition control device according to one embodiment of the present disclosure, such as Figure 5 As shown, the device comprises:

[0123] An acquisition module 501 is used to acquire the driver's required power and the actual engine power of the target vehicle;

[0124] A detection module 502 is used to detect the operating condition of the target vehicle based on the driver's required power and the actual engine power to obtain a detection result, wherein the detection result is used to determine whether the current operating condition of the target vehicle is in an engine transition condition;

[0125] A determination module 503 is used to determine the required power of the energy storage device according to the driver's required power and the actual power of the engine in response to the target vehicle being determined to be in the engine transition state through the detection result;

[0126] The regulating module 504 is used to regulate the power of the engine in the transient operating condition according to the power demand of the energy storage device.

[0127] Optionally, the acquisition module 501 is further used to obtain a first calculation result of the actual engine power and a pre-calibrated power hysteresis value; the determination module 503 is further used to determine the detection result based on a comparison result between the driver's required power and the first calculation result.

[0128] Optionally, the acquisition module 501 is also used to calculate the sum of the actual engine power and the power hysteresis value to obtain a first calculation result; the determination module 503 is also used to respond based on the comparison result indicating that the driver's required power is greater than the first calculation result, and determine that the target vehicle is in an engine acceleration condition.

[0129] Optionally, the acquisition module 501 is also used to respond to the target vehicle being determined to be in an engine acceleration condition through the detection result, and obtain a second calculation result of the actual engine power and a pre-calibrated power rise slope value per unit time; the determination module 503 is also used to: select a smaller value from the driver's required power and the second calculation result to obtain the engine required power; determine the required power of the energy storage device based on the driver's required power and the engine required power.

[0130] Optionally, the acquisition module 501 is also used to calculate the difference between the actual engine power and the power hysteresis value to obtain a first calculation result; the determination module 503 is also used to respond based on the comparison result indicating that the driver's required power is less than the first calculation result, and determine that the target vehicle is in an engine deceleration condition.

[0131] Optionally, the acquisition module 5501 also responds to the detection result to determine that the target vehicle is in an engine deceleration condition, and obtains a third calculation result of the actual engine power and a pre-calibrated unit time power reduction slope value; the determination module 503 is also used to: select the larger value from the driver's required power and the third calculation result to obtain the engine required power; determine the energy storage device required power based on the driver's required power and the engine required power.

[0132] Optionally, the adjustment module 504 is also used to: in response to determining through the detection results that the target vehicle is in an engine acceleration condition, perform power compensation for the engine acceleration condition according to the power required by the energy storage device; in response to determining through the detection results that the target vehicle is in an engine deceleration condition, perform power absorption for the engine deceleration condition according to the power required by the energy storage device.

[0133] Optionally, the determination module 503 is also used to respond to the target vehicle being determined to be in a steady-state engine operating condition through the detection results, and determine the required power of the energy storage device based on the comparison result between the current power of the energy storage device and the preset balance power; the acquisition module 501 is also used to obtain the required power of the engine using the driver's required power and the required power of the energy storage device.

[0134] It should be noted that the above modules can be implemented by software or hardware. For the latter, it can be implemented in the following ways, but not limited to: the above modules are all located in the same processor; or the above modules are located in different processors in any combination.

[0135] According to another aspect of an embodiment of the present disclosure, an engine management system is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor is configured to run the computer program to execute the above-mentioned engine transient condition control method.

[0136] Optionally, in this embodiment, the processor may be configured to perform the following steps through a computer program:

[0137] Step S1, obtaining the driver's required power and the actual engine power of the target vehicle;

[0138] Step S2, performing a working condition detection on the target vehicle based on the driver's required power and the actual engine power to obtain a detection result, wherein the detection result is used to determine whether the current operating condition of the target vehicle is in an engine transition condition;

[0139] Step S3, in response to determining that the target vehicle is in an engine transition condition through the detection result, determining the required power of the energy storage device according to the driver's required power and the actual power of the engine;

[0140] Step S4, adjusting the power of the engine in transitional condition according to the power demand of the energy storage device.

[0141] According to another aspect of an embodiment of the present disclosure, a vehicle is provided, comprising the above-mentioned engine management system and energy storage device, wherein the energy storage device is at least used to perform power compensation for the engine acceleration condition according to the power required by the energy storage device when the target vehicle is in the engine acceleration condition, and / or, when the target vehicle is in the engine deceleration condition, perform power absorption for the engine deceleration condition according to the power required by the energy storage device.

[0142] According to another aspect of an embodiment of the present disclosure, a computer program product is provided, including a computer program, and the computer program implements the above-mentioned engine transient condition control method when executed by a processor.

[0143] Optionally, in this embodiment, the computer program product may be configured as a computer program for executing the following steps:

[0144] Step S1, obtaining the driver's required power and the actual engine power of the target vehicle;

[0145] Step S2, performing a working condition detection on the target vehicle based on the driver's required power and the actual engine power to obtain a detection result, wherein the detection result is used to determine whether the current operating condition of the target vehicle is in an engine transition condition;

[0146] Step S3, in response to determining that the target vehicle is in an engine transition condition through the detection result, determining the required power of the energy storage device according to the driver's required power and the actual power of the engine;

[0147] Step S4, adjusting the power of the engine in transitional condition according to the power demand of the energy storage device.

[0148] According to another aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, in which a computer program is stored, wherein the computer program is configured to execute the above-mentioned engine transient condition control method when executed by a processor.

[0149] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0150] Step S1, obtaining the driver's required power and the actual engine power of the target vehicle;

[0151] Step S2, performing a working condition detection on the target vehicle based on the driver's required power and the actual engine power to obtain a detection result, wherein the detection result is used to determine whether the current operating condition of the target vehicle is in an engine transition condition;

[0152] Step S3, in response to determining that the target vehicle is in an engine transition condition through the detection result, determining the required power of the energy storage device according to the driver's required power and the actual power of the engine;

[0153] Step S4, adjusting the power of the engine in transitional condition according to the power demand of the energy storage device.

[0154] Optionally, in this embodiment, the above-mentioned storage medium may include but is not limited to: a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and other media that can store computer programs.

[0155] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0156] 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 the 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.

[0157] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0158] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0159] 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, and the computer software product is stored in a storage medium, including a number of 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 method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0160] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. An engine transient operating condition control method, characterized in that: include: Obtain the driver's required power and the actual engine power of the target vehicle; Performing a working condition detection on the target vehicle based on the driver's required power and the actual engine power to obtain a detection result, wherein the detection result is used to determine whether the current operating condition of the target vehicle is in an engine transition condition; In response to determining that the target vehicle is in the engine transition condition through the detection result, determining the required power of the energy storage device according to the driver's required power and the actual power of the engine; The power of the engine transient condition is adjusted according to the power demand of the energy storage device.

2. The engine transient condition control method according to claim 1, characterized in that: The target vehicle is tested for operating conditions based on the driver's required power and the actual engine power, and the test results include: Obtaining a first calculation result of the actual power of the engine and a pre-calibrated power hysteresis value; The detection result is determined based on a comparison result between the driver demand power and the first calculation result.

3. The engine transient condition control method according to claim 2, characterized in that: Obtaining the first calculation result of the actual power of the engine and the pre-calibrated power hysteresis value includes: Calculating a sum of the actual power of the engine and the power hysteresis value to obtain the first calculation result; Determining the detection result based on the comparison result between the driver demand power and the first calculation result includes: In response to indicating that the driver demand power is greater than the first calculation result based on the comparison result, it is determined that the target vehicle is in an engine acceleration condition.

4. The engine transient condition control method according to claim 3, characterized in that: In response to determining that the target vehicle is in the engine transition condition through the detection result, determining the required power of the energy storage device according to the driver's required power and the actual power of the engine includes: In response to determining that the target vehicle is in the engine acceleration condition through the detection result, obtaining a second calculation result of the actual engine power and a pre-calibrated power increase slope value per unit time; Selecting a smaller value between the driver's required power and the second calculation result to obtain the engine required power; The energy storage device required power is determined based on the driver required power and the engine required power.

5. The engine transient condition control method according to claim 2, characterized in that: Obtaining the first calculation result of the actual power of the engine and the pre-calibrated power hysteresis value includes: Calculating the difference between the actual power of the engine and the power hysteresis value to obtain the first calculation result; Determining the detection result based on the comparison result between the driver demand power and the first calculation result includes: In response to indicating that the driver demand power is less than the first calculation result based on the comparison result, it is determined that the target vehicle is in an engine deceleration condition.

6. The engine transient condition control method according to claim 5, characterized in that: In response to determining that the target vehicle is in the engine transition condition through the detection result, determining the required power of the energy storage device according to the driver's required power and the actual power of the engine includes: In response to determining that the target vehicle is in the engine deceleration condition through the detection result, obtaining a third calculation result of the actual engine power and a pre-calibrated power reduction slope value per unit time; Selecting a larger value between the driver's required power and the third calculation result to obtain the engine required power; The energy storage device required power is determined based on the driver required power and the engine required power.

7. The engine transient operating condition control method according to claim 3 or 5, characterized in that: The power regulation of the engine transition condition according to the power demand of the energy storage device includes: In response to determining that the target vehicle is in the engine acceleration condition through the detection result, power compensation is performed for the engine acceleration condition according to the power demand of the energy storage device; In response to determining through the detection result that the target vehicle is in the engine deceleration condition, power is absorbed for the engine deceleration condition according to the power demand of the energy storage device.

8. The engine transient condition control method according to claim 1, characterized in that: The engine transient operating condition control method further includes: In response to determining that the target vehicle is in a steady-state engine operating condition through the detection result, determining the required power of the energy storage device based on a comparison result between a current power of the energy storage device and a preset balance power; The engine required power is obtained by using the driver required power and the energy storage device required power.

9. An engine management system, comprising a memory and a processor, characterized in that: A computer program is stored in the memory, and the processor is configured to run the computer program to execute the engine transient operating condition control method described in any one of claims 1 to 8.

10. A vehicle, characterized in that: It includes the engine management system and energy storage device as described in claim 9, wherein the energy storage device is at least used to compensate for the engine acceleration condition according to the power required by the energy storage device when the target vehicle is in the engine acceleration condition, and / or, when the target vehicle is in the engine deceleration condition, absorb power according to the power required by the energy storage device for the engine deceleration condition.

11. A computer program product, characterized in that It comprises a computer program, which, when executed by a processor, implements the engine transient operating condition control method described in any one of claims 1 to 8.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute the engine transient condition control method described in any one of claims 1 to 8 when executed by a processor.

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