Target idle speed value determination method and device, vehicle controller and storage medium

Abstract

The embodiment of the invention provides a target idle speed value determining method and device, a vehicle controller and a storage medium, and relates to the technical field of vehicle control. The method comprises the steps that if starting operation of an engine is detected, a cooling liquid temperature value and an external atmospheric pressure value of the engine are obtained, and a basic target idle speed value of the engine is determined according to the cooling liquid temperature value and the external atmospheric pressure value of the engine; if the mark signal of the target idle speed mark bit is detected, acquiring an acceleration idle speed value in the current idle speed acceleration request; a first target idle speed value is determined according to the basic target idle speed value and the acceleration idle speed value of the engine; by the adoption of the technical scheme, the rotating speed of the engine is stabilized by activating idling control, stable operation of the engine under the idling working condition is guaranteed, the engine can stably work at the minimum target idling speed, and oil consumption and emission are reduced to a great extent.

Description

Technical Field

[0001] Embodiments of the present disclosure relate to the technical field of vehicle control, and in particular, to a method and device for determining a target idle value, a vehicle controller, and a storage medium. Background Art

[0002] With the increasingly strict requirements for fuel consumption and emissions, as well as the development of the electrification system, hybrid technology is the key to achieving energy conservation and emission reduction.

[0003] In order to meet the requirements of stable operation of the vehicle and the engine itself under different working conditions and minimize fuel consumption, therefore, there is an urgent need for a method for determining a target idle value. By activating idle control to stabilize the engine speed and ensure the stable operation of the engine under idle conditions. In the absence of other requests to increase the idle speed, the engine can operate stably at the minimum target idle speed, greatly reducing fuel consumption and emissions. Summary of the Invention

[0004] In order to solve the above technical problems or at least partially solve the above technical problems, embodiments of the present disclosure provide a method and device for determining a target idle value, a vehicle controller, and a storage medium.

[0005] The first aspect of the embodiments of the present disclosure provides a method for determining a target idle value, the method including:

[0006] If a start operation of the engine is detected, obtain the coolant temperature value and the external atmospheric pressure value of the engine, and determine the basic target idle value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine;

[0007] If a flag signal of a target idle flag bit is detected, obtain the acceleration idle value in the current idle acceleration request; wherein, the flag signal of the target idle flag bit is used to indicate that the engine enters the idle closed-loop control mode;

[0008] Determine a first target idle value according to the basic target idle value and the acceleration idle value of the engine; wherein, the first target idle value is less than a limit value; the limit value is adjusted according to different working conditions.

[0009] In one example, the flag signal of the target idle flag bit includes:

[0010] When it is detected that the idle closed-loop control enabling condition is satisfied and the preset control condition is satisfied, trigger the flag signal of the target idle flag bit.

[0011] In one example, after determining the first target idle value, the method further includes:

[0012] If a preset working condition is detected, obtain a compensation value associated with the preset working condition;

[0013] Calculate the sum of the first target idle speed value and the compensation value, and determine the sum value as the second target idle speed value.

[0014] In one example, the step of if a preset working condition is detected, obtain a compensation value associated with the preset working condition includes:

[0015] If a preset working condition is detected, obtain a preset compensation condition associated with the preset working condition;

[0016] Obtain a compensation value associated with the preset compensation condition.

[0017] In one example, after determining the sum value as the second target idle speed value, the method further includes:

[0018] Obtain the current rotational speed value of the engine, and calculate the difference between the current rotational speed value of the engine and the second target idle speed value;

[0019] Based on the idle closed-loop control mode, determine a first target firing path torque according to the difference; wherein, the first target firing path torque is used to characterize the maximum firing path torque of the engine.

[0020] In one example, after determining the first target firing path torque, the method further includes:

[0021] If it is detected that the engine stall protection condition is satisfied, determine a second target firing path torque; wherein, the second target firing path torque is used to characterize the minimum firing path torque of the engine.

[0022] In one example, the limit value includes at least one of the following:

[0023] Cab heating module limit value, cold start limit value, shift limit value, central electronic module limit value, ambient temperature limit value, gear limit value, transmission oil temperature limit value, engine control module temperature limit value, power supply voltage limit value, oil pressure limit value, engine protection limit value.

[0024] A second aspect of the embodiments of the present disclosure provides a device for determining a target idle speed value, the device includes:

[0025] A first acquisition module, configured to, if a start operation of the engine is detected, acquire the coolant temperature value and the external atmospheric pressure value of the engine, and determine the basic target idle speed value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine;

[0026] A second acquisition module, configured to acquire the acceleration idle value in the current idle acceleration request if a flag signal of a target idle flag bit is detected; wherein, the flag signal of the target idle flag bit is used to indicate that the engine enters an idle closed-loop control mode;

[0027] A first determination module, configured to determine a first target idle value according to the basic target idle value of the engine and the acceleration idle value; wherein, the first target idle value is less than a limit value; the limit value is adjusted according to different working conditions.

[0028] In one example, the flag signal of the target idle flag bit includes:

[0029] When it is detected that the idle closed-loop control enabling condition is satisfied and a preset control condition is satisfied, the flag signal of the target idle flag bit is triggered.

[0030] In one example, after determining the first target idle value, the device further includes:

[0031] A third acquisition module, configured to acquire a compensation value associated with the preset working condition if a preset working condition is detected;

[0032] A second determination module, configured to calculate the sum of the first target idle value and the compensation value, and determine the sum value as a second target idle value.

[0033] In one example, the third acquisition module is configured to:

[0034] If a preset working condition is detected, acquire a preset compensation condition associated with the preset working condition;

[0035] Acquire an associated compensation value according to the preset compensation condition.

[0036] In one example, after determining the sum value as the second target idle value, the device further includes:

[0037] A fourth acquisition module, configured to acquire the current rotational speed value of the engine, and calculate the difference between the current rotational speed value of the engine and the second target idle value;

[0038] A third determination module, configured to determine a first target firing path torque based on the idle closed-loop control mode according to the difference; wherein, the first target firing path torque is used to represent the maximum firing path torque of the engine.

[0039] In one example, after determining the first target firing path torque, the device further includes:

[0040] A fourth determination module, configured to determine a second target firing path torque if it is detected that the engine stall protection condition is satisfied; wherein, the second target firing path torque is used to characterize the minimum firing path torque of the engine.

[0041] In one example, the limit value includes at least one of the following:

[0042] Cab heating module limit value, cold start limit value, shift limit value, central electronic module limit value, ambient temperature limit value, gear limit value, transmission oil temperature limit value, engine control module temperature limit value, power supply voltage limit value, oil pressure limit value, engine protection limit value.

[0043] A third aspect of the embodiments of the present disclosure provides a vehicle controller, which includes: a processor and a memory, wherein, a computer program is stored in the memory, and when the computer program is executed by the processor, the processor executes the method of the first aspect above.

[0044] A fourth aspect of the embodiments of the present disclosure provides a computer-readable storage medium, in which a computer program is stored, and when the computer program is executed by a processor, the method of the first aspect above can be implemented.

[0045] The embodiments of the present disclosure provide a method, device, vehicle controller and storage medium for determining a target idle speed value. The method includes: if a start operation of the engine is detected, obtaining the coolant temperature value and the external atmospheric pressure value of the engine, and determining the basic target idle speed value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine; if a flag signal of a target idle speed flag bit is detected, obtaining the acceleration idle speed value in the current idle speed acceleration request; wherein, the flag signal of the target idle speed flag bit is used to characterize that the engine enters the idle speed closed-loop control mode; determining a first target idle speed value according to the basic target idle speed value and the acceleration idle speed value of the engine; wherein, the first target idle speed value is less than a limit value; the limit value is adjusted according to different working conditions. By adopting the technical solution, the engine speed is stabilized by activating the idle speed control, and the stable operation of the engine under the idle speed condition is ensured. In the absence of other requests to increase the idle speed, the engine can stably operate at the minimum target idle speed, greatly reducing fuel consumption and emissions. Description of the Drawings

[0046] The drawings here are incorporated into the specification and form a part of this specification, showing the embodiments consistent with the present disclosure, and are used together with the specification to explain the principles of the present disclosure.

[0047] To more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following will briefly introduce the accompanying drawings required in the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0048] Figure 1 is a schematic flowchart of a method for determining a target idle speed value provided by an embodiment of the present disclosure;

[0049] Figure 2 is a schematic structural diagram of a dual-motor hybrid system provided by an embodiment of the present disclosure;

[0050] Figure 3 is a schematic flowchart of a method for determining a target idle speed value provided by an embodiment of the present disclosure;

[0051] Figure 4 is a schematic diagram of an engine starting process provided by an embodiment of the present disclosure;

[0052] Figure 5 is a schematic structural diagram of a device for determining a target idle speed value provided by an embodiment of the present disclosure;

[0053] Figure 6 is a schematic structural diagram of a vehicle controller in an embodiment of the present disclosure. Detailed Embodiments

[0054] In order to more clearly understand the above objects, features, and advantages of the present disclosure, the following will further describe the solutions of the present disclosure. It should be noted that, without conflict, the embodiments of the present disclosure and the features in the embodiments can be combined with each other.

[0055] Many specific details are set forth in the following description in order to fully understand the present disclosure, but the present disclosure can also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of the present disclosure, rather than all the embodiments.

[0056] Figure 1 is a schematic flowchart of a method for determining a target idle speed value provided by an embodiment of the present disclosure, and this method can be executed by a vehicle controller. Specifically, it can be executed in a dual-motor hybrid system, and reference can be made to Figure 2 a schematic structural diagram of a dual-motor hybrid system shown.

[0057] As Figure 1 shown, the method provided in this embodiment includes the following steps:

[0058] S101. If a start operation of the engine is detected, obtain the coolant temperature value and the external atmospheric pressure value of the engine, and determine the basic target idle speed value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine.

[0059] In one example, the start operation of the engine can be an automatic timed start or a manual start. The basic target idle speed value is the speed at which the engine can basically maintain operation without considering any external force factors and related accessories. Specifically, it can be calculated from the coolant temperature value and the external atmospheric pressure value of the engine. Further, the basic target idle speed value is divided into a sports mode and a non-sports mode. The basic target idle speed value in the sports mode is obtained by looking up a table according to the coolant temperature value and the external atmospheric pressure value of the engine. The manual mode of the manual-automatic transmission can be calibrated as the default non-sports mode, and corresponding compensation is performed according to the actual sports mode later.

[0060] S102. If a flag signal of the target idle flag bit is detected, obtain the acceleration idle speed value in the current idle acceleration request; wherein, the flag signal of the target idle flag bit is used to indicate that the engine enters the idle closed-loop control mode.

[0061] In one example, the flag signal of the target idle flag bit includes:

[0062] When it is detected that the idle closed-loop control enabling condition is met and the preset control condition is met, trigger the flag signal of the target idle flag bit.

[0063] In one example, the idle closed-loop control enabling condition is that the following conditions are met simultaneously: the accelerator pedal opening is within 0%-5%. Idle is an operating condition where there is no external torque request and only the self-resistance torque is overcome. If the accelerator pedal is depressed, it means there is an external torque request, and this is not an idle condition at this time. Setting the pedal opening within a small range is to prevent the driver from accidentally stepping on it and avoid incorrect judgment and exiting the idle closed-loop control mode. When the radar wireless detector in front of the vehicle detects a collision trend, appropriate measures will be taken to reduce the vehicle speed and reduce damage before the collision, that is, reduce the torque. At this time, it will forcibly enter the idle closed-loop control and quickly pull the engine speed down to the basic target idle speed value to play a protective role. In application, if it is determined that the accelerator pedal is depressed when the transmission is not in neutral but the transmission gears are not engaged, the idle closed-loop control mode can be entered at this time, indicating that the driver switches the power to electric in the current situation, and the torque request generated by the accelerator pedal is realized by the motor. The engine should still operate at the idle condition.

[0064] In one example, the preset control conditions are at least one of the following: the deviation between the actual engine speed and the desired target idle speed is less than a certain range, that is, the actual engine speed is close to or lower than the target idle speed, and this range is obtained by looking up a table based on the real-time engine speed change rate and the current gear, and can be calibrated according to requirements; when the engine is in neutral, the engine speed is decreasing and still decreasing after a certain period of time but has not reached the range for entering the idle closed-loop control. A possible working condition is that due to small external road surface friction or high altitude, the engine is in a high idle state. At this time, it is necessary to enter the idle closed-loop control to reduce the engine speed and fuel consumption; when the automatic transmission is shifting, the actual mode of the torque converter is in a fully released state. After 0.5 s, if the engine speed is lower than the threshold at this time, since the engine is separated from the transmission and the speed is low, entering the idle closed-loop control at this time can stabilize the engine speed and prevent the engine speed from dropping too low, which is not conducive to the combination with the transmission after shifting.

[0065] In one example, when one of the following conditions is met, the engine can also enter the idle closed-loop control mode: 1) The start assist is activated, including feedforward start and start assist, which are applied to manual transmissions and automatic transmissions respectively. When the assist is activated, the vehicle is in the starting stage and the accelerator pedal is at a very small opening. Entering the idle closed-loop control at this time can ensure the stability and robustness of the vehicle start and improve comfort. 2) The stall protection is activated. If it is determined through time that the state of the internal combustion engine is the running state, and the deviation between the actual engine speed and the target idle speed has dropped to the stall threshold but has still not entered the idle closed-loop control, it is necessary to activate the idle closed-loop control at this time to prevent the engine from stalling and causing flameout or jitter. When the engine enters the idle closed-loop control, the speed increases somewhat, and when the speed deviation exceeds the threshold, the stall protection is reset and the stall protection is exited.

[0066] In this embodiment, when one of the following conditions is met, the engine cannot enter the idle closed-loop control mode: 1) If the wheel torque required from the crankshaft path is lower than the minimum front axle torque limit, since the engine torque is smaller than the road surface friction resistance torque, in order to prevent wheel lock-up from occurring, torque needs to be increased, and at this time, the idle closed-loop control mode cannot be entered; 2) If the engine speed control is activated, the idle closed-loop control mode is exited; 3) If the crankshaft torque has been lower than the minimum torque limit and the crankshaft torque needs to be increased, the idle closed-loop control mode cannot be entered at this time either.

[0067] In one example, the acceleration idle value is carried in the current idle acceleration request, and the acceleration idle values requested by different idle acceleration requests are different.

[0068] S103. Determine the first target idle value according to the basic target idle value and the acceleration idle value of the engine; wherein, the first target idle value is less than the limit value; the limit value is adjusted according to different working conditions.

[0069] In one example, the limit value includes at least one of the following:

[0070] Cab heating module limit value, cold start limit value, shift limit value, central electronic module limit value, ambient temperature limit value, gear limit value, transmission oil temperature limit value, engine control module temperature limit value, power supply voltage limit value, oil pressure limit value, engine protection limit value.

[0071] In one example, the ambient temperature limit value is the limit value for the target idle speed in a high external temperature environment; the gear limit value is the minimum target idle speed limit obtained by looking up the gear table to avoid poor combustion quality of the manual transmission in high gears; the transmission oil temperature limit value is the limit for looking up the transmission oil temperature to accelerate the increase of the oil temperature and ensure the lubrication ability of the oil; the power supply voltage limit value is to increase the target idle speed value under high electrical load conditions to avoid battery discharge; the oil pressure limit value; the oil pressure limit value is that too low oil pressure is not conducive to the normal operation of the engine, so the minimum target idle speed value needs to be limited; the engine protection limit value is the minimum target idle speed limit for protecting the engine.

[0072] The engine can stably operate at the minimum target idle speed, which can greatly reduce fuel consumption and emissions. The factors that have a greater impact on the minimum target idle speed of the engine are mainly the coolant temperature and the ambient pressure. Other influencing factors also include the ambient temperature, engine oil temperature, transmission oil temperature, low SOC, the minimum speed limit of the engine protection module, and the target idle speed limit during acceleration and coasting, etc. These factors all have corresponding logical calculations for the minimum limit value of the target idle speed.

[0073] In this embodiment, the first target idle speed value is the sum of the basic target idle speed value and the acceleration idle speed value of the engine.

[0074] The embodiments of the present disclosure provide a method for determining a target idle speed value. The method includes: if a start operation of the engine is detected, obtaining the coolant temperature value and the external atmospheric pressure value of the engine, and determining the basic target idle speed value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine; if a flag signal of the target idle speed flag bit is detected, obtaining the acceleration idle speed value in the current idle speed acceleration request; wherein, the flag signal of the target idle speed flag bit is used to indicate that the engine enters the idle speed closed-loop control mode; determining the first target idle speed value according to the basic target idle speed value and the acceleration idle speed value of the engine; wherein, the first target idle speed value is less than the limit value; the limit value is adjusted according to different working conditions. By adopting this technical solution, the engine speed is stabilized by activating the idle speed control to ensure the stable operation of the engine under the idle speed condition. In the absence of other requests to increase the idle speed, the engine can stably operate at the minimum target idle speed, greatly reducing fuel consumption and emissions.

[0075] Figure 3The flowchart of a method for determining a target idle speed value provided by an embodiment of the present disclosure is shown. The embodiment of the present disclosure is optimized based on the above embodiment, and the embodiment of the present disclosure can be combined with each optional solution in one or more of the above embodiments.

[0076] As Figure 3 shown, the method for determining the target idle speed value may include the following steps:

[0077] S301. If a start operation of the engine is detected, obtain the coolant temperature value and the external atmospheric pressure value of the engine, and determine the basic target idle speed value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine.

[0078] In one example, this step may refer to the content of step S101.

[0079] S302. If a flag signal of the target idle speed flag bit is detected, obtain the acceleration idle speed value in the current idle speed acceleration request; wherein, the flag signal of the target idle speed flag bit is used to indicate that the engine enters the idle speed closed-loop control mode.

[0080] In one example, this step may refer to the content of step S102.

[0081] S303. Determine a first target idle speed value according to the basic target idle speed value and the acceleration idle speed value of the engine; wherein, the first target idle speed value is less than the limit value; the limit value is adjusted according to different working conditions.

[0082] In one example, this step may refer to the content of step S103.

[0083] S304. If a preset working condition is detected, obtain the compensation value associated with the preset working condition.

[0084] In one example, the preset working condition may be a start working condition, a tracking working condition, a start-up working condition, a pre-shutdown working condition. Different preset working conditions correspond to different compensation values.

[0085] In one example, if a preset working condition is detected, obtaining the compensation value associated with the preset working condition includes:

[0086] If a preset working condition is detected, obtain the preset compensation condition associated with the preset working condition;

[0087] Obtain the associated compensation value according to the preset compensation condition.

[0088] In one example, the process for determining the compensation value for the preset operating condition of the starting condition is as follows: When the engine is just starting, the target idle speed value is increased to prevent the engine speed from being too low and causing the starting to fail. After the engine starts and the coolant temperature reaches 90 degrees, this compensation is cancelled. The starting compensation value is calculated based on the engine coolant temperature and the time after the engine starts. According to different engine starting methods, the calculation results are respectively the start-stop starting compensation and the button-starting compensation.

[0089] In one example, the process for determining the compensation value for the preset operating condition of the tracking condition is as follows:

[0090] The tracking compensation value is mainly when just entering the idle closed-loop control. If the actual speed differs greatly from the target idle speed, to prevent the idle negative torque compensation from being too large and causing the speed to drop into a pit, the speed deviation value at this time will be recorded and compensated to the target idle speed. Then, the speed deviation tracking compensation decays at a certain rate.

[0091] When the engine shifts gears and unlocks and needs to increase the target idle speed to be activated, it means that the target speed is already high enough at this time and no tracking compensation is required. When the target idle speed returns to the basic value at the end of the gear shift, tracking compensation is required at the end moment to increase the target idle speed to prevent the speed from dropping suddenly. In addition, at the moment of just entering the idle closed-loop control after the gear shift ends, the actual engine speed may deviate greatly from the target idle speed, and temporary compensation needs to be added to make the speed slowly enter the idle closed-loop. The idle tracking compensation becomes effective after a certain time when the EMS idle closed-loop control is enabled; the tracking compensation calculation is obtained from the deviation between the actual engine speed and the target idle speed. Not all of this part of the deviation can be added to the target idle speed. The compensated part transitions through cVcDtcIcl_n_Offset and slowly decays to 0 to ensure that the engine speed can gradually decrease to the target idle speed.

[0092] The decay factor is calculated from the real-time engine speed change rate and the gear position. When the engine enters the idle closed-loop control, this decay factor remains constant to ensure that the engine speed can decrease smoothly and improve the comfort of entering the idle state.

[0093] In one example, the process for determining the compensation value for the preset operating condition of the starting-off condition is as follows:

[0094] The starting-off compensation value is used to temporarily increase the current target idle speed when the engine starts off to ensure the smooth starting of the engine. The starting-off compensation is divided into feedforward compensation and auxiliary compensation, which are respectively used for manual and automatic transmissions. When the starting-off assistance is activated, the compensation will gradually increase to the current target idle speed of the engine. After the starting-off is completed, this part of the compensation will gradually decay to 0.

[0095] In one example, the process for determining the compensation value for the preset operating condition of the pre-shutdown condition is as follows:

[0096] When the engine pre-determines that the vehicle is about to stop (the speed is greater than the pre-stop speed and the actual mode of the transmission is in the pre-stop state), and the engine allows stopping, the current target idle speed will be pre-stop compensated within the calibrated time, and then this compensation will be maintained until the engine start condition is met. This compensation is looked up in a table according to the pre-stop activation duration and vehicle speed. The current target idle speed of the engine subtracts this compensated part, so that the engine speed gradually drops before stopping, ensuring a stable stop.

[0097] S305. Calculate the sum value of the first target idle speed value and the compensation value, and determine the sum value as the second target idle speed value.

[0098] In one example, add the compensation value to the first target idle speed value to obtain the second target idle speed value, so that the target idle speed value can meet different working conditions.

[0099] S306. Obtain the current engine speed value, and calculate the difference between the current engine speed value and the second target idle speed value.

[0100] In one example, for the sake of clear illustration, denote this difference as f(t).

[0101] S307. Based on the idle closed-loop control mode, determine the first target firing path torque according to the difference; where the first target firing path torque is used to represent the maximum firing path torque of the engine.

[0102] The idle closed-loop control adopts a PID control system. The calculated requested torque is divided into air path torque and firing path torque, which are composed of three parts: P term, I term, and D term and are calculated separately. The PID control function equation is as follows:

[0103]

[0104] Among them, f(t) is the difference between the current engine speed value and the second target idle speed value, k P 、k I and k D are control parameters, and the specific parameter values need to be selected according to the actual operating conditions of the engine.

[0105] The control system also processes some signals including post-start activation, brake state activation, dynamic compensation, etc.

[0106] In the differential control, according to the calibrated quantity Z_IdleSpdDFact, reduce or increase the current target idle speed, so that the engine speed enters the stable state faster.

[0107] In this embodiment, dynamic compensation is also required in the idle closed-loop control mode. The dynamic compensation is mainly to prevent a large negative torque from being generated in the I term during the process of the rotational speed dropping back into the closed-loop idle speed. When the rotational speed decreases from high to low, this compensation is negative, which can quickly pull the rotational speed back to the idle speed and prevent the negative value learned by the I term from being too large. Specifically, the following formula can be referred to:

[0108]

[0109] where T is the compensation torque, J is the engine inertia, β is the angular acceleration, and n des is the desired target idle speed. The firing torque model includes relevant signal processing such as PID torque calculation, torque saturation limit, and gradient limit.

[0110] In an example, the integral control is calculated by the following formula to obtain the I-term requested torque:

[0111]

[0112] where f(t) is the difference between the current rotational speed value of the engine and the second target idle speed value, and k I is the I-term parameter, which is the product of the I-term gain and the correction coefficient, and is calculated as follows: When the engine is in the post-start stage, the gain is calculated by looking up a table based on the engine speed deviation, and is divided into the button-start gain and the start-stop start gain; the correction coefficient is calculated by looking up a table based on the water temperature and the catalyst heating indication coefficient.

[0113] The judgment condition for whether to enter the post-start stage can depend on the catalyst heating indication coefficient. Specifically, the indication quantity Z_AftStaIdx obtained from the catalyst is compared with the indication quantity Z_AftStaLim / Z_AftStaLimSS (different starting methods) obtained from the engine coolant temperature. When the former is smaller, it indicates that the catalyst temperature has not reached the required temperature, and at this time the engine is in the post-start stage; when the former exceeds the latter, the catalyst reaches the working temperature, the post-start stage ends, and the engine continues to maintain the preheating stage. Specifically, a schematic diagram of an engine starting process shown in Figure 4 can be referred to. Figure 4 In, the starting process of the engine includes stage 1, stage 2, and stage 3. Among them, stage 1 is the stage where the motor rotational speed and the engine rotational speed are synchronized, then stage 2 is the engine starting stage, and stage 3 includes the preheating stage. The initial stage of the preheating stage is the post-start stage, and the stage is always maintained as the preheating stage during the post-start stage.

[0114] In one example, after the engine completes the startup phase: the gain is divided into the gain when the shift unlocks the lock, which is calculated by looking up the engine speed deviation in a table; the gain when the non-shift torque converter is in the locked state, which is calculated by looking up the engine speed deviation and the gear in a table. The correction factor is only calculated by looking up the engine water temperature in a table. The speed deviation is multiplied by the I-term parameter to obtain the basic integral term. To prevent the PID control from getting out of control, the part of the requested torque that exceeds the limit or the part of the crankshaft torque that exceeds the limit Tq_IscAntiWU obtained by the engine through PID control can be subtracted in the I-term to keep the requested torque within the set range as much as possible. When the engine has the following situations, the I-term integral will be frozen and the I-term torque will be kept unchanged to prevent incorrect I-term torque: the Instant torque obtained by PID exceeds the maximum limit and this speed deviation is also greater than 0, then the I-term torque will continue to exceed the limit and the integral needs to be frozen; the same is true when the Instant torque obtained by PID is lower than the minimum limit; the braking deceleration state is activated. When the MT vehicle is coasting and the driver steps on the brake but not the clutch, the engine speed will decrease following the vehicle speed and may always be lower than the target idle speed. This situation is that the driver intentionally decelerates and the I-term integral should be frozen to prevent the I-term from increasing continuously and resulting in too large a learning value when the brake is released; among them, it is judged whether the vehicle with a manual transmission is in the braking deceleration state. Freezing the I-term integral when the driver steps on the brake pedal but does not step on the clutch during vehicle driving can prevent the I-term from learning too much. When the internal combustion engine is in the shutdown state or about to shut down, the I-term torque will immediately be reset to 0. When the engine exits the idle closed-loop control, the I-term torque will not immediately become 0 but will gradually decrease to 0, and the speed of change is determined by the total crankshaft torque request and the speed deviation.

[0115] In one example, the PD-term torque is similar to the I-term torque, where f(t) is the engine speed deviation; k pIt is the P-term parameter, which is equal to the product of the gain and the correction factor, and is calculated as follows: The gain in the post-startup stage of the engine is calculated by looking up a table based on the engine speed deviation, and is divided into the button-start gain Z_PGainInstAftSta and the start-stop start gain Z_PGainInstAftStaSS; the correction factor is calculated by looking up a table based on the water temperature and the catalyst heating indication coefficient Z_PinstFactAftSta; the gain in the startup stage of the engine is divided into the gain Z_PGainInstOpLo when the shift unlocks, which is calculated by looking up a table based on the engine speed deviation; the gain Z_PGainInst when the non-shift torque converter is in the locked state is calculated by looking up a table based on the engine speed deviation and the gear position; when the assist start is activated, the gain Z_PGainInstFflLa is looked up based on the engine speed deviation. The start assist gain has the highest priority to ensure that the normal start request of the engine is met. The correction factor is only calculated by looking up the engine water temperature. When the driver steps on the brake to decelerate, the torque request needs to be reduced, which is determined by the coefficient Z_UndBrkPInstFact.

[0116] In one example, the D-term torque is calculated by the formula Tq_DInst:

[0117]

[0118] where f(t) is the difference between the current engine speed value and the second target idle speed value, and k D is the D-term parameter, which is equal to the product of the gain and the correction factor, and the calculation process is the same as that of the P-term parameter; ts is the sampling time.

[0119] The PID-controlled firing path torque Tq_PIDInst is calculated by the following formula:

[0120] Tq_PIDInst = Tq_PInst + Tq_I + Tq_DInst;

[0121] Tq_PIDInstFinal = Tq_PIDInst + Tq_DynFF;

[0122] The final firing path torque needs to be subjected to torque limit processing, stall compensation, Ramp processing, etc. When the engine just starts, the maximum firing path torque at idle is limited to a small value to prevent excessive torque and excessive speed overshoot, and the limit value is set according to the calibrated value; the maximum torque can be increased after starting for a period of time, and is calculated by looking up a table based on the time to enter the idle closed-loop control.

[0123] S308. If it is detected that the engine stall protection condition is met, then determine the second target firing path torque; where the second target firing path torque is used to represent the minimum firing path torque of the engine.

[0124] In one example, when the manual transmission is in gear, the torque converter of the automatic transmission is locked, or the vehicle is coasting, the drive chain will engage, and the load at engine idle will change significantly. The minimum firing torque is set relatively high to prevent the PID learning torque from being too small and resulting in insufficient engine demand torque. In other cases, the calculation of the minimum firing torque is the same as that of the maximum firing torque. When the engine stalls or the start assist is activated, the minimum limit needs to be increased to prevent torque shortage. Here, the minimum torque limit is set by the total crankshaft torque request.

[0125] In one example, when the engine speed is much lower than the current target idle speed, a part of the torque will be increased, which helps protect the engine from stalling. When the engine speed is above the target idle speed, this part of the torque is 0.

[0126] In one example, when the engine exits the idle closed-loop control, the firing torque gradually drops to 0, and the change rate is set by the crankshaft torque request. At this time, when entering the idle closed-loop control again, to prevent the torque from dropping too fast, ramp limiting will continue until the firing torque starts to increase. The processed torque is used as the firing torque request for the idle closed-loop control. The calculation of the idle closed-loop control air path torque is obtained by filtering the firing torque request calculated above. During the catalyst heating stage and the warm-up stage, it is re-filtered. During the catalyst heating stage, the engine combustion is not stable. It should preferably use the Instant torque to control the possible fluctuations of the idle speed, rather than adjusting the Base torque to respond to the speed fluctuations with the air volume. The filtering time constant is obtained by looking up the table according to the water temperature and the catalyst heating indication coefficient, and is corrected accordingly by looking up the table of the reserve torque.

[0127] In one example, idle adaptive control can also be used. Specifically, there are a total of 6 states of adaptive torque in the idle adaptive control, which are respectively stored in the NVM register. When one of the states appears, the stored current state adaptive torque will be directly read out and added to the required torque. The 6 states are as follows: Driving with air conditioner on (DAC); Neutral with air conditioner on (NAC); Driving with air conditioner off (D); Neutral with air conditioner off (N); Neutral control with air conditioner on (NCAC); Neutral control with air conditioner off (NC).

[0128] A default state can be selected as the default adaptive torque according to the calibration requirements. For example, if driving with the air conditioner on is the most commonly used state, it can be set as the default state. When other states appear, the adaptive torque is directly added to the default state adaptive torque as the total idle adaptive torque. It can also be calibrated to 0 without using the default state. The idle adaptive torque module includes the activation conditions of 6 states, the calculation of the adaptive torque integration, and the torque arbitration between each state.

[0129] In this embodiment, the enabling conditions for idle speed adaptation are as follows: the engine water temperature and oil temperature are both in the normal operating state; the change range of the engine speed is small, that is, the idle speed has stabilized; the vehicle speed does not exceed the threshold value, because the learned torque when the vehicle speed is relatively high may not accurately represent the torque loss of the engine or the torque deviation compensated by accessories; the engine torque loss is very small. At this time, if the torque of item I is still negative, the adaptive torque will also be negative and compensated into the torque loss, and the torque loss will become smaller or negative, which will cause the learning of item I to deviate seriously, and the adaptive learning needs to be turned off; the Lambda closed-loop control is activated. If the lambda value changes greatly during the open-loop control, the adaptive learning value is inaccurate at this time; when the torque integration of item I is frozen, the current torque request remains unchanged, and there is no need to increase or decrease the torque, so the adaptive torque is not available. The state conditions are as follows: judge whether the automatic transmission is in neutral: judge whether the vehicle is in the neutral control state: when in the gear engaged state, if the following conditions are met, it indicates that the engine has entered the neutral control state: the conversion rate of the engine speed to the input shaft speed of the gearbox is lower than the minimum limit value, indicating that the transmission and the engine flywheel are in a semi-disengaged state, and the neutral control can be entered; when the conversion rate is higher than the limit value, the neutral control state is exited; the vehicle speed is small, lower than the limit value; the gear engaged time exceeds the limit value. The state of the air-conditioning switch. The current state of the engine is judged by the above several conditions, and the adaptive torque storage value in the corresponding state is selected and read and added to the torque demand. When any one of the states is activated, the flag bit is set.

[0130] The adaptive torque is integrated according to a certain step size Tqd_AdpnStep. When the requested torque of item I exceeds the limit value Tq_AdpnLim (used for error tolerance), the positive torque indicates an increase in the demanded torque, and at this time the integration step size is the positive value Tqd_AdpnStep; if the torque of item I is lower than the limit value -Tq_AdpnLim, the demanded torque decreases, and the integration step size is the negative value -Tqd_AdpnStep; when the torque of item I is within the error tolerance range, the integration step size is 0, and the adaptive torque remains unchanged.

[0131] In an example, when the adaptive enabling and a certain state are activated, the adaptive torque is accumulated and calculated according to the above step size. At the same time, the currently calculated adaptive torque will store the data into the register through the WriteNVM module. When the state is activated next time, it will directly read from the register through the ReadNVM module and accumulate and calculate with the integration step size. When the adaptive torque accumulates to the maximum value Tq_AdpnMax, the accumulation stops and the output value remains unchanged. Similarly, when it is lower than the minimum value Tq_AdpnMin, both the maximum and minimum values can be calibrated according to requirements. Six adaptive torques are calculated according to the 6 states of the engine. If a certain default state is selected, when other states appear, the two are added as the total adaptive torque. Otherwise, the corresponding adaptive torque is selected according to the current engine state.

[0132] In one example, the adaptive torque coefficient Z_AdpnNEngFact is determined by the engine speed deviation. When the deviation is small, the engine is completely at idle speed, the coefficient is 1, and all of the adaptive torque is used. When the deviation is large, the engine is about to exit the idle state, and the coefficient is 0 at this time, indicating that the adaptive torque is not used to avoid affecting the engine's exit from idle speed.

[0133] For the engine idle torque reserve, first calculate the basic torque reserve, and then perform torque reserve compensation according to other engine conditions. The basic torque reserve is obtained by looking up a table based on the engine speed and the basic indicated torque of the engine. Select the normal mode, economy mode, and sport mode according to the driving mode. At the same time, obtain the compensation coefficient by looking up a table based on the water temperature to get the basic torque reserve. Other torque reserve compensations are as follows:

[0134] In one example, the current environmental compensation is calculated from the outside environmental temperature and environmental pressure. Since the outside environment affects the canister purge valve, the correction coefficient is obtained by looking up a table based on the flow rate of the canister valve to correct the environmental compensation.

[0135] In one example, calculate this compensation amount according to the time when the engine enters the idle closed-loop control. After a certain time, this compensation is cancelled to quickly respond to the change in the speed overshoot.

[0136] The engine gives an additional torque reserve when it just starts, and this additional compensation is cancelled after a certain time after startup.

[0137] In one example, the torque requirements of the engine for sudden loads are different in different gears, which are obtained by looking up a table based on the actual gear. The above basic idle torque reserve and various compensations are added together as the total idle torque reserve.

[0138] The embodiments of the present disclosure provide a method for determining a target idle value. The method includes: if a preset working condition is detected, obtain the compensation value associated with the preset working condition, calculate the sum of the first target idle value and the compensation value, and determine the sum value as the second target idle value. Obtain the current rotational speed value of the engine, calculate the difference between the current rotational speed value of the engine and the second target idle value, and based on the idle closed-loop control mode, determine the first target firing path torque according to the difference; wherein, the first target firing path torque is used to represent the maximum firing path torque of the engine. If it is detected that the engine stall protection condition is satisfied, determine the second target firing path torque; wherein, the second target firing path torque is used to represent the minimum firing path torque of the engine. By adopting the technical solution, the rotational speed of the engine can be kept within a small range of change near the target idle speed, and at the same time, torque compensation is made for external interference to ensure the stability of the engine under the idle condition, and different PID parameter selections are made according to different engine operating conditions to meet the control purposes of fast, stable, and accurate.

[0139] Figure 5It is a schematic structural diagram of a target idle speed value determination device provided by an embodiment of the present disclosure. The target idle speed value determination device can be understood as the above vehicle controller or a partial functional module in the above vehicle controller. As Figure 5 shown, the target idle speed value determination device 50 includes:

[0140] A first acquisition module 501, configured to, if a start operation of the engine is detected, acquire the coolant temperature value and the external atmospheric pressure value of the engine, and determine the basic target idle speed value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine.

[0141] A second acquisition module 502, configured to, if a flag signal of a target idle speed flag bit is detected, acquire the acceleration idle speed value in the current idle speed acceleration request; wherein, the flag signal of the target idle speed flag bit is used to indicate that the engine enters the idle speed closed-loop control mode.

[0142] A first determination module 503, configured to determine a first target idle speed value according to the basic target idle speed value and the acceleration idle speed value of the engine; wherein, the first target idle speed value is less than a limit value; the limit value is adjusted according to different working conditions.

[0143] In one example, the flag signal of the target idle speed flag bit includes:

[0144] When it is detected that the idle speed closed-loop control enabling condition is satisfied and the preset control condition is satisfied, the flag signal of the target idle speed flag bit is triggered.

[0145] In one example, after determining the first target idle speed value, the device 50 further includes:

[0146] A third acquisition module 504, configured to, if a preset working condition is detected, acquire a compensation value associated with the preset working condition.

[0147] A second determination module 505, configured to calculate the sum value of the first target idle speed value and the compensation value, and determine the sum value as the second target idle speed value.

[0148] In one example, the third acquisition module 504 is configured to:

[0149] If a preset working condition is detected, acquire a preset compensation condition associated with the preset working condition;

[0150] Acquire the associated compensation value according to the preset compensation condition.

[0151] In one example, after determining the sum value as the second target idle speed value, the device 50 further includes:

[0152] A fourth acquisition module 506, configured to acquire the current rotational speed value of the engine and calculate the difference between the current rotational speed value of the engine and the second target idle speed value.

[0153] A third determination module 507, configured to determine a first target firing path torque based on an idle closed-loop control mode according to the difference; wherein, the first target firing path torque is used to represent the maximum firing path torque of the engine.

[0154] In one example, after determining the first target firing path torque, the apparatus 50 further includes:

[0155] A fourth determination module 508, configured to determine a second target firing path torque if it is detected that the engine stall protection condition is satisfied; wherein, the second target firing path torque is used to represent the minimum firing path torque of the engine.

[0156] In one example, the limit value includes at least one of the following:

[0157] The cab heating module limit value, the cold start limit value, the shift limit value, the central electronic module limit value, the ambient temperature limit value, the gear limit value, the transmission oil temperature limit value, the engine control module temperature limit value, the power supply voltage limit value, the oil pressure limit value, the engine protection limit value.

[0158] The apparatus provided in this embodiment can execute the method of any of the above embodiments, and its execution manner and beneficial effects are similar, which will not be elaborated here.

[0159] This embodiment of the present disclosure further provides a vehicle controller, which includes: a memory storing a computer program; a processor configured to execute the computer program, and when the computer program is executed by the processor, the method of any of the above embodiments can be implemented.

[0160] For example, Figure 6 is a schematic structural diagram of a vehicle controller in an embodiment of the present disclosure. Specifically refer to Figure 6 , which shows a schematic structural diagram suitable for implementing the vehicle controller 1000 in an embodiment of the present disclosure. The vehicle controller 1000 in an embodiment of the present disclosure may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Tablet Computers), PMPs (Portable Multimedia Players), in-vehicle terminals (such as in-vehicle navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 6 The vehicle controller shown is only an example and should not impose any limitation on the functions and usage scope of the embodiments of the present disclosure.

[0161] Such as Figure 6As shown, the vehicle controller 1000 may include a processing device (such as a central processing unit, a graphics processing unit, etc.) 1001, which may perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1008 into a random access memory (RAM) 1003. In the RAM 1003, various programs and data required for the operation of the vehicle controller 1000 are also stored. The processing device 1001, the ROM 1002, and the RAM 1003 are connected to each other via a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0162] Generally, the following devices may be connected to the I / O interface 1005: an input device 1006 including, for example, a touch screen, a touchpad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 1007 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 1008 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 may allow the vehicle controller 1000 to communicate with other devices wirelessly or wiredly to exchange data. Although Figure 6 a vehicle controller 1000 with various devices is shown, it should be understood that it is not required to implement or have all the shown devices. More or fewer devices may be implemented or had alternatively.

[0163] In particular, according to an embodiment of the present disclosure, the process described above with reference to the flowchart may be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a non-transitory computer-readable medium, and the computer program includes program codes for executing the method shown in the flowchart. In such an embodiment, the computer program may be downloaded and installed from a network via the communication device 1009, or installed from the storage device 1008, or installed from the ROM 1002. When the computer program is executed by the processing device 1001, the above functions defined in the method of the embodiment of the present disclosure are executed.

[0164] It should be noted that the computer-readable medium described above in the present disclosure can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of a computer-readable storage medium can include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, a computer-readable storage medium can be any tangible medium that contains or stores a program, which can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present disclosure, a computer-readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on a computer-readable medium can be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0165] In some embodiments, the client and the server can communicate using any currently known or future-developed network protocol such as HTTP (HyperText Transfer Protocol), and can be interconnected with digital data communication in any form or medium (e.g., a communication network). Examples of communication networks include local area networks ("LANs"), wide area networks ("WANs"), the Internet (e.g., the Internet), and end-to-end networks (e.g., ad hoc end-to-end networks), as well as any currently known or future-developed networks.

[0166] The above computer-readable medium can be included in the above vehicle controller; or it can exist separately without being assembled into the vehicle controller.

[0167] The above computer-readable medium carries one or more programs, which, when executed by the vehicle controller, cause the vehicle controller to: if a start operation of the engine is detected, obtain the coolant temperature value and the ambient atmospheric pressure value of the engine, and determine the basic target idle speed value of the engine according to the coolant temperature value and the ambient atmospheric pressure value of the engine; if a flag signal of the target idle speed flag bit is detected, obtain the acceleration idle speed value in the current idle speed acceleration request; wherein, the flag signal of the target idle speed flag bit is used to indicate that the engine enters the idle speed closed-loop control mode; determine the first target idle speed value according to the basic target idle speed value and the acceleration idle speed value of the engine; wherein, the first target idle speed value is less than the limit value; the limit value is adjusted according to different working conditions.

[0168] Computer program code for performing the operations of the present disclosure may be written in one or more programming languages or combinations thereof. The programming languages include, but are not limited to, object-oriented programming languages such as Java, Smalltalk, C++, and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code may execute entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0169] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code that contains one or more executable instructions for implementing the specified logical function. It should also be noted that, in some alternative implementations, the functions marked in the blocks may occur in a different order than marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and the combinations of blocks in the block diagram and / or flowchart, may be implemented by a dedicated hardware-based system for performing the specified functions or operations, or may be implemented by a combination of dedicated hardware and computer instructions.

[0170] The units involved in the embodiments of the present disclosure may be implemented in software or in hardware. In some cases, the name of a unit does not constitute a limitation on the unit itself.

[0171] The functions described above herein may be performed, at least in part, by one or more hardware logic components. By way of example, and without limitation, the types of hardware logic components that may be used include: Field Programmable Gate Arrays (FPGA), Application Specific Integrated Circuits (ASIC), Application Specific Standard Products (ASSP), System on a Chip (SOC), Complex Programmable Logic Devices (CPLD), and the like.

[0172] In the context of the present disclosure, a machine-readable medium may be a tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a Read-Only Memory (ROM), an Erasable Programmable Read-Only Memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0173] The embodiments of the present disclosure also provide a computer-readable storage medium storing a computer program, which when executed by a processor can implement the method of any of the foregoing embodiments, and the execution manner and beneficial effects are similar and will not be elaborated herein.

[0174] It should be noted that, in this document, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variation thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or device. Without further limitation, an element defined by the phrase "comprising an..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0175] The above are only specific embodiments of the present disclosure, enabling those skilled in the art to understand or implement the present disclosure. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to these embodiments herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for determining a target idle speed value, characterized in that The method includes: If a start operation of the engine is detected, obtain the coolant temperature value and the external atmospheric pressure value of the engine, and determine the basic target idle speed value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine; If a flag signal of the target idle speed flag bit is detected, obtain the acceleration idle speed value in the current idle speed acceleration request; wherein, the flag signal of the target idle speed flag bit is used to indicate that the engine enters the idle speed closed-loop control mode; Determine a first target idle speed value according to the basic target idle speed value and the acceleration idle speed value of the engine; wherein, the first target idle speed value is less than a limit value; the limit value is adjusted according to different working conditions.

2. The method according to claim 1, characterized in that, The flag signal of the target idle speed flag bit includes: When it is detected that the idle speed closed-loop control enabling condition is satisfied and the preset control condition is satisfied, trigger the flag signal of the target idle speed flag bit.

3. The method according to claim 1, characterized in that After determining the first target idle speed value, the method further includes: If a preset working condition is detected, obtain the compensation value associated with the preset working condition; Calculate the sum value of the first target idle speed value and the compensation value, and determine the sum value as the second target idle speed value.

4. The method according to claim 3, wherein The step of if a preset working condition is detected, obtain the compensation value associated with the preset working condition, includes: If a preset working condition is detected, obtain the preset compensation condition associated with the preset working condition; Obtain the associated compensation value according to the preset compensation condition.

5. The method according to claim 3, wherein After determining the sum value as the second target idle speed value, the method further includes: Obtain the current rotational speed value of the engine, and calculate the difference between the current rotational speed value of the engine and the second target idle speed value; Based on the idle speed closed-loop control mode, determine a first target firing path torque according to the difference; wherein, the first target firing path torque is used to represent the maximum firing path torque of the engine.

6. The method according to claim 5, wherein After determining the first target firing path torque, the method further includes: If it is detected that the engine stall protection condition is satisfied, determine a second target firing path torque; wherein, the second target firing path torque is used to represent the minimum firing path torque of the engine.

7. The method according to claim 1, wherein The limit value includes at least one of the following: Cab heater module limit value, cold start limit value, shift limit value, central electronic module limit value, ambient temperature limit value, gear limit value, transmission oil temperature limit value, engine control module temperature limit value, power supply voltage limit value, oil pressure limit value, engine protection limit value.

8. An apparatus for determining a target idle value, characterized in that, The device includes: A first acquisition module, configured to, if a start operation of the engine is detected, obtain the coolant temperature value and the external atmospheric pressure value of the engine, and determine the basic target idle speed value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine; A second acquisition module, configured to, if a flag signal of the target idle speed flag bit is detected, obtain the acceleration idle speed value in the current idle speed acceleration request; wherein, the flag signal of the target idle speed flag bit is used to indicate that the engine enters the idle speed closed-loop control mode; A first determination module, configured to determine a first target idle speed value according to the basic target idle speed value and the acceleration idle speed value of the engine; wherein, the first target idle speed value is less than a limit value; and the limit value is adjusted according to different working conditions.

9. A vehicle controller, characterized in that, Comprising: A processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the processor executes the method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, A computer program is stored in the storage medium, and when the computer program is executed by a processor, the method according to any one of claims 1-7 is implemented.

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