Target idle torque determination method and device, vehicle controller and storage medium
By obtaining the engine coolant temperature and atmospheric pressure value, combined with the idle adaptive control mode, the target idle torque is determined, which solves the problem of torque loss compensation in idle control and improves control efficiency.
Patent Information
- Application Number
- CN202510501476.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-21
- Publication Date
- 2025-07-25
AI Technical Summary
The prior art is difficult to directly determine additional torque loss compensation, resulting in low idle control efficiency.
By obtaining the engine coolant temperature and atmospheric pressure values, the basic target idle value is determined, and the vehicle status is obtained in the idle control mode, and the target idle torque is determined using the idle adaptive control mode.
The additional torque loss compensation is achieved directly determines without recalculation, improving the efficiency of idle control.
Smart Images
Figure CN120367710A_ABST
Abstract
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 target idle torque, 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] Idle torque refers to the maximum torque that the engine can provide when operating at idle speed. For internal combustion engine vehicles, the idle torque is usually low because the engine mainly overcomes internal friction and accessory loads at idle. For electric vehicles, idle torque is more important because the electric motor can quickly provide the maximum torque at low speeds and when stationary, thus improving the starting performance and driving experience.
[0004] Therefore, there is an urgent need for a method for determining target idle torque that can directly determine the compensation for additional torque losses without recalculation, thereby improving the control efficiency. Summary of the Invention
[0005] 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 target idle torque, a vehicle controller, and a storage medium.
[0006] The first aspect of the embodiments of the present disclosure provides a method for determining target idle torque, the method comprising:
[0007] 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;
[0008] Determine the current target idle value according to the basic target idle value of the engine, and control the engine to enter the idle control mode;
[0009] If it is detected that the idle adaptive control condition is satisfied in the idle control mode, obtain the current vehicle state based on the idle adaptive control mode, and determine the first target idle torque according to the current vehicle state.
[0010] In one example, the current vehicle state includes:
[0011] Whether the automatic transmission is in the neutral state, determining whether the vehicle is in the neutral control state, and the air conditioner switch state.
[0012] In one example, the vehicle being in the neutral control state includes:
[0013] The conversion rate of the engine speed to the input shaft speed of the gearbox is lower than the minimum limit value, the vehicle speed is lower than the vehicle speed limit value, and the gear shifting time exceeds the time limit value.
[0014] In one example, determining the first target idle torque according to the current vehicle state includes:
[0015] Looking up the adaptive torque associated with the current vehicle state in a preset register according to the current vehicle state;
[0016] Obtaining the default torque in the default state, calculating the sum value of the adaptive torque and the default torque, and determining the sum value as the first target idle torque.
[0017] In one example, after determining the sum value as the first target idle torque, the method further includes:
[0018] Obtaining the current rotational speed value of the engine, and determining the basic torque reserve according to the current rotational speed value of the engine and a preset mapping table;
[0019] Obtaining the current driving mode, and obtaining the torque reserve compensation associated with the current driving mode;
[0020] Determining a second target idle torque according to the torque reserve compensation and the first target idle torque.
[0021] In one example, the method further includes:
[0022] If it is detected that the idle self - adaptive control condition is not satisfied in the idle control mode, obtaining the current rotational speed value of the engine, and calculating the difference between the current rotational speed value of the engine and the current target idle value;
[0023] Based on the idle closed - loop control mode, determining a first target firing torque according to the difference; wherein, the first target firing torque is used to represent the maximum firing torque of the engine.
[0024] In one example, after determining the first target firing torque, the method further includes:
[0025] If it is detected that the engine stall protection condition is satisfied, determining a second target firing torque; wherein, the second target firing torque is used to represent the minimum firing torque of the engine.
[0026] The second aspect of the embodiments of the present disclosure provides a device for determining a target idle torque, and the device includes:
[0027] A first acquisition module, configured to, if a start operation of the engine is detected, acquire a coolant temperature value of the engine and an external atmospheric pressure value, and determine a basic target idle speed value of the engine according to the coolant temperature value of the engine and the external atmospheric pressure value;
[0028] A first determination module, configured to determine a current target idle speed value according to the basic target idle speed value of the engine, and control the engine to enter an idle speed control mode;
[0029] A second acquisition module, configured to, if it is detected that an idle speed adaptive control condition is satisfied in the idle speed control mode, acquire a current vehicle state based on an idle speed adaptive control mode, and determine a first target idle speed torque according to the current vehicle state.
[0030] 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 in the first aspect above.
[0031] 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 in the first aspect above can be implemented.
[0032] The embodiments of the present disclosure provide a method, device, vehicle controller and storage medium for determining a target idle speed torque. The method includes: if a start operation of the engine is detected, acquiring a coolant temperature value of the engine and an external atmospheric pressure value, and determining a basic target idle speed value of the engine according to the coolant temperature value of the engine and the external atmospheric pressure value; determining a current target idle speed value according to the basic target idle speed value of the engine, and controlling the engine to enter an idle speed control mode; if it is detected that an idle speed adaptive control condition is satisfied in the idle speed control mode, acquiring a current vehicle state based on an idle speed adaptive control mode, and determining a first target idle speed torque according to the current vehicle state. By adopting the technical solution, additional torque loss compensation can be directly determined without recalculation, thereby improving control efficiency. Description of the Drawings
[0033] The drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present disclosure, and are used together with the specification to explain the principles of the present disclosure.
[0034] 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 for 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.
[0035] Figure 1 It is a schematic flowchart of a method for determining target idle torque provided by an embodiment of the present disclosure;
[0036] Figure 2 It is a schematic structural diagram of a dual-motor hybrid system provided by an embodiment of the present disclosure;
[0037] Figure 3 It is a schematic flowchart of a method for determining target idle torque provided by an embodiment of the present disclosure;
[0038] Figure 4 It is a schematic diagram of an engine starting process provided by an embodiment of the present disclosure;
[0039] Figure 5 It is a schematic structural diagram of a target idle torque determination device provided by an embodiment of the present disclosure;
[0040] Figure 6 It is a schematic structural diagram of a vehicle controller in an embodiment of the present disclosure. Specific Embodiments
[0041] In order to better understand the above-mentioned 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.
[0042] Many specific details are set forth in the following description in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced 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.
[0043] Figure 1 It is a schematic flowchart of a method for determining target idle torque 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 The schematic structural diagram of a dual-motor hybrid system shown.
[0044] As Figure 1 shown, the method provided in this embodiment includes the following steps:
[0045] S101. 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.
[0046] 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 ambient 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 ambient atmospheric pressure value of the engine. The manual mode of the manual-automatic transmission can be calibrated as the default non-sports mode, and subsequent corresponding compensation is performed according to the actual sports mode.
[0047] S102. Determine the current target idle speed value according to the basic target idle speed value of the engine, and control the engine to enter the idle speed control mode.
[0048] In one example, when determining the basic target idle speed value of the engine, it is necessary to determine the accelerating idle speed value in the current idle speed acceleration request and the current working condition, and determine the idle speed compensation value according to the current working condition. According to the basic target idle speed value, the accelerating idle speed value and the idle speed compensation value of the engine, determine the current target idle speed value. After determining the current target idle speed value, and under the preset idle speed control conditions, control the engine to enter the idle speed control mode.
[0049] S103. If it is detected that the idle speed adaptive control condition is met in the idle speed control mode, obtain the current vehicle state based on the idle speed adaptive control mode, and determine the first target idle speed torque according to the current vehicle state.
[0050] In one example, the idle speed adaptive control condition includes the following conditions: the engine water temperature and oil temperature are both in the normal working 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 torque learned when the vehicle speed is large may not accurately represent the torque loss of the engine or the torque deviation compensated by the accessories.
[0051] The idle speed adaptive control mode is turned off under the following conditions: 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 idle speed adaptive control mode 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 of the idle speed adaptive control mode is inaccurate; when the torque integration of item I is frozen and the current torque request remains unchanged, there is no need to increase or decrease the torque, and the idle speed adaptive control mode is turned off.
[0052] In one example, with different current vehicle states, the determined first target idle torque is different.
[0053] The embodiment of the present disclosure provides a method for determining a target idle torque. 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 value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine; determining the current target idle value according to the basic target idle value of the engine, and controlling the engine to enter the idle speed control mode; if it is detected that the idle speed adaptive control condition is met in the idle speed control mode, obtaining the current vehicle state based on the idle speed adaptive control mode, and determining the first target idle torque according to the current vehicle state. By adopting this technical solution, it is possible to directly determine the additional torque loss compensation without recalculation, thereby improving the control efficiency.
[0054] Figure 3 The flowchart of a method for determining a target idle torque provided by the embodiment of the present disclosure is shown. The embodiment of the present disclosure is optimized on the basis of 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.
[0055] As Figure 3 shown, the method for determining the target idle torque may include the following steps:
[0056] 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 value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine.
[0057] In one example, the content of this step can refer to the content of step S101.
[0058] S302. Determine the current target idle value according to the basic target idle value of the engine, and control the engine to enter the idle speed control mode.
[0059] In one example, the content of this step can refer to the content of step S102.
[0060] S303. If it is detected that the idle self - adaptation control condition is met in the idle - speed control mode, obtain the current vehicle state based on the idle - speed self - adaptation control mode.
[0061] In one example, the content of this step can refer to the content of step S103.
[0062] S304. According to the current vehicle state, look up the self - adaptation torque associated with the current vehicle state in the preset register.
[0063] In one example, the current vehicle state includes:
[0064] Whether the automatic transmission is in the neutral state, determine whether the vehicle is in the neutral control state, and the air - conditioner switch state.
[0065] In one example, the vehicle being in the neutral control state includes:
[0066] The conversion rate of the engine speed to the input - shaft speed of the gearbox is lower than the minimum limit value, the vehicle speed is lower than the vehicle - speed limit value, and the gear - shifting time exceeds the time limit value.
[0067] In one example, the current vehicle state obtained through the above judgment can be divided into six types: driving gear with air - conditioner on (DAC), neutral gear with air - conditioner on (NAC), driving gear with air - conditioner off (D), neutral gear with air - conditioner off (N), neutral control with air - conditioner on (NCAC), and neutral control with air - conditioner off (NC).
[0068] In one example, the calculation process of the self - adaptation torque associated with the current vehicle state is as follows: The self - adaptation torque is obtained by integrating at a certain step size Tqd_AdpnStep. When the I - term requested torque exceeds the limit value Tq_AdpnLim (used for error tolerance), the torque is positive, indicating an increase in the required torque. At this time, the integration step size is the positive value Tqd_AdpnStep. If the I - term torque is lower than the limit value - Tq_AdpnLim, the required torque decreases, and the integration step size is the negative value - Tqd_AdpnStep. When the I - term torque is within the error - tolerance range, the integration step size is 0, and the self - adaptation torque remains unchanged. When the self - adaptation is enabled and a certain state is activated, the self - adaptation torque is accumulated and calculated according to the above step size. At the same time, the currently calculated self - adaptation torque will store the data in the register through the WriteNVM module. When the state is activated next time, it directly reads from the register through the ReadNVM module and accumulates and calculates with the integration step size. When the self - adaptation 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.
[0069] In one example, for each current vehicle state, a corresponding adaptive torque can be calculated.
[0070] S305. Obtain the default torque in the default state, calculate the sum of the adaptive torque and the default torque, and determine the sum value as the first target idle torque.
[0071] In one example, after determining the current vehicle state, obtain the default torque in the default state, where the default torque can be 0. Calculate the sum of the adaptive torque and the default torque, and determine the sum value as the first target idle torque.
[0072] In one example, obtain the current rotational speed value of the engine, calculate the difference between the current rotational speed value of the engine and the current target idle value, and determine the adaptive torque coefficient Z_AdpnNEngFact based on the difference. When the deviation is small, the engine is fully in the idle speed adaptive control mode, and the coefficient is 1, and all 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 the idle speed adaptive control mode.
[0073] S306. Obtain the current rotational speed value of the engine, and determine the basic torque reserve according to the current rotational speed value of the engine and a preset mapping table.
[0074] In one example, the preset mapping table is used to represent the mapping relationship between the current rotational speed value of the engine and the preset basic torque reserve. Determine the basic torque reserve corresponding to the current rotational speed value of the engine through the current rotational speed value of the engine and the preset mapping table.
[0075] S307. Obtain the current driving mode, and obtain the torque reserve compensation associated with the current driving mode.
[0076] In one example, the current driving mode includes: normal mode, economy mode, and sport mode. Different current driving modes correspond to different torque reserve compensations.
[0077] In one example, the torque reserve compensation further includes external environment torque compensation, initialization torque compensation, starting torque compensation, and gear torque compensation. Among them, the external environment torque compensation
[0078] Calculated from the external ambient temperature and ambient pressure. Since the external environment affects the canister purge valve, a correction factor is obtained by looking up the flow rate of the canister valve to correct the external environment torque compensation. The initialization torque compensation calculates this compensation amount based on the engine entering the idle closed-loop control time. After a certain time, this compensation is cancelled to quickly respond to changes in the speed overshoot. The starting torque compensation is that the engine will give an additional torque reserve when starting. This additional compensation is cancelled after a certain time after starting. The gear torque compensation is that the torque requirements of the engine for sudden loads are different in different gears, and it is obtained by looking up the actual gear in a table.
[0079] S308. Determine a second target idle torque according to the torque reserve compensation and the first target idle torque.
[0080] In one example, calculate the sum of the torque reserve compensation and the first target idle torque, and determine the sum as the second target idle torque.
[0081] In one example, the method further includes:
[0082] If it is detected that the idle self-adaptive control condition is not satisfied in the idle control mode, obtain the current engine speed value, and calculate the difference between the current engine speed value and the current target idle value;
[0083] Based on the idle closed-loop control mode, determine a first target firing torque according to the difference; wherein, the first target firing torque is used to characterize the maximum firing torque of the engine.
[0084] In one example, the idle closed-loop control mode adopts a PID control system. The calculated requested torque is divided into air path torque and firing torque, which are composed of three parts: P term, I term, and D term and are calculated separately. Among them, the PID control function equation is as follows:
[0085]
[0086] where f(t) is the difference between the current engine speed value and the second target idle 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.
[0087] The control system also processes some signals including activation after starting, activation of the brake state, dynamic compensation, etc.
[0088] In the differential control, reduce or increase the current target idle according to the calibrated quantity Z_IdleSpdDFact, so that the engine speed enters the stable state faster.
[0089] 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 by 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:
[0090]
[0091] where T is the compensation torque, J is the engine moment of inertia, β is the angular acceleration, and n des is the desired target idle speed. The firing path torque model includes relevant signal processing such as PID torque calculation, torque saturation limit, and gradient limit.
[0092] In one example, the integral control is calculated by the following formula to obtain the I-term requested torque:
[0093]
[0094] 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.
[0095] 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 as 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 has been maintained as the preheating stage during the post-start stage.
[0096] 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 table according to the engine speed deviation; the gain when the non-shifting hydraulic torque converter is in the locked state, which is calculated by looking up the table according to the engine speed deviation and the gear. The correction coefficient is only calculated by looking up the table according to the engine water temperature. 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 excessive part of the requested torque obtained by the engine through PID control or the excessive part of the crankshaft torque Tq_IscAntiWU 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, keeping the I-term torque unchanged to prevent the I-term torque from being incorrect: the Instant torque obtained by the 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 the 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 an excessive 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 the vehicle's driving process 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.
[0097] 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 coefficient, and is calculated as follows: When the engine is in the post-start stage, the gain is calculated by looking up the 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 coefficient is calculated by looking up the table based on the water temperature and the catalyst heating indication coefficient Z_PinstFactAftSta; when the engine is in the start stage, the gain is divided into the gain Z_PGainInstOpLo when the shift unlocks, which is calculated by looking up the 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 the 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 satisfied. The correction coefficient is only calculated by looking up the table based on 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.
[0098] In one example, the D-term torque is calculated by the formula Tq_DInst:
[0099]
[0100] 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 coefficient, and the calculation process is the same as that of the P-term parameter; ts is the sampling time.
[0101] The calculation formula for the PID-controlled firing path torque Tq_PIDInst is as follows:
[0102] Tq_PIDInst = Tq_PInst + Tq_I + Tq_DInst;
[0103] Tq_PIDInstFinal = Tq_PIDInst + Tq_DynFF;
[0104] 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 a period of starting, and is calculated by looking up the table based on the time to enter the idle closed-loop control.
[0105] In one example, after determining the first target firing path torque, the method further includes:
[0106] If it is detected that the engine stall protection condition is satisfied, 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.
[0107] 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, 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 deficiency. Here, the minimum torque limit is set by the total crankshaft torque request.
[0108] In one example, when the engine speed is much lower than the current target idle speed, a part of the torque is 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.
[0109] In one example, when the engine exits the idle closed-loop control, the firing torque gradually drops to 0, and the rate of change 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 is preferable to use the Instant torque to control the possible fluctuations in the idle speed, rather than adjusting the Base torque with the air volume to respond to the speed fluctuations. The filter time constant is obtained by looking up a table according to the water temperature and the catalyst heating indication coefficient, and is corrected accordingly by looking up a table with the reserve torque.
[0110] The embodiments of the present disclosure provide a method for determining the target idle torque. The method includes: according to the current vehicle state, looking up the adaptive torque associated with the current vehicle state in a preset register, obtaining the default torque in the default state, calculating the sum of the adaptive torque and the default torque, and determining the sum as the first target idle torque. Obtaining the current engine speed value, and determining the basic torque reserve according to the current engine speed value and a preset mapping table. Obtaining the current driving mode, and obtaining the torque reserve compensation associated with the current driving mode. Determining the second target idle torque according to the torque reserve compensation and the first target idle torque. With the technical solution of the present disclosure, through the method of idle torque compensation, the torque model can quickly respond to the idle speed fluctuations caused by sudden load changes under idle conditions by adjusting the ignition angle.
[0111] Figure 5It is a schematic structural diagram of a target idle torque determination device provided by an embodiment of the present disclosure. The target idle torque determination device can be understood as the above-mentioned vehicle controller or a partial functional module in the vehicle controller. As Figure 5 shown, the target idle torque determination device 50 includes:
[0112] 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 value of the engine according to the coolant temperature value and the external atmospheric pressure value of the engine;
[0113] A first determination module 502, configured to determine the current target idle value according to the basic target idle value of the engine, and control the engine to enter the idle control mode;
[0114] A second acquisition module 503, configured to, if it is detected that the idle adaptive control condition is satisfied in the idle control mode, acquire the current vehicle state based on the idle adaptive control mode, and determine the first target idle torque according to the current vehicle state.
[0115] In one example, the current vehicle state includes:
[0116] Whether the automatic transmission is in the neutral state, determining whether the vehicle is in the neutral control state, and the air conditioner switch state.
[0117] In one example, the vehicle being in the neutral control state includes:
[0118] The conversion rate of the engine speed to the input shaft speed of the gearbox is lower than the minimum limit value, the vehicle speed is lower than the vehicle speed limit value, and the gear shifting time exceeds the time limit value.
[0119] In one example, the second acquisition module 503 is configured to, according to the current vehicle state, look up the adaptive torque associated with the current vehicle state in a preset register;
[0120] Acquire the default torque in the default state, calculate the sum value of the adaptive torque and the default torque, and determine the sum value as the first target idle torque.
[0121] In one example, after determining the sum value as the first target idle torque, the device 50 further includes:
[0122] A third acquisition module 504, configured to acquire the current rotational speed value of the engine, and determine the basic torque reserve according to the current rotational speed value of the engine and a preset mapping table;
[0123] A fourth acquisition module 505, configured to acquire the current driving mode, and acquire the torque reserve compensation associated with the current driving mode;
[0124] A second determination module 506, configured to determine a second target idle torque according to a torque reserve compensation and a first target idle torque.
[0125] In one example, the device 50 further includes:
[0126] A calculation module 507, configured to, if it is detected that the idle self-adaptive control condition is not satisfied in the idle control mode, obtain a current rotational speed value of the engine, and calculate a difference between the current rotational speed value of the engine and a current target idle value;
[0127] A third determination module 508, 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 characterize the maximum firing path torque of the engine.
[0128] The device 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.
[0129] An 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.
[0130] 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 of a vehicle controller 1000 suitable for implementing the vehicle controller in the embodiment of the present disclosure. The vehicle controller 1000 in the 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), vehicle terminals (such as vehicle navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 6 The shown vehicle controller is only an example, and should not impose any limitation on the functions and usage scopes of the embodiments of the present disclosure.
[0131] 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 through a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.
[0132] Generally, the following devices may be connected to the I / O interface 1005: an input device 1006 including, for example, a touch screen, a touch pad, 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 the vehicle controller 1000 with various devices is shown, it should be understood that it is not required to implement or include all the shown devices. More or fewer devices may be implemented or included alternatively.
[0133] 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 performing the method shown in the flowchart. In such an embodiment, the computer program may be downloaded and installed from a network through 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.
[0134] It should be noted that the above-mentioned computer-readable medium in the present disclosure can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. The 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 the computer-readable storage medium can include, but are not limited to: an electrical connection with 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, the computer-readable storage medium can be any tangible medium that contains or stores a program, and this program can be used by or in combination with an instruction execution system, apparatus, or device. In the present disclosure, the 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. The computer-readable signal medium can also be any computer-readable medium other than the computer-readable storage medium, and this computer-readable signal medium can send, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device. The program code contained on the 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.
[0135] 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 ("LAN"), wide area networks ("WAN"), 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.
[0136] The above-mentioned computer-readable medium can be included in the above vehicle controller; it can also exist separately without being assembled into the vehicle controller.
[0137] 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; determine the current target idle speed value according to the basic target idle speed value of the engine, and control the engine to enter the idle control mode; if it is detected that the idle self-adaptive control condition is satisfied in the idle control mode, obtain the current vehicle state based on the idle self-adaptive control mode, and determine the first target idle torque according to the current vehicle state.
[0138] 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 be executed entirely on the user's computer, partially on the user's computer, executed 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 (for example, by connecting through the Internet using an Internet service provider).
[0139] 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 combination 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.
[0140] The units involved in the embodiments of the present disclosure can be implemented in software or in hardware. In some cases, the name of a unit does not constitute a limitation on the unit itself.
[0141] The functions described above herein can 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 (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system on a chip (SOCs), complex programmable logic devices (CPLDs), and the like.
[0142] 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.
[0143] 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.
[0144] 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 "comprises", "comprising" 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.
[0145] 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 will be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A method for determining target idle torque, 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; Determine the current target idle speed value according to the basic target idle speed value of the engine, and control the engine to enter the idle control mode; If it is detected that the idle self - adaptive control condition is satisfied in the idle control mode, then based on the idle self - adaptive control mode, obtain the current vehicle state, and determine the first target idle torque according to the current vehicle state.
2. The method according to claim 1, characterized in that, The current vehicle state includes: Whether the automatic transmission is in the neutral state, whether the vehicle is in the neutral control state, and the air - conditioner switch state.
3. The method according to claim 2, wherein The vehicle being in the neutral control state includes: The conversion rate of the engine speed to the input shaft speed of the gearbox is lower than the minimum limit value, the vehicle speed is lower than the vehicle speed limit value, and the gear - shifting time exceeds the time limit value.
4. The method according to claim 1, wherein The determining the first target idle torque according to the current vehicle state includes: According to the current vehicle state, look up the adaptive torque associated with the current vehicle state in a preset register; Obtain the default torque in the default state, calculate the sum value of the adaptive torque and the default torque, and determine the sum value as the first target idle torque.
5. The method according to claim 4, characterized in that After determining the sum value as the first target idle torque, the method further includes: Obtain the current speed value of the engine, and determine the basic torque reserve according to the current speed value of the engine and a preset mapping table; Obtain the current driving mode, and obtain the torque reserve compensation associated with the current driving mode; Determine the second target idle torque according to the torque reserve compensation and the first target idle torque.
6. The method according to claim 1, characterized in that The method further includes: If it is detected that the idle self - adaptive control condition is not satisfied in the idle control mode, then Obtain the current speed value of the engine, and calculate the difference between the current speed value of the engine and the current target idle speed value; Based on the idle closed - loop control mode, determine the first target firing - circuit torque according to the difference; wherein, the first target firing - circuit torque is used to represent the maximum firing - circuit torque of the engine.
7. The method according to claim 6, wherein After determining the first target firing - circuit torque, the method further includes: If it is detected that the engine stall protection condition is satisfied, then determine the second target firing - circuit torque; wherein, the second target firing - circuit torque is used to represent the minimum firing - circuit torque of the engine.
8. An apparatus for determining target idle torque, 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 first determination module, configured to determine the current target idle speed value according to the basic target idle speed value of the engine, and control the engine to enter the idle control mode; A second acquisition module, configured to, if it is detected that the idle speed adaptive control condition is satisfied in the idle speed control mode, acquire the current vehicle state based on the idle speed adaptive control mode, and determine a first target idle speed torque according to the current vehicle state.
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.