Engine speed control method and device, computer device and storage medium

Abstract

The application provides an engine speed control method and device, computer equipment and a storage medium. The engine speed control method comprises the following steps: calculating a theoretical output torque of an engine according to a speed difference value between a target speed and a current speed of the engine; calculating a load torque of the engine according to the theoretical output torque and a friction torque corresponding to the target speed; the load torque refers to a torque generated by a load on the engine; determining a target output torque of the engine according to a proportional control parameter, an integral control parameter and a differential control parameter corresponding to the load torque; the proportional control parameter is related to the speed difference value, the differential control parameter is related to a change rate of the speed difference value, and the integral control parameter is proportional to a time accumulation of the speed difference value; and the speed of the engine is controlled through the target output torque. The application can fully consider the influence of various factors on the output torque of the engine, thereby improving the accuracy of engine speed control.

Description

Technical Field

[0001] This application relates to the field of engine control technology, specifically to an engine speed control method, device, computer equipment, and storage medium. Background Technology

[0002] Current engine speed control methods only use a PID (Proportional-Integral-Derivative) speed closed-loop method to convert the engine's actual speed to the set speed. That is, the deviation between the set speed and the actual speed is used as the input of the PID, and the output of the PID is used as the engine's output torque. Based on this output torque, the engine operation is controlled to adjust the engine's actual speed.

[0003] The above-mentioned speed control method ignores the influence of various factors (such as environmental factors or vehicle factors) on the calculation of engine output torque, resulting in low engine speed control accuracy. Summary of the Invention

[0004] In view of this, this application proposes an engine speed control method, device, computer equipment and storage medium to solve the problem of low engine speed control accuracy caused by ignoring the influence of various factors (such as environmental factors or vehicle factors) on the calculation of engine output torque in related technologies.

[0005] A first aspect of this application provides an engine speed control method, the method comprising:

[0006] The theoretical output torque of the engine is calculated based on the speed difference between the target speed and the current speed.

[0007] The load torque of the engine is calculated based on the theoretical output torque and the friction torque corresponding to the target speed; the load torque refers to the torque generated by the load on the engine.

[0008] The target output torque of the engine is determined based on the proportional control parameter, integral control parameter, and derivative control parameter corresponding to the load torque; the proportional control parameter is proportional to the speed difference, the derivative control parameter is proportional to the rate of change of the speed difference, and the integral control parameter is proportional to the accumulation of the speed difference over time.

[0009] The engine speed is controlled by the target output torque.

[0010] This application's embodiment considers the influence of friction torque and load torque on engine output torque based on existing PID speed control methods, thereby improving the accuracy of engine speed control. Furthermore, compared to existing technologies that require adjustments for factors such as water temperature, speed deviation, gear position, speed ratio, ambient temperature, and pressure to the proportional gain, integral gain, and derivative gain of the PID controller, this application's embodiment calculates the engine's load torque, senses the engine's operating status in real time, and uses only this load torque to correct the PID controller. This significantly reduces the calibration workload and difficulty of existing technologies and improves the adaptability of the control system.

[0011] In this embodiment of the application, the load torque of the engine is calculated based on the theoretical output torque and the frictional torque corresponding to the target speed, including:

[0012] The friction torque corresponding to the target rotational speed is selected from a predefined first association table; the first association table includes multiple rotational speeds and the friction torque corresponding to each rotational speed.

[0013] The inertial torque of the engine is calculated based on the engine's moment of inertia and acceleration; the moment of inertia refers to the physical quantity of the engine's inertia in rotational motion; the inertial torque refers to the torque generated due to changes in the engine's acceleration.

[0014] The load torque of the engine is calculated based on the theoretical output torque, the frictional torque, and the inertial torque.

[0015] In this embodiment of the application, before calculating the inertial torque of the engine based on the engine's moment of inertia and acceleration, the method further includes:

[0016] Determine the engine speed difference at two consecutive sampling times;

[0017] The acceleration of the engine is calculated based on the speed difference and the sampling interval; the sampling interval refers to the time difference between two consecutive sampling moments.

[0018] In this embodiment of the application, after calculating the acceleration of the engine, the method further includes:

[0019] The first calculation parameter is calculated based on the engine's acceleration at the current moment and the first smoothing coefficient;

[0020] The second calculation parameter is calculated based on the engine acceleration at the previous sampling time and the second smoothing coefficient; the sum of the coefficients of the second smoothing coefficient and the first smoothing coefficient is 1;

[0021] The sum of the first calculation parameter and the second calculation parameter is used as the filtered result of the acceleration; the filtered result is used to calculate the inertial torque of the engine.

[0022] In this embodiment of the application, the target output torque of the engine is determined based on the proportional control parameters, integral control parameters, and derivative control parameters corresponding to the load torque, including:

[0023] The proportional control parameters corresponding to the load torque are selected from a predefined second association table; the second association table includes multiple load torques and proportional parameters corresponding to each load torque.

[0024] The integral control parameters corresponding to the load torque are selected from a predefined third association table; the third association table includes multiple load torques and integral parameters corresponding to each load torque.

[0025] The differential control parameters corresponding to the load torque are selected from a predefined fourth association table; the fourth association table includes multiple load torques and differential parameters corresponding to each load torque.

[0026] The sum of the proportional control parameter, the integral control parameter, and the derivative control parameter is used as the target output torque of the engine.

[0027] In this embodiment of the application, before filtering out the friction torque corresponding to the target rotational speed from a predefined first association table, the method further includes:

[0028] Measure the frictional torque of the engine at different speeds;

[0029] The first association table is generated based on multiple rotational speeds and the frictional torque corresponding to each rotational speed.

[0030] In this embodiment of the application, measuring the frictional torque of the engine at different speeds includes:

[0031] For any given engine speed, the fuel injection system is turned off on an engine bench, and the engine is dragged in the opposite direction using a dynamometer to adjust the engine to that speed.

[0032] The measured torque is received from the dynamometer and determined as the friction torque corresponding to the rotational speed.

[0033] An embodiment of the second aspect of this application provides an engine speed control device, comprising:

[0034] The theoretical output torque calculation module is used to calculate the theoretical output torque of the engine based on the speed difference between the engine's target speed and the current speed.

[0035] The load torque calculation module is used to calculate the load torque of the engine based on the theoretical output torque and the friction torque corresponding to the target speed; the load torque refers to the torque generated by the load on the engine.

[0036] The target output torque determination module is used to determine the target output torque of the engine based on the proportional control parameter, integral control parameter and derivative control parameter corresponding to the load torque; the proportional control parameter is proportional to the speed difference, the derivative control parameter is proportional to the rate of change of the speed difference, and the integral control parameter is proportional to the accumulation of the speed difference over time.

[0037] A speed control module is used to control the engine speed based on the target output torque.

[0038] An embodiment of the third aspect of this application provides a computer device including a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the engine speed control method described in the first aspect above.

[0039] An embodiment of the fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing a computer to execute the engine speed control method described in the first aspect above.

[0040] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0041] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0042] Figure 1 A schematic flowchart of an engine speed control method according to an embodiment of this application is shown;

[0043] Figure 2 This invention provides a schematic diagram of the structure of an engine speed control device according to an embodiment of the present application.

[0044] Figure 3 This illustration shows a schematic diagram of the structure of a computer device according to an embodiment of this application;

[0045] Figure 4 A schematic diagram of a storage medium provided in one embodiment of this application is shown. Detailed Implementation

[0046] Exemplary embodiments of this application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of this application and to fully convey the scope of this application to those skilled in the art.

[0047] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0048] The technical scenarios involved in the embodiments of this application are described below.

[0049] Current engine speed control methods rely solely on a PID control loop to track the set engine speed from the actual speed. This means the deviation between the set and actual speeds is used as the PID input, and the PID output is the indicated torque required by the engine. This approach lacks proper feedforward and ignores the effects of friction torque and load torque.

[0050] More seriously, when engine conditions such as coolant temperature, vehicle configurations such as gear position and gear ratio, and environmental factors such as temperature and pressure change, the performance of the PID controller will deteriorate sharply. Engine speed will oscillate and fail to stabilize at the set speed, resulting in a poor driving experience and increased engine fuel / gas consumption. To alleviate this problem, a common method is to adjust the proportional gain, integral gain, and derivative gain of the PID controller by factors such as coolant temperature, engine speed deviation, gear position, gear ratio, ambient temperature, and pressure.

[0051] However, the above process significantly increases the workload and difficulty for calibration engineers. Moreover, due to the coupling relationship between various influencing factors, this method of superimposed calibration is difficult to achieve satisfactory control performance and adaptability.

[0052] Therefore, this application provides an engine speed control method that, based on the PID speed closed loop, can, on the one hand, increase the measurement of friction torque and feedforward compensation to improve the response speed and control accuracy of the closed-loop control system and reduce the adjustment pressure of the PID; on the other hand, it can determine the engine load torque, perceive the engine operating status in real time, and use only the load torque to correct the PID, which can significantly reduce the calibration workload and calibration difficulty of the prior art and improve the adaptability of the control system.

[0053] According to an embodiment of this application, an embodiment of an engine speed control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0054] This embodiment provides an engine speed control method. Figure 1 This is a flowchart of an engine speed control method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0055] Step S101: Calculate the theoretical output torque of the engine based on the speed difference between the target speed and the current speed of the engine.

[0056] Specifically, the target speed can be understood as the speed the engine needs to reach, such as the speed set by the driver through the accelerator pedal or the vehicle control system. Theoretical output torque refers to the theoretical torque generated by the combustion gases in the engine cylinder doing work on the piston, without taking into account various losses and uncertainties that may be encountered in actual operation, such as friction loss, air resistance, load changes, etc.

[0057] More specifically, the PID controller calculates an indicated torque, or theoretical output torque, based on the speed difference, as shown below:

[0058] Suppose the engine's target set speed is 3000 rpm, while the current actual speed is 2800 rpm.

[0059] Speed ​​difference = Set speed - Actual speed = 3000 rpm - 2800 rpm = 200.

[0060] PID controller operation:

[0061] Proportional gain: Based on the magnitude of the speed difference, the proportional component outputs a control quantity that is proportional to the deviation. Assuming the proportional coefficient is Kp=0.1, the output of the proportional gain is 0.1×200=20.

[0062] Integral gain: Assuming the integral coefficient is Ki=0.01 and the speed difference has lasted for 10 seconds, the output of the integral gain is 0.01×200×10=20.

[0063] Differential gain: Assuming the rate of change of the speed difference is 10 rpm per second, and the differential coefficient is Kd=0.5, then the output of the differential gain is 0.5×10=5.

[0064] The total output of a PID controller is the sum of the proportional gain, integral gain, and derivative gain, which is 20 + 20 + 5 = 45, representing the theoretical output torque.

[0065] Step S102: Calculate the load torque of the engine based on the theoretical output torque and the friction torque corresponding to the target speed.

[0066] Specifically, frictional torque refers to the resistance torque generated during engine operation due to friction between internal mechanical components (such as piston and cylinder wall, crankshaft and bearings). Load torque refers to the torque generated by the load on the engine. The load can be understood as the external resistance that the engine needs to overcome during operation. Resistance includes, but is not limited to: vehicle driving resistance (such as rolling resistance, air resistance, etc.), transmission system resistance (such as frictional losses of the transmission, drive shaft, etc.), and accessory resistance (such as the load of engine accessories such as generator, water pump, air conditioning compressor, etc.).

[0067] In some specific embodiments, step S102 above includes steps S1021-S1023:

[0068] Step S1021: Select the friction torque corresponding to the target rotational speed from the predefined first association table.

[0069] Specifically, the first association table includes multiple rotational speeds and the frictional torque corresponding to each rotational speed.

[0070] In some specific embodiments, before step S1021, the method further includes steps a1-a2:

[0071] Step a1: Measure the friction torque of the engine at different speeds.

[0072] Specifically, the engine's friction torque can be calculated using the reverse dragging strategy, as shown below:

[0073] For any given engine speed, the fuel injection system is shut off on an engine test bench, and the engine is dragged in the opposite direction using a dynamometer to adjust the engine to the given speed; the engine speed at this time is measured using the dynamometer; the measured torque from the dynamometer is received, and the measured torque is determined as the friction torque corresponding to the given engine speed.

[0074] Step a2: Generate the first association table based on multiple rotational speeds and the frictional torque corresponding to each rotational speed.

[0075] Specifically, for example, the friction torque is 60 N·m at 2800 rpm and 70 N·m at 3000 rpm.

[0076] Step S1022: Calculate the inertial torque of the engine based on the engine's moment of inertia and acceleration.

[0077] Specifically, inertial torque refers to the torque generated due to the change in the acceleration of the engine. This torque is generated due to the change in the rotational acceleration of the engine shaft and needs to be overcome by the output torque of the engine to achieve engine speed control. Inertial torque Ja can be represented by the product of the engine's moment of inertia J and the engine's acceleration a. The moment of inertia refers to the physical quantity of the engine's inertia with respect to rotational motion, and can also be understood as a measure of the inertia of the engine shaft and its connected components (such as crankshaft, flywheel, clutch, etc.) with respect to rotational motion.

[0078] Step S1023: Calculate the load torque of the engine based on the theoretical output torque, the friction torque, and the inertial torque.

[0079] Specifically, the engine's load torque can be calculated using the following formula:

[0080]

[0081] in, Indicates load torque. This represents the theoretical output torque. Indicates frictional torque. This represents inertial torque.

[0082] In some specific embodiments, the acceleration 'a' of the engine described above can be calculated using the following steps:

[0083] Step b1: Determine the speed difference of the engine at two consecutive sampling times.

[0084] Specifically, the speed difference between the two consecutive sampling times can be calculated in the following way:

[0085]

[0086] in, This represents the engine speed at time t, usually expressed in radians per second (rad / s). Indicates time The engine speed at a given moment, i.e., the speed at the previous sampling moment; The sampling interval of a speed sensor is the time difference between two consecutive sampling points, usually expressed in seconds (s).

[0087] Step b2: Calculate the acceleration of the engine based on the speed difference and the sampling interval.

[0088] Specifically, the engine acceleration can be calculated using the following formula:

[0089]

[0090] in, This indicates the engine's acceleration.

[0091] In some specific embodiments, after calculating the engine acceleration, the method further includes:

[0092] Step c1: Calculate the first calculation parameter based on the engine's acceleration at the current moment and the first smoothing coefficient.

[0093] Step c2: Calculate the second calculation parameter based on the engine acceleration at the previous sampling time and the second smoothing coefficient.

[0094] Specifically, the sum of the coefficients of the second smoothing coefficient and the first smoothing coefficient is 1;

[0095] Step c3: The sum of the first calculation parameter and the second calculation parameter is used as the filtering result of the acceleration.

[0096] Specifically, the filtering result is used to calculate the inertial torque of the engine.

[0097] In steps c1-c3 above, the filtered acceleration result can be calculated using the following formula:

[0098]

[0099] in, The filtered result representing acceleration. Indicates the current time t The acceleration of the engine at that time Represents the first smoothing coefficient. This represents the acceleration of the engine at the previous sampling time. Indicates the second smoothing coefficient. This represents the time difference between two adjacent sampling times.

[0100] Step S103: Determine the target output torque of the engine based on the proportional control parameters, integral control parameters, and derivative control parameters corresponding to the load torque.

[0101] Specifically, the proportional control parameter is proportional to the speed difference; that is, the larger the speed difference, the greater the engine's output torque. The integral control parameter is proportional to the cumulative speed difference over time. It aims to eliminate steady-state error to ensure the engine speed reaches the target speed. For example, if the speed difference remains at 200 rpm for the next 60 seconds, then the integral (cumulative) of the speed difference is 200 × 60 = 12000 rpm·second. The integral control will adjust the torque output based on this cumulative error to eliminate steady-state error.

[0102] Integral control output torque = Ki × integral of speed difference = 0.0005 × 12000 = 6 N·m

[0103] The differential control parameter is proportional to the rate of change of the speed difference. For example, if the speed increases from 2000 rpm to 2500 rpm in the next second, the rate of change is 2500 - 2000 = 500 rpm / s. The differential control will predict the future trend of the error based on this rate of change and adjust the torque output in advance.

[0104] Differential control output torque = Kd × speed change rate = 0.005 × 500 = 2.5 N·m

[0105] More specifically, the aforementioned proportional control parameters, integral control parameters, and derivative control parameters are predefined: multiple load torques are defined, along with the corresponding proportional, integral, and derivative control parameters for each load torque. The proportional, integral, and derivative control parameters corresponding to the load torques are determined through the defined relationships.

[0106] In some specific embodiments, step S103 above includes steps S1031-S1034:

[0107] Step S1031: Select the proportional control parameters corresponding to the load torque from the predefined second association table.

[0108] Specifically, the second association table includes multiple load torques and proportional parameters corresponding to each load torque.

[0109] Step S1032: Select the integral control parameters corresponding to the load torque from the predefined third association table.

[0110] Specifically, the third association table includes multiple load torques and integral parameters corresponding to each load torque.

[0111] Step S1033: Select the differential control parameters corresponding to the load torque from the predefined fourth association table;

[0112] Specifically, the fourth correlation table includes multiple load torques and differential parameters corresponding to each load torque;

[0113] Step S1034: The sum of the proportional control parameter, the integral control parameter, and the derivative control parameter is used as the target output torque of the engine.

[0114] In the embodiments of this application, the prior art adds corrections for factors such as water temperature, speed deviation, gear, speed ratio, ambient temperature, and pressure to the proportional gain, integral gain, and derivative gain of the PID controller. For example, when the PID controller calculates the proportional gain Kp=0.1 based on the speed difference, considering the pressure factor, the proportional gain Kp needs to be weighted, i.e., 0.1*1.1; where the weighting coefficient 1.1 is determined by the pressure factor; the same applies to other factors.

[0115] In this embodiment, by calculating the engine's load torque, the engine's operating status can be perceived more intuitively and in real time, making this a more adaptable correction value. Furthermore, using only this load torque to correct the PID significantly reduces the calibration workload and difficulty of existing technologies and improves the adaptability of the control system. That is, the corresponding control parameters are determined only based on the correlation table between the load torque and each control parameter, eliminating the need for weighted calculations based on different factors.

[0116] Step S104: Control the engine speed by the target output torque.

[0117] Specifically, the engine operation can be controlled based on the target output torque to adjust the actual engine speed.

[0118] More specifically, based on the engine speed control method of the above embodiments, a control program can be written and flashed into the engine controller ECU to control the engine speed, estimate and compensate the system load torque and friction torque, improve the adaptability and smoothness of speed control, and optimize the driver's driving experience and fuel / gas consumption.

[0119] The embodiments of this application have the following technical effects:

[0120] The control system boasts fast response and high control precision: Existing technologies employ a PID closed-loop speed control method, relying solely on feedback adjustment and real-time correction of system errors. This results in a response speed limited by the closed-loop bandwidth and exhibiting lag. In contrast, the embodiments of this application introduce friction torque estimation and feedforward compensation, enabling direct adjustment of the output based on the known friction torque. This quickly compensates for the influence of friction torque without waiting for speed deviation accumulation, significantly shortening the response time and effectively improving the tracking accuracy of the actual speed to the set speed.

[0121] Simple structure, low calibration workload and difficulty: To avoid PID performance degradation, existing technologies require adjusting the PID gain based on engine conditions such as coolant temperature, vehicle configurations such as gear position and speed ratio, and environmental factors such as temperature and pressure. This results in a complex structure and a huge workload and difficulty in calibration. In contrast, this invention deeply analyzes the essential reasons affecting engine operating conditions, namely, the engine's load torque. In other words, engine conditions such as coolant temperature, vehicle configurations such as gear position and speed ratio, and environmental factors such as temperature and pressure ultimately affect the load referred to the engine shaft. Therefore, this application proposes a load estimation method that uses only the estimated engine load to adjust the PID gain, avoiding the need for adjustments based on multiple factors such as coolant temperature, gear position, speed ratio, ambient temperature, and pressure. This effectively reduces the complexity of the control system, lowers the calibration workload and difficulty, and improves calibration efficiency.

[0122] High adaptability: To improve the adaptability of speed control, existing technologies introduce multiple factors such as water temperature, gear position, speed ratio, circuit temperature, and pressure to superimpose and correct the PID controller. However, these factors have coupled effects, and linear superposition correction calibration cannot effectively guarantee the control performance and adaptability of the control system. For example, existing technologies often require recalibrating the PID controller when changing vehicle configurations such as the transmission or altering the engine's operating environment. In contrast, this invention condenses the influence of multiple factors such as water temperature and gear position to the engine load, more directly representing the engine's operating state under different vehicle configurations and operating environments. This eliminates the coupling effects between them, thereby improving the adaptability of the idle speed control system and ensuring satisfactory control performance even when changing vehicle configurations and operating environments.

[0123] Corresponding to the above implementation of the engine speed control method, this application also provides an engine speed control device for executing the engine speed control method described in the above embodiments. For example... Figure 2 As shown, the engine speed control device includes:

[0124] The theoretical output torque calculation module is used to calculate the theoretical output torque of the engine based on the speed difference between the engine's target speed and the current speed.

[0125] The load torque calculation module is used to calculate the load torque of the engine based on the theoretical output torque and the friction torque corresponding to the target speed; the load torque refers to the torque generated by the load on the engine.

[0126] The target output torque determination module is used to determine the target output torque of the engine based on the proportional control parameter, integral control parameter and derivative control parameter corresponding to the load torque; the proportional control parameter is proportional to the speed difference, the derivative control parameter is proportional to the rate of change of the speed difference, and the integral control parameter is proportional to the accumulation of the speed difference over time.

[0127] A speed control module is used to control the engine speed based on the target output torque.

[0128] Optionally, the load torque calculation module is further configured to filter the friction torque corresponding to the target rotational speed from a predefined first association table; the first association table includes multiple rotational speeds and the friction torque corresponding to each rotational speed; calculate the inertial torque of the engine based on the engine's moment of inertia and acceleration; the moment of inertia refers to the physical quantity of the engine's inertia in rotational motion; the inertial torque refers to the torque generated due to the change in the engine's acceleration; and calculate the engine's load torque based on the theoretical output torque, the friction torque, and the inertial torque.

[0129] Optionally, the device further includes: an acceleration calculation module, configured to determine the speed difference of the engine at two consecutive sampling moments before calculating the inertial torque of the engine based on the engine's moment of inertia and acceleration; and to calculate the acceleration of the engine based on the speed difference and the sampling interval; wherein the sampling interval refers to the time difference between the two consecutive sampling moments.

[0130] Optionally, the device further includes: an acceleration filtering module, configured to, after calculating the acceleration of the engine, calculate a first calculation parameter based on the acceleration of the engine at the current moment and a first smoothing coefficient; calculate a second calculation parameter based on the acceleration of the engine at the previous sampling moment and a second smoothing coefficient; the sum of the coefficients of the second smoothing coefficient and the first smoothing coefficient is 1; use the sum of the first calculation parameter and the second calculation parameter as the filtering result of the acceleration; the filtering result is used to calculate the inertial torque of the engine.

[0131] Optionally, the target output torque determination module is further configured to: filter proportional control parameters corresponding to the load torque from a predefined second association table; the second association table includes multiple load torques and proportional parameters corresponding to each load torque; filter integral control parameters corresponding to the load torque from a predefined third association table; the third association table includes multiple load torques and integral parameters corresponding to each load torque; filter derivative control parameters corresponding to the load torque from a predefined fourth association table; the fourth association table includes multiple load torques and derivative parameters corresponding to each load torque; and use the sum of the proportional control parameters, the integral control parameters, and the derivative control parameters as the target output torque of the engine.

[0132] Optionally, the first association table generation module is used to measure the friction torque of the engine at different speeds before filtering out the friction torque corresponding to the target speed from the predefined first association table; and to generate the first association table based on multiple speeds and the friction torque corresponding to each speed.

[0133] Optionally, the first association table generation module is further configured to, for any given speed, shut off the fuel injection system on an engine bench, use a dynamometer to reverse-drive the engine to adjust the engine to the specified speed; receive a measured torque from the dynamometer, and determine the measured torque as a friction torque corresponding to the specified speed.

[0134] The engine speed control device provided in the above embodiments of this application and the engine speed control method provided in the embodiments of this application are based on the same inventive concept and have the same beneficial effects as the methods used, run or implemented by the application programs stored therein.

[0135] This application also provides a computer device for executing the above-described engine speed control method. Please refer to... Figure 3 This illustrates a schematic diagram of a computer device provided by some embodiments of this application. For example... Figure 3 As shown, the computer device 3 includes: a processor 300, a memory 301, a bus 302, and a communication interface 303. The processor 300, the communication interface 303, and the memory 301 are connected via the bus 302. The memory 301 stores a computer program that can run on the processor 300. When the processor 300 runs the computer program, it executes the engine speed control method provided in any of the foregoing embodiments of this application.

[0136] The memory 301 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 303 (which can be wired or wireless), such as the Internet, wide area network, local area network, or metropolitan area network.

[0137] Bus 302 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. Memory 301 is used to store programs. After receiving an execution instruction, processor 300 executes the program. The engine speed control method disclosed in any of the foregoing embodiments can be applied to processor 300, or implemented by processor 300.

[0138] The processor 300 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 300 or by instructions in software form. The processor 300 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules may reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 301. The processor 300 reads the information in memory 301 and, in conjunction with its hardware, completes the steps of the above method.

[0139] The computer device provided in this application embodiment and the engine speed control method provided in this application embodiment are based on the same inventive concept and have the same beneficial effects as the methods they adopt, operate or implement.

[0140] This application also provides a computer-readable storage medium corresponding to the engine speed control method provided in the foregoing embodiments. Please refer to... Figure 4 The computer-readable storage medium shown is an optical disc 30, on which a computer program (i.e., a program product) is stored. When the computer program is run by a processor, it executes the engine speed control method provided in any of the foregoing embodiments.

[0141] It should be noted that examples of the computer-readable storage medium may also include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical and magnetic storage media, which will not be elaborated here.

[0142] The computer-readable storage medium provided in the above embodiments of this application and the engine speed control method provided in the embodiments of this application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs stored therein.

[0143] It should be noted that:

[0144] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known structures and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0145] Similarly, it should be understood that, for the sake of brevity and to aid in understanding one or more of the various inventive aspects, in the above description of exemplary embodiments of this application, various features of this application are sometimes grouped together in a single embodiment, figure, or description thereof. However, this disclosure should not be construed as reflecting a schematic diagram in which the claimed application requires more features than expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.

[0146] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of this application and form different embodiments. For example, in the following claims, any of the claimed embodiments can be used in any combination.

[0147] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An engine speed control method, characterized in that, The method includes: The theoretical output torque of the engine is calculated based on the speed difference between the target speed and the current speed. The load torque of the engine is calculated based on the theoretical output torque and the friction torque corresponding to the target speed; the load torque refers to the torque generated by the load on the engine. The target output torque of the engine is determined based on the proportional control parameter, integral control parameter, and derivative control parameter corresponding to the load torque; the proportional control parameter is proportional to the speed difference, the derivative control parameter is proportional to the rate of change of the speed difference, and the integral control parameter is proportional to the cumulative speed difference over time. The engine speed is controlled by the target output torque; Based on the theoretical output torque and the frictional torque corresponding to the target speed, the load torque of the engine is calculated, including: The friction torque corresponding to the target rotational speed is selected from a predefined first association table; the first association table includes multiple rotational speeds and the friction torque corresponding to each rotational speed. The inertial torque of the engine is calculated based on the engine's moment of inertia and acceleration; the moment of inertia refers to the physical quantity of the engine's inertia in rotational motion; the inertial torque refers to the torque generated due to changes in the engine's acceleration. The load torque of the engine is calculated based on the theoretical output torque, the frictional torque, and the inertial torque.

2. The method according to claim 1, characterized in that, Before calculating the inertial torque of the engine based on its moment of inertia and acceleration, the method further includes: Determine the engine speed difference at two consecutive sampling times; The acceleration of the engine is calculated based on the speed difference and the sampling interval; the sampling interval refers to the time difference between two consecutive sampling moments.

3. The method according to claim 2, characterized in that, After calculating the acceleration of the engine, the method further includes: The first calculation parameter is calculated based on the engine's acceleration at the current moment and the first smoothing coefficient; The second calculation parameter is calculated based on the engine acceleration at the previous sampling time and the second smoothing coefficient; the sum of the coefficients of the second smoothing coefficient and the first smoothing coefficient is 1; The sum of the first calculation parameter and the second calculation parameter is used as the filtered result of the acceleration; the filtered result is used to calculate the inertial torque of the engine.

4. The method according to claim 1, characterized in that, The target output torque of the engine is determined based on the proportional control parameters, integral control parameters, and derivative control parameters corresponding to the load torque, including: The proportional control parameters corresponding to the load torque are selected from a predefined second association table; the second association table includes multiple load torques and proportional parameters corresponding to each load torque. The integral control parameters corresponding to the load torque are selected from a predefined third association table; the third association table includes multiple load torques and integral parameters corresponding to each load torque. The differential control parameters corresponding to the load torque are selected from a predefined fourth association table; the fourth association table includes multiple load torques and differential parameters corresponding to each load torque. The sum of the proportional control parameter, the integral control parameter, and the derivative control parameter is used as the target output torque of the engine.

5. The method according to claim 1, characterized in that, Before filtering out the friction torque corresponding to the target rotational speed from a predefined first association table, the method further includes: Measure the frictional torque of the engine at different speeds; The first association table is generated based on multiple rotational speeds and the frictional torque corresponding to each rotational speed.

6. The method according to claim 5, characterized in that, Measuring the frictional torque of the engine at different speeds includes: For any given engine speed, the fuel injection system is turned off on an engine bench, and the engine is dragged in the opposite direction using a dynamometer to adjust the engine to that speed. The measured torque is received from the dynamometer and determined as the friction torque corresponding to the rotational speed.

7. An engine speed control device, characterized in that, The device includes: The theoretical output torque calculation module is used to calculate the theoretical output torque of the engine based on the speed difference between the engine's target speed and the current speed. The load torque calculation module is used to calculate the load torque of the engine based on the theoretical output torque and the friction torque corresponding to the target speed; the load torque refers to the torque generated by the load on the engine. The target output torque determination module is used to determine the target output torque of the engine based on the proportional control parameter, integral control parameter and derivative control parameter corresponding to the load torque; the proportional control parameter is proportional to the speed difference, the derivative control parameter is proportional to the rate of change of the speed difference, and the integral control parameter is proportional to the accumulation of the speed difference over time. A speed control module is used to control the engine speed based on the target output torque; Based on the theoretical output torque and the frictional torque corresponding to the target speed, the load torque of the engine is calculated, including: The friction torque corresponding to the target rotational speed is selected from a predefined first association table; the first association table includes multiple rotational speeds and the friction torque corresponding to each rotational speed. The inertial torque of the engine is calculated based on the engine's moment of inertia and acceleration; the moment of inertia refers to the physical quantity of the engine's inertia in rotational motion; the inertial torque refers to the torque generated due to changes in the engine's acceleration. The load torque of the engine is calculated based on the theoretical output torque, the frictional torque, and the inertial torque.

8. A computer device, characterized in that, include: A memory and a processor are communicatively connected, the memory stores computer instructions, and the processor executes the engine speed control method of any one of claims 1 to 6 by executing the computer instructions.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to execute the engine speed control method according to any one of claims 1 to 6.

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