Engine control parameter self-adaption method and device, vehicle and medium

Abstract

The invention relates to an engine control parameter self-adaption method and device, a vehicle and a medium, and the method comprises the steps that torque control parameters of an engine are determined according to current IMU data, MAP control parameters of the engine are determined according to current GPS data, and safety control parameters of the engine are determined according to the current IMU data, the current GPS data and current engine data; determining scene control parameters of the engine according to the current GPS data and the current navigation data; and fusing the torque control parameter, the MAP control parameter, the safety control parameter and the scene control parameter to obtain a target control parameter of the engine so as to control the engine. Therefore, the problem that the engine control effect is poor due to the fact that an engine control system is insufficient in dynamism and individuation, information of multiple sensors is isolated and insufficient in utilization, the abnormal response capacity is low, and energy efficiency and NVH optimization are limited is solved, and the engine control precision and the user experience feeling are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to an adaptive method, device, vehicle, and medium for engine control parameters. Background Technology

[0002] Currently, mainstream engine control systems mainly rely on various onboard sensors such as intake air temperature and pressure, engine oil temperature, and vehicle speed to collect data in real time. Engine parameters are managed through preset control algorithms such as proportional-integral-derivative (PID) control and MAP-based lookup and correction methods.

[0003] In related technologies, engine control is mainly achieved by determining the vehicle's current state through a single sensor or static environmental information, thereby enabling functions such as automatic start-stop and hill start assist.

[0004] However, in the relevant technologies, when controlling the engine, the engine control system lacks dynamism and personalization, multi-sensor information is isolated and underutilized, abnormal response capability is low, and energy efficiency and noise-vibration-harshness (NVH) optimization are limited, resulting in poor engine control performance, which urgently needs to be solved. Summary of the Invention

[0005] This application provides an engine control parameter adaptive method, device, vehicle, and medium to solve the problems of poor engine control effect caused by insufficient dynamics and personalization of the engine control system, isolated and underutilized multi-sensor information, low abnormal response capability, and limited energy efficiency and NVH optimization, thereby improving engine control accuracy and user experience.

[0006] The first aspect of this application provides an adaptive method for engine control parameters, including the following steps: Acquire the vehicle's current IMU data, current GPS data, current navigation data, and current engine data; The engine torque control parameters are determined based on the current IMU data, the engine MAP control parameters are determined based on the current GPS data, the engine safety control parameters are determined based on the current IMU data, current GPS data, and current engine data, and the engine scenario control parameters are determined based on the current GPS data and current navigation data. The engine's target control parameters are obtained by integrating torque control parameters, MAP control parameters, safety control parameters, and scenario control parameters, and the engine is controlled according to the target control parameters.

[0007] Optionally, in some embodiments, determining the engine's torque control parameters based on current IMU data includes: Based on the current IMU data, determine whether the vehicle is in a preset acceleration state or a preset deceleration state; If the vehicle is in a preset acceleration state or a preset deceleration state, the torque control parameters are determined based on the preset constant speed gradual strategy. The torque control parameters include the upper limit of the torque change rate.

[0008] Optionally, in some embodiments, determining the engine's MAP control parameters based on current GPS data includes: Determine the vehicle's current location based on current GPS data; Obtain the climate data corresponding to the current address location, and determine the MAP control parameters based on the climate data. The MAP control parameters include at least one of the following: ignition angle correction value, EGR rate correction value, and boost pressure correction value.

[0009] Optionally, in some embodiments, the engine safety control parameters are determined based on current IMU data, current GPS data, and current engine data, including: Based on the current IMU data, current GPS data, and current engine data, determine whether the vehicle is in an abnormal operating condition; If the vehicle is in an abnormal operating condition, safety control parameters are determined based on the corresponding data that caused the vehicle to be in an abnormal operating condition. The safety control parameters include at least one of torque reduction request, selective cylinder misfire mask and fault alarm signal.

[0010] Optionally, in some embodiments, the scenario control parameters of the engine are determined based on current GPS data and current navigation data, including: Determine the current driving scenario category based on the current navigation data; Based on the current driving scenario category, scenario control parameters are determined according to the current GPS data. These scenario control parameters include at least one of the following: engine output torque reference, kinetic energy recovery level, and battery pre-charge power.

[0011] Optionally, in some embodiments, the priority of safety control parameters is greater than that of scene control parameters, the priority of scene control parameters is greater than that of MAP control parameters, and the priority of MAP control parameters is greater than that of torque control parameters.

[0012] A second aspect of this application provides an engine control parameter adaptive device, comprising: The acquisition module is used to acquire the vehicle's current IMU data, current GPS data, current navigation data, and current engine data; The determination module is used to determine the engine's torque control parameters based on the current IMU data, the engine's MAP control parameters based on the current GPS data, the engine's safety control parameters based on the current IMU data, current GPS data, and current engine data, and the engine's scenario control parameters based on the current GPS data and current navigation data. The control module is used to integrate torque control parameters, MAP control parameters, safety control parameters, and scenario control parameters to obtain the engine's target control parameters, and to control the engine based on the target control parameters.

[0013] Optionally, in some embodiments, the determining module is specifically used for: Based on the current IMU data, determine whether the vehicle is in a preset acceleration state or a preset deceleration state; If the vehicle is in a preset acceleration state or a preset deceleration state, the torque control parameters are determined based on the preset constant speed gradual strategy. The torque control parameters include the upper limit of the torque change rate.

[0014] Optionally, in some embodiments, the determining module is specifically used for: Determine the vehicle's current location based on current GPS data; Obtain the climate data corresponding to the current address location, and determine the MAP control parameters based on the climate data. The MAP control parameters include at least one of the following: ignition angle correction value, EGR rate correction value, and boost pressure correction value.

[0015] Optionally, in some embodiments, the determining module is specifically used for: Based on the current IMU data, current GPS data, and current engine data, determine whether the vehicle is in an abnormal operating condition; If the vehicle is in an abnormal operating condition, safety control parameters are determined based on the corresponding data that caused the vehicle to be in an abnormal operating condition. The safety control parameters include at least one of torque reduction request, selective cylinder misfire mask and fault alarm signal.

[0016] Optionally, in some embodiments, the determining module is specifically used for: Determine the current driving scenario category based on the current navigation data; Based on the current driving scenario category, scenario control parameters are determined according to the current GPS data. These scenario control parameters include at least one of the following: engine output torque reference, kinetic energy recovery level, and battery pre-charge power.

[0017] Optionally, in some embodiments, the control module is specifically used for: Safety control parameters have a higher priority than scenario control parameters, scenario control parameters have a higher priority than MAP control parameters, and MAP control parameters have a higher priority than torque control parameters.

[0018] A third aspect of this application provides a vehicle, including: a memory and a processor; The processor reads executable program code stored in memory to run a program corresponding to the executable program code, thereby implementing the engine control parameter adaptive method as described in the above embodiment.

[0019] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the engine control parameter adaptive method as described in the above embodiments.

[0020] A fifth aspect of this application provides a program product including a computer program that, when executed by a processor, implements the engine control parameter adaptive method as described in the above embodiments.

[0021] Therefore, the embodiments of this application can determine the engine's torque control parameters based on current IMU data, the engine's MAP control parameters based on current GPS data, the engine's safety control parameters based on current IMU data, current GPS data, and current engine data, and the engine's scenario control parameters based on current GPS data and current navigation data; and fuse the torque control parameters, MAP control parameters, safety control parameters, and scenario control parameters to obtain the engine's target control parameters, thereby controlling the engine. This solves the problems of poor engine control performance caused by insufficient dynamics and personalization of the engine control system, isolated and underutilized multi-sensor information, low anomaly response capability, and limited energy efficiency and NVH optimization, thus improving engine control accuracy and user experience.

[0022] 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

[0023] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of an engine control parameter adaptive method provided according to an embodiment of this application; Figure 2 This is a schematic diagram of an engine control system according to an embodiment of this application; Figure 3This is a flowchart of an engine control parameter adaptive method according to an embodiment of this application; Figure 4 This is a block diagram of an engine control parameter adaptive device according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle according to an embodiment of this application. Detailed Implementation

[0024] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0025] The following description, with reference to the accompanying drawings, describes an engine control parameter adaptive method, apparatus, vehicle, and medium according to embodiments of this application.

[0026] Before introducing the engine control parameter adaptive method of this embodiment, let's briefly introduce the engine control method in related technologies.

[0027] Specifically, related technologies can adjust certain engine parameters using independent GPS, IMU, or a single sensor to optimize specific scenarios such as high-altitude compensation, hill start, and engine braking.

[0028] However, the related technologies have several drawbacks. First, they lack dynamism and personalization. The engine control system has limited perception of external environmental factors such as temperature, humidity, and altitude, and cannot promptly adjust parameters according to different geographical climates, resulting in limited energy efficiency, power, and NVH performance. Second, multi-sensor information is isolated and underutilized. For example, data from sensors such as IMU and GPS have not been deeply integrated with engine control, failing to dynamically optimize power parameters in real time based on vehicle acceleration / deceleration and special operating conditions (such as slopes, downhills, traffic jams, and high altitudes). Third, they have low anomaly response capabilities, poor ability to identify abnormal operating conditions such as slippage and abnormal intake, and lagging alarm and adaptive control, affecting safety and reliability. Fourth, energy efficiency and NVH optimization are limited. Existing control strategies are mostly simple load adjustments, unable to efficiently allocate energy distribution among the engine, energy recovery, electric drive, and other systems for different external environments, resulting in limited room for improvement in economy and driving comfort. As a result, the relevant technologies have failed to achieve multi-source data fusion and engine adaptive optimization, and lack predictive energy management solutions based on real-world navigation data. Alternative methods, such as judging operating conditions purely based on physical sensors and mapping the environment using only simple calibration tables, have low levels of intelligence, poor real-time performance and adaptability to all scenarios, and are insufficient to achieve the technical objectives of this application.

[0029] However, based on the aforementioned problems, this application proposes an adaptive method for engine control parameters. In this method, the engine's torque control parameters are determined based on current IMU data, the engine's MAP control parameters are determined based on current GPS data, the engine's safety control parameters are determined based on current IMU data, current GPS data, and current engine data, and the engine's scenario control parameters are determined based on current GPS data and current navigation data. The torque control parameters, MAP control parameters, safety control parameters, and scenario control parameters are then fused to obtain the engine's target control parameters, which are used to control the engine. This solves the problems of poor engine control performance caused by insufficient dynamics and personalization of the engine control system, isolated and underutilized multi-sensor information, low anomaly response capability, and limited energy efficiency and NVH optimization, thereby improving engine control accuracy and user experience.

[0030] Specifically, Figure 1 This is a flowchart of an engine control parameter adaptive method provided in an embodiment of this application.

[0031] like Figure 1 As shown, the engine control parameter adaptive method includes the following steps: In step S101, the vehicle's current IMU data, current GPS data, current navigation data, and current engine data are acquired.

[0032] Among them, the vehicle's current IMU data is used to describe the vehicle's current motion state and attitude; the vehicle's current GPS data is used to describe the vehicle's current geographical location and motion state; the vehicle's current navigation data is a set of dynamic information used to guide the vehicle's driving; and the vehicle's current engine data is a set of various parameters used to reflect the vehicle's current operating state and performance.

[0033] Specifically, in this embodiment of the application, the current IMU data of the vehicle can be obtained by the vehicle inertial measurement unit (IMU) installed on the vehicle, the current GPS data of the vehicle can be obtained by the vehicle global positioning system (GPS) installed on the vehicle, the current navigation data of the vehicle can be obtained by querying the map database, and the current engine data of the vehicle can be obtained by the vehicle control unit (VCU) installed on the vehicle.

[0034] In step S102, the engine torque control parameters are determined based on the current IMU data, the engine MAP control parameters are determined based on the current GPS data, the engine safety control parameters are determined based on the current IMU data, the current GPS data, and the current engine data, and the engine scenario control parameters are determined based on the current GPS data and the current navigation data.

[0035] Furthermore, in some embodiments, determining the engine torque control parameters based on the current IMU data includes: determining whether the vehicle is in a preset acceleration state or a preset deceleration state based on the current IMU data; if the vehicle is in a preset acceleration state or a preset deceleration state, determining the torque control parameters based on a preset uniform speed progressive strategy, wherein the torque control parameters include an upper limit for the torque change rate.

[0036] Among them, the engine torque control parameter is a key parameter used to adjust the engine output torque; the preset acceleration state refers to the state in which the acceleration is greater than a certain preset value for a certain period of time; the preset deceleration state refers to the state in which the acceleration is less than a certain preset value for a certain period of time; the preset constant speed gradual strategy refers to the strategy of gradually and smoothly achieving a constant speed driving state according to a preset method; the upper limit of torque change rate refers to the maximum value of the change in motor torque per unit time.

[0037] It should be understood that when a vehicle accelerates or decelerates, if the engine torque changes too suddenly, passengers will clearly feel the vehicle swaying or vibrating. At the same time, the engine and transmission system will also emit greater noise and mechanical shock, which has a significant impact on driving smoothness (i.e., NVH performance). An IMU (Inertial Measurement Unit) can accurately sense the vehicle's acceleration and angular velocity, thereby determining in real time whether the vehicle is currently accelerating, moving at a constant speed, or decelerating.

[0038] Specifically, this embodiment of the application can determine whether the vehicle is in a preset acceleration or deceleration state by reading IMU data in real time. When the vehicle is detected to be in the above state, this embodiment of the application will adjust the engine load gradually based on the IMU data by adjusting the engine load slope, and optimize the torque change slope using a slope limiting algorithm. In other words, this embodiment of the application will adjust the engine power output "gradually and uniformly", avoiding sudden and large adjustments to the engine load (such as a sudden increase or decrease in torque), thereby making the engine response smoother, ensuring linear and smooth power output, achieving a smooth transition to the power required by the driver, reducing noise and vibration caused by power "jumps", and improving ride comfort. It should be understood that this technical means can usually be achieved by filtering the rapidly changing part of the throttle signal, only responding to and outputting smooth requests; or by setting the maximum allowable speed of power change by the engine control unit, limiting the power increase or decrease range of each small period of time, and ultimately making the overall acceleration and deceleration process smoother. In addition, the specific control strategy of this embodiment of the application can also be combined with methods such as threshold judgment, dynamic filtering, and gradual increase (or decrease) of load to further optimize the driving experience.

[0039] Furthermore, in some embodiments, determining the engine's MAP control parameters based on current GPS data includes: determining the vehicle's current address location based on current GPS data; acquiring climate data corresponding to the current address location; and determining the MAP control parameters based on the climate data, wherein the MAP control parameters include at least one of ignition angle correction value, EGR rate correction value, and boost pressure correction value.

[0040] Among them, the engine's MAP control parameters are parameters used to provide optimal control reference values ​​for fuel injection, ignition, etc., under different operating conditions; the vehicle's current address location refers to the vehicle's real-time geographical location; climate data refers to data reflecting the current environmental climate conditions; the ignition angle correction value is a value used to adjust the engine's ignition timing; the EGR rate correction value is a value used to adjust the engine's exhaust gas recirculation ratio; and the boost pressure correction value is a value used to adjust the turbocharger's output pressure.

[0041] It should be understood that the optimal parameters for engine operation (i.e., MAP control parameters) mainly include the engine's ignition angle, intake air volume, exhaust gas recirculation (EGR) rate, and turbocharger pressure. These parameters are significantly affected by external climatic conditions. For example, in high-temperature, humid, and low-pressure environments, the air density and oxygen content of the engine's intake air will change, requiring a readjustment of the combustion strategy, intake control, and exhaust gas recirculation strategy. Otherwise, the engine will suffer from reduced power, increased fuel consumption, and excessive pollutant emissions if it simply "follows the old rules."

[0042] Specifically, this embodiment of the application can locate the vehicle's current geographical location (latitude, longitude, altitude, etc.) via GPS and automatically access external climate databases (including local databases) or real-time networks (including connected meteorological stations) to obtain environmental data such as temperature, humidity, altitude, and air pressure at the vehicle's current location. Simultaneously, it compares and analyzes data such as engine intake air temperature and humidity detected by onboard sensors in real time to determine the engine's actual intake state and operating condition. This embodiment of the application matches the above data with a pre-calibrated "parameter adaptation table," and performs fine-tuning of parameters such as ignition angle, EGR rate, and boost pressure based on actual climate conditions, enabling the control unit to automatically select the optimal engine control strategy, thereby significantly improving the vehicle's power performance and emissions performance.

[0043] For example, embodiments of this application can call the corresponding MAP region from the engine management system based on acquired environmental parameters to achieve targeted adjustments: if the temperature at the vehicle's current location is too high, the ignition timing is appropriately delayed to avoid knocking; if the air humidity at the vehicle's current location is low, the EGR rate is moderately increased to reduce engine temperature and decrease nitrogen oxide (NOx) emissions; if the vehicle's current location has a high altitude or low air pressure, the turbocharger pressure is increased to ensure sufficient air intake and compensate for the effects of thin air. Thus, through these intelligent adaptive calibration adjustments and fine-tuning, the engine can be ensured to operate efficiently, environmentally friendly, and smoothly under different climates and altitudes, achieving optimal fuel economy and emission performance.

[0044] Furthermore, in some embodiments, determining engine safety control parameters based on current IMU data, current GPS data, and current engine data includes: determining whether the vehicle is in an abnormal operating condition based on the current IMU data, current GPS data, and current engine data; if the vehicle is in an abnormal operating condition, determining safety control parameters based on the corresponding data that caused the vehicle to be in an abnormal operating condition, wherein the safety control parameters include at least one of torque reduction request, selective cylinder misfire mask, and fault alarm signal.

[0045] Among them, the engine safety control parameters are protective parameters used to limit the engine's power output; the current engine data are various parameters used to reflect the engine's real-time operating status; abnormal operating conditions refer to the engine's operating conditions that deviate from normal operating conditions; torque reduction request is a request used to reduce the engine's torque output; selective cylinder misfire mask is a setting or parameter used to control whether a specific cylinder performs a misfire operation; and fault alarm signal is a signal used to remind the driver that there is a fault in the engine or vehicle system.

[0046] It should be understood that relying solely on the engine's parameters cannot accurately identify all abnormalities, such as hydroplaning, road slippage, or localized intake system malfunctions like intake blockage or abnormal intake temperature. Incorrectly delivering excessive power could exacerbate the problem and create driving hazards.

[0047] Specifically, the embodiments of this application cross-compare and intelligently analyze the status information of multiple sensors such as IMU, power output, GPS, and engine data with climate information, which can promptly identify various situations such as vehicle slippage and abnormal air intake, and dynamically correct parameters or trigger alarms, thereby ensuring vehicle operation safety.

[0048] For example, if the IMU detects no significant acceleration of the vehicle body (i.e., IMU=0) but the engine load is high—that is, the engine has a large power demand (theoretically it should drive the vehicle to accelerate), but no actual vehicle acceleration occurs—this embodiment of the application will determine that it is suspected tire slippage and actively limit the engine power output, while reducing torque output and freezing some torque demand to prevent tire spin and vehicle loss of control. If the IMU detects that the engine outside temperature is low but the engine intake air temperature is abnormally high and the intake air pressure drops, this embodiment of the application will determine that it is suspected that the intake path is blocked or there is a faulty heat source, and will issue an alarm to remind the driver. At the same time, it will take necessary protective measures such as limiting engine power and adjusting combustion strategy to ensure the safe operation of the vehicle and provide maintenance reminders.

[0049] Furthermore, in some embodiments, determining the engine's scenario control parameters based on current GPS data and current navigation data includes: determining the current driving scenario category based on the current navigation data; and determining scenario control parameters based on the current GPS data according to the current driving scenario category, wherein the scenario control parameters include at least one of engine output torque reference, kinetic energy recovery level, and battery pre-charge power.

[0050] Among them, the engine's scenario control parameters are dynamically adjusted parameters used to adapt to different usage scenarios; the current navigation data is dynamic data used to reflect the vehicle's real-time location, route planning, road condition information, and destination distance; the current driving scenario category refers to the vehicle's operating scenario type classified according to road conditions, vehicle speed, and driving behavior; the engine output torque benchmark refers to the engine's basic torque output value before correction under standard operating conditions; the engine kinetic energy recovery level refers to the intensity level of adjusting the engine to recover kinetic energy and convert it into electrical energy; and the engine battery pre-charge power refers to the maximum charging power value that the engine can provide when pre-charging the battery.

[0051] It should be understood that different terrains (such as mountains, plateaus, cities, uninhabited areas, highways, etc.) have their own characteristics and optimization requirements for vehicle power output, battery management, and energy recovery. If these can be identified in advance and the powertrain parameters can be pre-adjusted accordingly, the driving experience and energy efficiency will be greatly improved.

[0052] Specifically, this application embodiment can combine GPS positioning, navigation maps, and IMU detection information to accurately determine the road type and environmental conditions of the vehicle's current and future journey. This application embodiment can utilize GPS and navigation data to identify various scenarios such as ordinary roads, mountainous areas, downhill slopes, traffic jams, and uninhabited highways. Furthermore, for special scenarios such as mountainous areas, uninhabited areas, and traffic jams, it dynamically adjusts kinetic energy recovery, engine power output, and power generation logic by combining navigation and IMU / GPS big data characteristics. This optimizes power distribution and the new energy vehicle's range planning, significantly improving the vehicle's energy efficiency and economy in various scenarios.

[0053] For example, if the vehicle is detected to be in a mountainous area or on an uphill section, this embodiment will increase the engine output power in advance to prepare for subsequent climbing and other needs, avoiding power lag or sudden drops; if the vehicle is detected to be on a long downhill section, this embodiment will automatically increase kinetic energy recovery and reduce engine load (such as reducing engine fuel supply) to enhance safety through engine braking; if the vehicle is detected to be in a traffic jam or driving slowly, this embodiment will reduce the number of engine interventions and prioritize electric drive to save fuel and reduce emissions; if the vehicle is detected to be entering an uninhabited area or on a highway, this embodiment will generate electricity in advance to replenish battery power and prevent the vehicle's power system from stalling.

[0054] In step S103, the target control parameters of the engine are obtained by fusing the torque control parameters, MAP control parameters, safety control parameters and scenario control parameters, and the engine is controlled according to the target control parameters.

[0055] Among them, the target control parameters of the engine refer to the target values ​​of various control quantities calculated by the controller based on the engine operating conditions.

[0056] Furthermore, in some embodiments, the priority of safety control parameters is greater than that of scene control parameters, the priority of scene control parameters is greater than that of MAP control parameters, and the priority of MAP control parameters is greater than that of torque control parameters.

[0057] Specifically, in the embodiments of this application, when controlling the engine according to the target control parameters, the engine's safety control parameters are considered first, the engine's scenario control parameters are considered second, the engine's MAP control parameters are considered third, and the engine's torque control parameters are considered finally, thereby achieving true environment-state-operating condition triple adaptive engine control, improving engine control accuracy and user experience.

[0058] To further understand the engine control parameter adaptive method of this application embodiment, the following is combined with... Figure 2 and Figure 3 Specific embodiments will be described in detail.

[0059] like Figure 2 As shown, Figure 2 This is a schematic diagram of the structure of an engine control system provided in one embodiment of this application.

[0060] like Figure 2 As shown, the engine control system mainly includes: a status acquisition layer, a data fusion and analysis layer, a control strategy layer, and an execution feedback layer.

[0061] The system comprises several layers: a status acquisition layer, ...

[0062] Furthermore, such as Figure 3 As shown, the adaptive method for engine control parameters includes the following steps: S301, Vehicle starts; S302 collects sensor data (GPS, IMU, environment, engine parameters); S303, Data Fusion and Scene Recognition (Acceleration / Deceleration, Geographic Location / Navigation Segment, Climate and Environmental Parameters, Road Condition / Status Judgment, Abnormal Situation Detection); S304 automatically matches parameter strategies (such as NVH optimization, MAP correction, engine load / EGR / ignition angle / boost adjustment, etc.) based on the scenario / environment. S305 executes parameter adjustments and issues relevant controls or warnings to the engine and other modules (such as kinetic energy recovery / alarm / power output, etc.); S306: Obtain feedback information and update local policies.

[0063] The engine control parameter adaptive method according to embodiments of this application can determine the engine's torque control parameters based on current IMU data, the engine's MAP control parameters based on current GPS data, the engine's safety control parameters based on current IMU data, current GPS data, and current engine data, and the engine's scenario control parameters based on current GPS data and current navigation data. The target control parameters for the engine are obtained by fusing the torque control parameters, MAP control parameters, safety control parameters, and scenario control parameters, thereby controlling the engine. This solves the problems of poor engine control performance caused by insufficient dynamics and personalization of the engine control system, isolated and underutilized multi-sensor information, low anomaly response capability, and limited energy efficiency and NVH optimization, thus improving engine control accuracy and user experience.

[0064] Secondly, an engine control parameter adaptive device according to an embodiment of this application is described with reference to the accompanying drawings.

[0065] Figure 4 This is a block diagram of an engine control parameter adaptive device provided in an embodiment of this application.

[0066] like Figure 4 As shown, the engine control parameter adaptive device 10 includes: an acquisition module 100, a determination module 200, and a control module 300.

[0067] The acquisition module 100 is used to acquire the vehicle's current IMU data, current GPS data, current navigation data, and current engine data. The determination module 200 is used to determine the engine's torque control parameters based on the current IMU data, the engine's MAP control parameters based on the current GPS data, the engine's safety control parameters based on the current IMU data, the current GPS data, and the current engine data, and the engine's scenario control parameters based on the current GPS data and the current navigation data. The control module 300 is used to integrate torque control parameters, MAP control parameters, safety control parameters and scenario control parameters to obtain the target control parameters of the engine, and to control the engine according to the target control parameters.

[0068] Furthermore, in some embodiments, the determining module 200 is specifically used to: determine whether the vehicle is in a preset acceleration state or a preset deceleration state based on the current IMU data; if the vehicle is in a preset acceleration state or a preset deceleration state, then determine the torque control parameters based on a preset uniform speed progressive strategy, wherein the torque control parameters include the upper limit of the torque change rate.

[0069] Furthermore, in some embodiments, the determining module 200 is specifically used to: determine the current address location of the vehicle based on the current GPS data; obtain the climate data corresponding to the current address location, and determine the MAP control parameters based on the climate data, wherein the MAP control parameters include at least one of the ignition angle correction value, EGR rate correction value, and boost pressure correction value.

[0070] Furthermore, in some embodiments, the determining module 200 is specifically used to: determine whether the vehicle is in an abnormal operating condition based on the current IMU data, the current GPS data, and the current engine data; if the vehicle is in an abnormal operating condition, determine safety control parameters based on the corresponding data that causes the vehicle to be in an abnormal operating condition, wherein the safety control parameters include at least one of torque reduction request, selective cylinder misfire mask, and fault alarm signal.

[0071] Furthermore, in some embodiments, the determining module 200 is specifically used to: determine the current driving scenario category based on the current navigation data; and determine scenario control parameters based on the current GPS data according to the current driving scenario category, wherein the scenario control parameters include at least one of engine output torque reference, kinetic energy recovery level, and battery pre-charge power.

[0072] Furthermore, in some embodiments, the control module 300 is specifically configured to: prioritize safety control parameters over scene control parameters, prioritize scene control parameters over MAP control parameters, and prioritize MAP control parameters over torque control parameters.

[0073] It should be noted that the foregoing explanation of the engine control parameter adaptive method embodiment also applies to the engine control parameter adaptive device of this embodiment, and will not be repeated here.

[0074] The engine control parameter adaptive device according to an embodiment of this application can determine the engine's torque control parameters based on current IMU data, determine the engine's MAP control parameters based on current GPS data, determine the engine's safety control parameters based on current IMU data, current GPS data, and current engine data, and determine the engine's scenario control parameters based on current GPS data and current navigation data. It then fuses the torque control parameters, MAP control parameters, safety control parameters, and scenario control parameters to obtain the engine's target control parameters, thereby controlling the engine. This solves the problems of insufficient dynamics and personalization of the engine control system, isolated and underutilized multi-sensor information, low anomaly response capability, and limited energy efficiency and NVH optimization, resulting in poor engine control performance and improved engine control accuracy and user experience.

[0075] Figure 5This is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0076] like Figure 5 As shown, the vehicle 50 includes: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0077] When the processor 502 executes the program, it implements the engine control parameter adaptive method provided in the above embodiments.

[0078] Furthermore, vehicle 50 also includes: Communication interface 503 is used for communication between memory 501 and processor 502.

[0079] The memory 501 is used to store computer programs that can run on the processor 502.

[0080] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0081] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0082] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0083] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0084] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described engine control parameter adaptive method.

[0085] This application also provides a program product on which a computer program is stored, which, when executed by a processor, implements the above-described engine control parameter adaptive method.

[0086] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0087] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0088] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0089] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0090] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0091] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it includes one or a combination of the steps of the method embodiments.

[0092] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0093] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. An engine control parameter adaptive method, characterized by, The method comprises the following steps: obtaining current IMU data, current GPS data, current navigation data and current engine data of a vehicle; determining a torque control parameter of an engine according to the current IMU data, determining a MAP control parameter of the engine according to the current GPS data, determining a safety control parameter of the engine according to the current IMU data, the current GPS data and the current engine data, and determining a scene control parameter of the engine according to the current GPS data and the current navigation data; fusing the torque control parameter, the MAP control parameter, the safety control parameter and the scene control parameter to obtain a target control parameter of the engine, and controlling the engine according to the target control parameter.

2. The method of claim 1, wherein, The determination of the torque control parameter of the engine according to the current IMU data comprises: judging whether the vehicle is in a preset acceleration state or the vehicle is in a preset deceleration state based on the current IMU data; if the vehicle is in the preset acceleration state or the vehicle is in the preset deceleration state, determining the torque control parameter based on a preset uniform speed progression strategy, wherein the torque control parameter comprises a torque change rate upper limit.

3. The method of claim 1, wherein, The determination of the MAP control parameter of the engine according to the current GPS data comprises: determining a current address position of the vehicle according to the current GPS data; obtaining climate data corresponding to the current address position, and determining the MAP control parameter according to the climate data, wherein the MAP control parameter comprises at least one of an ignition angle correction value, an EGR rate correction value and a supercharging pressure correction value.

4. The method of claim 1, wherein, The determination of the safety control parameter of the engine according to the current IMU data, the current GPS data and the current engine data comprises: judging whether the vehicle is in an abnormal working condition based on the current IMU data, the current GPS data and the current engine data; if the vehicle is in the abnormal working condition, determining the safety control parameter according to corresponding data that causes the vehicle to be in the abnormal working condition, wherein the safety control parameter comprises at least one of a torque reduction request, a selective cylinder misfire mask and a fault alarm signal.

5. The method of claim 1, wherein, The determination of the scene control parameter of the engine according to the current GPS data and the current navigation data comprises: determining a current driving scene category according to the current navigation data; determining the scene control parameter according to the current GPS data based on the current driving scene category, wherein the scene control parameter comprises at least one of an engine output torque reference, a kinetic energy recovery level and a battery pre-charging power.

6. The method according to any one of claims 1-4, characterized in that, The priority of the safety control parameter is higher than that of the scene control parameter, the priority of the scene control parameter is higher than that of the MAP control parameter, and the priority of the MAP control parameter is higher than that of the torque control parameter.

7. An engine control parameter adaptive device characterized by comprising: The method comprises the following steps: an obtaining module, configured to obtain current IMU data, current GPS data, current navigation data and current engine data of a vehicle; determining a torque control parameter of the engine according to the current IMU data, determining a MAP control parameter of the engine according to the current GPS data, determining a safety control parameter of the engine according to the current IMU data, the current GPS data and the current engine data, determining a scene control parameter of the engine according to the current GPS data and the current navigation data; controlling the engine according to the target control parameter.

8. A vehicle characterized by comprising: comprising: a memory, a processor and a computer program stored in the memory and executable in the processor, the processor executing the program to implement the engine control parameter adaptive method according to any one of claims 1-6.

9. A computer-readable storage medium storing a computer program, the computer program comprising instructions that, when executed by a computer, cause the computer to perform the method of any one of claims 1 to 8. The program is executed by the processor to implement the engine control parameter adaptive method according to any one of claims 1-6.

10. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the engine control parameter adaptive method according to any one of claims 1-6.

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