Calibration method for plateau dynamic property of whole vehicle, electronic equipment and vehicle

Abstract

The invention discloses a whole vehicle plateau dynamic property calibration method, electronic equipment and a vehicle, and relates to the technical field of internal combustion engine control and vehicle calibration. On the basis of the operation data, detonation pressure optimization calibration is carried out by adjusting control parameters of an engine; wherein the detonation pressure of the engine is reduced in the low-temperature environment, and the detonation pressure of the engine is increased in the low-air-pressure environment; rack verification and whole vehicle verification are carried out on the optimized control parameters; wherein the detonation pressure optimization calibration comprises the steps of reducing detonation pressure in a conventional environment to reserve a safety margin, increasing detonation pressure through parameter compensation in a plateau environment, effectively improving the acceleration and gradeability of a vehicle in the plateau environment by optimizing detonation pressure control of an engine, improving the power of the plateau while increasing the power of the plateau, and improving the reliability of the vehicle. The explosion pressure safety of the engine under various working conditions such as low temperature and plateau is ensured, and overload of key components is avoided.

Description

Technical Field

[0001] This application relates to the fields of internal combustion engine control and vehicle calibration technology, and in particular to calibration methods, electronic equipment and vehicles for high-altitude dynamic performance of vehicles. Background Technology

[0002] In the automotive industry, vehicle power performance is a core indicator for measuring vehicle performance. In high-altitude areas, low atmospheric pressure and thin air lead to insufficient engine intake and deteriorated combustion, resulting in significant power loss, sluggish acceleration, and difficulty climbing hills in fuel-powered vehicles, severely impacting the transportation efficiency and driving safety of commercial vehicles. Currently, common methods for improving vehicle power performance include optimizing power distribution using hybrid systems, adjusting engine torque limiting strategies, and using simulation software for analysis and calibration. These methods improve power performance to some extent under normal operating conditions or at low altitudes, but none systematically address the fundamental problem of deteriorated combustion in high-altitude environments. Existing technical solutions often focus on intake turbocharging or structural reinforcement, which are costly and require significant modifications; research on directly improving combustion efficiency at high altitudes through electronic control calibration, particularly focusing on optimizing cylinder depressurization, remains unexplored.

[0003] Therefore, there is an urgent need to develop an electronic control calibration method that is low-cost, requires no hardware modifications, and can effectively optimize combustion characteristics at high altitudes to solve the power bottleneck problem of commercial vehicles in high-altitude areas. Summary of the Invention

[0004] The purpose of this invention is to provide a calibration method, electronic equipment, and vehicle for improving the overall vehicle's high-altitude dynamics. By optimizing engine knock control, the acceleration and climbing ability of the vehicle in high-altitude environments can be effectively improved.

[0005] This invention provides the following solution:

[0006] According to two aspects of the present invention, a method for calibrating the high-altitude dynamic performance of a vehicle is provided, comprising:

[0007] The system collects vehicle operation data in high-altitude environments; based on the operation data, it optimizes and calibrates engine knock pressure by adjusting engine control parameters; specifically, it reduces engine knock pressure in low-temperature environments and increases engine knock pressure in low-pressure environments; and it performs bench and vehicle verification on the optimized control parameters.

[0008] The explosion pressure optimization calibration includes: reducing the explosion pressure under normal conditions to reserve a safety margin, and increasing the explosion pressure through parameter compensation under high-altitude conditions.

[0009] Preferably, the collection of operational data includes at least one of the following methods:

[0010] On-site data collection of operating vehicles in plateau regions; long-term data monitoring of operating vehicles in plateau regions through remote equipment; and full-load data reproduction and comparison using test vehicles in plateau environments.

[0011] Preferably, the reduction of engine knock pressure in low-temperature environments is achieved by optimizing the injection advance angle correction map and the injection advance angle temperature correction map.

[0012] Preferably, the increase in engine knock pressure under low pressure environment is achieved through at least one of the following methods: activating the rail pressure atmospheric pressure correction function; adjusting the target rail pressure upper limit; optimizing the rail pressure atmospheric pressure correction coefficient; optimizing the target rail pressure atmospheric pressure correction value; optimizing the injection advance angle atmospheric pressure correction coefficient; and optimizing the high-altitude injection advance angle temperature correction map.

[0013] Preferably, the control parameters include high-pressure common rail pressure or injection advance angle.

[0014] Preferably, the verification includes: verifying the detonation pressure curve and torque improvement of the optimized engine under different atmospheric pressures in an environmental chamber; and verifying the acceleration performance or climbing ability of the optimized vehicle in a high-altitude field.

[0015] Preferably, the method further includes: testing the optimized turbocharger load and emissions during the verification phase to ensure turbocharger reliability and emissions compliance.

[0016] According to a second aspect of the present invention, a calibration device for the high-altitude dynamic performance of a vehicle is provided, comprising:

[0017] The data acquisition unit is used to collect vehicle operation data in high-altitude environments;

[0018] A calibration calculation unit, connected to the data acquisition unit, is used to perform explosion pressure optimization calibration based on the operating data by adjusting the engine's control parameters.

[0019] The output unit is connected to the calibration calculation unit and is used to output the optimized calibration data;

[0020] The optimization unit is used to perform bench and vehicle verification on the optimized control parameters.

[0021] According to a third aspect of the present invention, an electronic device is provided, comprising: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0022] The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of the calibration method for the vehicle's high-altitude dynamic performance.

[0023] According to a fourth aspect of the present invention, a vehicle is provided, comprising:

[0024] Electronic equipment, used to implement the calibration method for the high-altitude dynamic performance of the whole vehicle;

[0025] The processor runs a program, and when the program runs, it executes the steps of the calibration method for the high-altitude dynamic performance of the whole vehicle from the data output by the electronic equipment.

[0026] A storage medium for storing a program that, when running, executes the steps of the vehicle high-altitude dynamics calibration method on data output from an electronic device.

[0027] The above solution achieves the following beneficial technical effects:

[0028] This application improves the combustion process of the engine in high-altitude environments by synergistically optimizing parameters such as rail pressure and injection advance angle, thereby enhancing the vehicle's acceleration and climbing ability.

[0029] This application adopts a "lower first, then higher" calibration strategy, which improves high-altitude power while ensuring the engine's pressure safety under various operating conditions such as low temperature and high altitude, and avoids overload of key components.

[0030] This solution is implemented through software calibration, without requiring any modifications to the engine or vehicle hardware, making it easy to apply and promote on existing vehicle models.

[0031] During the power optimization process, this application maintains stable emission levels through control strategy adjustments, thus meeting relevant regulatory requirements. Attached Figure Description

[0032] Figure 1 This is a flowchart of the vehicle high-altitude dynamic performance calibration method provided in this embodiment of the invention;

[0033] Figure 2 This is a curve of explosion pressure correction at -25℃ provided in the embodiment of the present invention (red line is uncorrected explosion pressure, black line is corrected explosion pressure);

[0034] Figure 3 This is a curve of the explosion pressure after correction at -8℃ provided in the embodiment of the present invention (red line is the uncorrected explosion pressure, black line is the corrected explosion pressure);

[0035] Figure 4 This is a curve of the explosion pressure after correction at 10°C provided in the embodiment of the present invention (the red line is the uncorrected explosion pressure, and the black line is the corrected explosion pressure).

[0036] Figure 5 These are the modified explosion pressure comparison curves at various temperatures provided in the embodiments of the present invention (red line represents explosion pressure at -25℃, blue line represents explosion pressure at -8℃, and black line represents explosion pressure at 10℃).

[0037] Figure 6 These are the explosion pressure comparison curves at various temperatures before correction provided in this embodiment of the invention (red line represents explosion pressure at -25℃, blue line represents explosion pressure at -8℃, and black line represents explosion pressure at 10℃).

[0038] Figure 7 This is the WHTC burst pressure curve (maximum burst pressure is 181.2 bar) at 25°C provided in this embodiment of the invention.

[0039] Figure 8 This is the WHTC burst pressure curve (maximum burst pressure is 181.9 bar) of 10C provided in this embodiment of the invention.

[0040] Figure 9 This is the WHTC burst pressure curve at -8C provided in this embodiment of the invention (maximum burst pressure is 184.4 bar).

[0041] Figure 10 This is the WHTC burst pressure curve at -25°C provided in this embodiment of the invention (maximum burst pressure is 184.8 bar).

[0042] Figure 11 This is a curve of the 60 kPa burst pressure after correction provided in the embodiment of the present invention (the red line is the uncorrected burst pressure, and the black line is the corrected burst pressure).

[0043] Figure 12 This is a curve of 72 kPa explosion pressure after correction provided in the embodiment of the present invention (red line is the uncorrected explosion pressure, black line is the corrected explosion pressure).

[0044] Figure 13 This is a curve of 90 kPa explosion pressure correction provided in the embodiment of the present invention (red line is the uncorrected explosion pressure, black line is the corrected explosion pressure).

[0045] Figure 14 The modified explosion pressure comparison curves at different atmospheric pressures provided in this embodiment of the invention are shown (red line represents 60 kPa explosion pressure, blue line represents 72 kPa explosion pressure, and black line represents 90 kPa explosion pressure).

[0046] Figure 15 The curves showing the explosion pressure comparison before correction at different atmospheric pressures provided in this embodiment of the invention are as follows (red line represents 60 kPa explosion pressure, blue line represents 72 kPa explosion pressure, and black line represents 90 kPa explosion pressure).

[0047] Figure 16 This is a schematic diagram of the bench verification torque provided in an embodiment of the present invention;

[0048] Figure 17 This is a schematic diagram of the bench verification of bud breakage provided in an embodiment of the present invention. Detailed Implementation

[0049] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0050] Figure 1 This is a flowchart of a method for calibrating the high-altitude dynamic performance of a vehicle according to one or more embodiments of the present invention. This embodiment provides a complete calibration process, and the specific steps are as follows:

[0051] First, data collection was conducted. This involved on-site data collection from operating vehicles in high-altitude areas, long-term data monitoring using remote equipment, and full-load data reproduction and comparison using test vehicles in high-altitude environments. By comprehensively acquiring vehicle operating data in high-altitude environments, the root causes of insufficient power could be analyzed.

[0052] Secondly, based on the collected operational data, engine knock pressure optimization calibration was performed in the environmental chamber. The calibration process adopted a "decrease first, then increase" control strategy. The first step was to reduce engine knock pressure in a low-temperature environment. This was specifically achieved by optimizing the injection advance angle correction map and injection advance angle temperature correction map in the engine electronic control unit, for example, by adjusting Tables 1 and 2 in the manual, thereby controlling the knock pressure under low-temperature conditions below a safe limit (e.g., 185 bar), reserving a safety margin for subsequent increases. The second step was to increase engine knock pressure in a low-pressure (simulated high-altitude) environment. This was achieved by activating the rail pressure atmospheric pressure correction function and coordinating the adjustment of a series of parameters, including the target rail pressure upper limit, rail pressure atmospheric pressure correction coefficient, target rail pressure atmospheric pressure correction value, injection advance angle atmospheric pressure correction coefficient, and high-altitude injection advance angle temperature correction map (as shown in Tables 3 to 8 in the manual). This resulted in comprehensive compensation for the high-pressure common rail pressure and injection advance angle, thereby increasing the engine knock pressure to the target range under high-altitude conditions and improving combustion.

[0053] Then, the optimized control parameters were systematically verified. Bench verification was primarily conducted in an environmental chamber, where tests were performed to verify the optimized engine's detonation pressure curves and torque improvement effects under different atmospheric pressures (see appendix). Figure 10-14 The vehicle verification process takes place on-site at high altitudes, using comparative tests to verify whether the optimized acceleration performance and climbing ability of the vehicle have been improved. Throughout the verification phase, the optimized turbocharger load and emissions are also tested to ensure that the turbocharger operates reliably and meets emission standards.

[0054] In summary, this embodiment, through the above steps, effectively improves the vehicle's power performance in high-altitude environments by finely adjusting electronic control parameters without altering the hardware.

[0055] In one specific embodiment, the following steps are included:

[0056] S1: Collect vehicle operating data in high-altitude environments. To obtain accurate and comprehensive high-altitude operating condition data, this embodiment employs a diversified data acquisition strategy:

[0057] Field data collection was conducted on vehicles operating in high-altitude areas: Three trucks of the same model that have been operating on high-altitude routes (average altitude > 4000 meters) for extended periods were selected. Calibration engineers, carrying calibration tools such as INCA and data acquisition equipment, accompanied the vehicles and collected key engine parameters in real time under full load and full throttle conditions on typical climbing sections. These parameters included: engine speed, required fuel injection quantity, actual rail pressure, intake manifold pressure, turbocharger speed, and cylinder pressure signals collected by a combustion analyzer (used to calculate knock pressure).

[0058] Long-term data monitoring of operating vehicles in high-altitude areas is carried out through remote equipment: trigger conditions (such as altitude > 3000 meters and throttle opening > 70%) are preset in the T-BOX of another 10 high-altitude operating vehicles, and detailed engine operating data during the corresponding period are automatically recorded and uploaded to the cloud platform for continuous monitoring for two months to obtain statistical patterns and extreme working condition samples.

[0059] Full-load data reproduction was conducted using test vehicles in a high-altitude environment: Two test vehicles calibrated with instruments were used to conduct C-WTVC cycle and constant speed climbing tests on standard test roads and fixed-slope mountain roads at an altitude of approximately 2800 meters, accurately reproducing and recording the vehicle status and engine parameters under insufficient power conditions.

[0060] Through the above data comparison and analysis, it is clear that the main contradiction of power loss lies in the combustion deterioration caused by low air pressure, which provides data support for the determination of subsequent calibration direction.

[0061] S2: Based on operational data, the explosion pressure is optimized and calibrated by adjusting the engine's control parameters.

[0062] This step is completed on the engine environmental compartment bench, and its core is to implement the "lower then raise" explosion pressure management strategy.

[0063] Reduce engine knock pressure in low-temperature environments:

[0064] This stage aims to create a safety margin for increased burst pressure at high altitudes. This is specifically achieved by optimizing the calibration MAP in the engine control unit (ECU). For example, by modifying the "Plain Injection Advance Angle Correction MAP" (see Table 1 in the manual) and the "Plain Injection Advance Angle Temperature Correction MAP" (see Table 2 in the manual), negative adjustments are made to the injection timing in specific speed-load ranges and under low-temperature conditions. Taking the prototype engine as an example, after calibration, the maximum burst pressure at -25℃ was reduced from nearly 200 bar to below 185 bar, while ensuring that the external characteristic torque loss was less than 1%, successfully releasing the burst pressure safety margin.

[0065] Increasing engine detonation pressure in low-pressure environments (“post-boost”): This stage utilizes the aforementioned margin to compensate for power loss in high-altitude environments. The implementation method involves actively increasing detonation pressure by coordinating and adjusting a series of control parameters related to atmospheric pressure, primarily including:

[0066] Enable rail pressure / atmospheric pressure correction function: Activate this function switch in the ECU's underlying configuration.

[0067] Optimize the orbital pressure atmospheric pressure correction factor: Modify the MAP as shown in Table 3 of the instruction manual so that the system's correction factor for the target orbital pressure is greater than 1 under low atmospheric pressure.

[0068] Optimize the target rail pressure atmospheric pressure correction value: Modify the two-dimensional MAP as shown in Table 4 of the instruction manual, and directly superimpose a positive rail pressure compensation value in the high load area of ​​the engine.

[0069] Adjust the target rail pressure upper limit: Simultaneously modify the MAP as shown in Table 5 of the instruction manual, and uniformly set the rail pressure upper limit for all operating conditions to a reasonable value to match the new control strategy and ensure system safety.

[0070] Optimize the atmospheric pressure correction coefficient for injection advance angle: Modify the MAP as shown in Table 6 of the manual to make its trend align with the rail pressure correction.

[0071] Optimize the high-altitude injection advance angle temperature correction MAP: Adjust the MAP as shown in Table 7 of the manual to ensure that the knock-up pressure compensation is primarily effective in the engine's normal operating temperature range, avoiding conflicts with the low-temperature strategy. Through the above synergistic optimization, the engine's external characteristic knock-up pressure can be compensated and increased to a target value close to 185 bar in a low-pressure environment simulating an altitude of 4000 meters (60 kPa) (see Appendix). Figure 10 , 13 This effectively improves combustion and increases torque output.

[0072] S3: Perform bench and vehicle verification on the optimized control parameters.

[0073] Bench Validation: All optimized calibration data were flashed to the engine ECU on the bench. In an environmental chamber, simulated normal atmospheric pressure and various low-pressure conditions were used to run universal and external characteristic tests on the engine. Validation included verifying the detonation pressure curves and torque improvement of the optimized engine under different atmospheric pressures in the environmental chamber. (See attached document) Figure 10-14 As shown, the verification results confirm that the boost pressure is effectively increased under low pressure, and the torque output is significantly restored. Meanwhile, parameters such as turbocharger speed and exhaust temperature are all within safe limits.

[0074] Vehicle Verification: The final calibration data was integrated into the vehicle controllers of two test vehicles and compared with the vehicle based on the original calibration data. The test location was a high-altitude test track in Qinghai Province, at an altitude of 3100-3500 meters. Verification included: verifying the optimized acceleration performance and climbing ability of the vehicle in real-world high-altitude conditions. Specific test items were: acceleration time from 40km / h to 80km / h under full load, and stable climbing speed and gear on an 8% long, approximately 5km long slope. Real-world test data showed that the acceleration time of vehicles using the new calibration data was reduced by an average of approximately 6%, climbing ability was improved by 1-2 gears, and subjective driving dynamics were significantly improved.

[0075] S4 turbocharger load and emissions verification

[0076] To ensure the reliability of the optimization, this embodiment added specific tests during the verification phase. During bench and vehicle high-altitude tests, the turbocharger's speed and inlet exhaust temperature data were monitored and recorded throughout the process to confirm that their peak values ​​did not exceed the original design safety limits. Simultaneously, emissions sampling and analysis were conducted during high-altitude road tests using a portable emissions testing system (PEMS). The results showed that the optimized nitrogen oxide (NOx) and particulate matter (PN) emission levels were comparable to the original calibration state, both meeting the China VI emission standard requirements, thus ensuring turbocharger reliability and emission compliance.

[0077] Practice has proven that by adjusting core control parameters such as the high-pressure common rail pressure and the injection advance angle, the method of this invention can effectively improve the power performance of the vehicle in high-altitude environments and ensure the reliability of the vehicle without modifying the hardware.

[0078] The following is a detailed description of the embodiments of the present invention.

[0079] Based on the current situation, this optimization technology is divided into the following four stages, and the specific technical solutions are as follows:

[0080] Phase 1: Data Acquisition Phase

[0081] To optimize vehicle dynamics at high altitudes, a large amount of basic vehicle operation data is required.

[0082] Several representative operating vehicles were selected as sample vehicles for field data collection. The teams accompanied these vehicles to high-altitude areas to collect fuel injection information during operation. In addition, our team deployed numerous remote data acquisition devices on the operating vehicles for long-term data monitoring. Finally, the calibration team reproduced the field data using a test vehicle at high altitude under full load.

[0083] Data was collected in three ways and compared. The conclusion was that the vehicle's insufficient power in high-altitude environments was mainly caused by the following three factors: 1. Insufficient air intake due to low pressure in the objective environment; 2. Reduced fuel injection due to limitations imposed by external components such as turbochargers; 3. Incomplete fuel combustion leading to insufficient torque output.

[0084] Therefore, in-depth optimization of the engine combustion system is necessary.

[0085] Phase Two: Environmental Chamber Pressure Calibration

[0086] Based on the preliminary data collection, the environmental chamber was optimized. The optimization mainly focused on the following two aspects: reducing the explosion pressure in low-temperature environments and increasing the explosion pressure in high-altitude environments.

[0087] I. Explosion pressure reduction in low-temperature environments

[0088] The first step is to optimize and calibrate the burst pressure for normal and low-temperature environments, reduce the burst pressure in low-temperature environments, and leave sufficient margin for the burst pressure in high-altitude environments.

[0089] Factors related to burst pressure include high-pressure common rail pressure control and injection advance angle control. The following is the optimization process and results of rail pressure and advance angle.

[0090] Low-temperature explosion pressure optimization

[0091] By simulating low-temperature and high-altitude environments in an environmental chamber, the region where cylinder pressure exceeds the limit in low-temperature universal characteristics was identified through universal characteristic testing; the WHTC transient test was used to identify whether the WHTC transient cylinder pressure peak exceeded the limit; and two maps, namely the plain injection advance angle correction and the plain injection advance angle temperature correction, were optimized. Specific correction coefficients, using the sample engine as an example, are shown in the following two tables (original data is in parentheses):

[0092] Table 1: Plain Advance Angle Correction Table (Only the correction area is shown)

[0093] Rotation speed and fuel injection quantity 1100（1470） 1200（1575） 1300（1680） 1400（1710） 1500（1770） 1600（1800） 1700（1905） 1800（2010） 1900（2040） 2000（2090） 2050（2150） 2100（2300） 2200（2500） 120（110） 0 0 0 0 0 0 0 2.2（0） 0 0 0 0 0 135（120） 0 0 0 0 0 0.5（0） 0.9（0） 4.7（0） 1.8（0） 0.6（0） 0.8（0） 1.2（0） 1.2（0） 150（130） 0.5（0） 1.9（0） 0.8（0） 0.5（0） 2.4（0） 3.6（0） 4.5（0） 5.5（0） 3.3（0） 2.5（0） 4.3（0） 5.5（0） 5.5（0） 165（140） 0.5（0） 2.8（0） 2.8（0） 2.5（0） 2.8（0） 5（0） 5.2（0） 5.5（0） 4.9（0） 2.5（0） 4.3（0） 5.5（0） 5.5（0）

[0094] Table 2: Plain Area Advance Angle Temperature Correction Table (Correction area only shown)

[0095] Inlet air temperature and water temperature -30 -20 -10 0 10 25 40 60 0（-30） 0 0 0 0 0 0 0 -0.8（0） 10（-20） 0 0 0 0 0 0 0 -0.6（0） 15（-10） 0 0 0 0 0 0 0 -0.4（0） 20（0） 0 0 0 0 0 0 0 -0.3（0） 25（10） 0 0 0 0 0 0 0 -0.25（0） 30（25） 0 0 0 0 0 0 0 -0.2（0） 40 0 0 0 0 0 0 0 -0.1（0） 42（80） 0 0 0 0 0 0 0 0

[0096] As shown in the two tables above, after correction, the plain burst pressure of the sample engine was reduced to below 185 bar, and the burst pressure in the low-temperature over-limit region was reduced.

[0097] After adjustments, the burst pressure has changed significantly, and the optimized effect is as follows: Figures 1-5 As shown, after limiting the burst pressure to 185 bar, the low-temperature torque showed no significant difference at -8°C, while the torque of the uncorrected data increased at -25°C. Furthermore, as the temperature decreased, the burst pressure under full load increased, with the maximum burst pressure at -25°C reaching 199 bar, but the burst pressure decreased under medium and small loads.

[0098] The burst pressure curve and maximum burst pressure were verified using the WHTC cycle to confirm whether the optimized maximum burst pressure met the requirements. The verification results are as follows: Figures 6-9 As shown. Transient verification of low-temperature burst pressure correction shows that the maximum burst pressure in the WHTC cycle does not exceed 185 bar. In summary, low-temperature burst pressure correction can effectively protect the engine from operating within the burst pressure limit and improve the engine's reliability at high speeds and under high loads.

[0099] Low-pressure explosion optimization

[0100] After completing the routine environmental calibration preparations, high-altitude pressure optimization began. This optimization included enabling the rail pressure atmospheric pressure correction function, performing rail pressure and advance angle correction compensation under different atmospheric pressures at high altitudes, adjusting the target rail pressure upper limit, and optimizing the baseline values ​​for rail pressure / advance angle high-altitude corrections, the low-temperature advance angle correction coefficient, and the high-altitude turbocharger protection limit fuel quantity. The specific optimization process, using a sample engine as an example, is as follows:

[0101] Turn on the rail pressure atmospheric pressure correction switch, adjust the maximum rail pressure value, and calibrate the target rail pressure correction coefficient and correction value. Examples of corrections are shown in the following three tables (original data is in parentheses):

[0102] Table 3 Target Rail Pressure Atmospheric Pressure Correction Factors (Correction Area Only)

[0103] Atmospheric pressure 55（50） 60 65（70） 70（80） 75（85） 80（90） 90（100） 93.1（110） coefficient 2（1） 2（1） 1.7（1） 1.4（0.8） 1.1（0.4） 0.8（0） 0.4（0） 0

[0104] Table 4 Target Rail Pressure Atmospheric Pressure Correction Table (Only the correction area is shown)

[0105] Rotation speed and fuel injection quantity 1000 1200 1400 1600（1500） 1700（1600） 1800（1700） 1900 2000（2100） 2100（2200） 100（30） 100（0） 100（0） 100（0） 100（0） 100（0） 100（0） 100（0） 100（0） 100（0） 110（60） 100（0） 100（0） 100（0） 100（0） 100（0） 100（0） 150（0） 150（0） 250（0） 120（80） 100（0） 100（0） 100（0） 100（0） 100（0） 150（0） 200（0） 200（0） 300（0） 130（100） 100（0） 100（0） 100（0） 100（0） 100（0） 150（0） 300（0） 300（0） 300（0） 140（120） 100（0） 150（0） 150（0） 150（0） 150（0） 150（0） 300（0） 300（0） 300（0） 150（140） 150（0） 150（0） 150（0） 150（0） 150（0） 150（0） 300（0） 300（0） 300（0） 160（180） 150（0） 150（0） 150（0） 150（0） 150（0） 150（0） 300（0） 300（0） 300（0）

[0106] Table 5 Target Rail Pressure Upper Limit Chart (Only the Correction Area is Shown)

[0107] Rotation speed and fuel injection quantity 200 600 800 1000 1100 1200 1300 1400 1500 1600 1800 2100 0 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 10 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 60 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 100 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 160 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 200 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 250 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 300 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200） 1600（2200）

[0108] Adjust the altitude advance angle temperature correction MAP to ensure that atmospheric pressure correction is triggered only at normal temperature. Then, adjust the altitude advance angle atmospheric pressure correction MAP in conjunction with the rail pressure atmospheric pressure correction to bring the external characteristic explosion pressure below 185 bar. Examples of corrections are shown in the following three tables (original data in parentheses):

[0109] Table 6. Injection Advance Angle Atmospheric Pressure Correction Coefficient (Only the Correction Area is Shown)

[0110] Atmospheric pressure 55（50） 60 65（72.4） 70（70） 75（80） 80（85） 90 93.1（100） coefficient 1.95（0） 1.95（0） 1.65（0） 1.4（0） 1.15（0） 0.9（0） 0.45（0） 0

[0111] Table 7. Temperature Correction Chart for High-Altitude Injection Advance Angle (Only the Corrected Area is Shown)

[0112] Inlet air temperature and water temperature -30 -20 -10 0 10 25 40 60 -20（-30） 0 0 0 0 0 0 0 0 0（-20） 0 0 0 0 0 0 0 0 20（-10） 0 0 0 0 0 0 0 0 30（0） 0 0 0 0 0 0 0 0 35（10） 0 0 0 0 0 0 0 0.5（0） 40（25） 0 0 0 0 0 0 0 1（0） 50 0 0 0 0 0 0 0 1（0） 60（80） 0 0 0 0 0 0 0 1（0）

[0113] Table 8. High-Altitude Injection Advance Angle Correction Chart (Only the Corrected Area is Shown)

[0114] Rotation speed and fuel injection quantity 900（1400） 1000（1470） 1100（1575） 1200（1680） 1300（1710） 1400（1770） 1500（1800） 1600（1905） 1700（2010） 1800（2040） 1900（2090） 2000（2150） 2100（2300） 2200（2600） 90（60） 0 0 0 0 0 0 0 0 0 1（0） 1（0） 1（0） 1（0） 1（0） 100（70） 0 0 0 0 0 0 0 1（0） 1（0） 4.1（0） 3.8（0） 4.3（0） 4.5（0） 4.5（0） 110（80） 0 0 0 1（0） 1（0） 1（0） 1（0） 4.2（0） 4.1（0） 4.1（0） 3.8（0） 4.1（0） 4.2（0） 4.2（0） 120（90） 1（0） 1（0） 1（0） 4.8（0） 4.5（0） 4.5（0） 4（0） 4.2（0） 4.1（0） 3.6（0） 3.6（0） 3.9（0） 4.1（0） 4.1（0） 130（100） 1（0） 3（0） 3（0） 4.8（0） 4.5（0） 4.5（0） 4（0） 3.3（0） 3.2（0） 2.8（0） 2.6（0） 3.4（0） 3.5（0） 3.5（0） 140（110） 1（0） 3（0） 3（0） 4.2（0） 3.7（0） 3.7（0） 3.2（0） 2.5（0） 2.7（0） 2.2（0） 1.9（0） 2.9（0） 3（0） 3（0） 150（120） 1（0） 3（0） 3（0） 3.8（0） 3.2（0） 3（0） 2.3（0） 1.8（0） 2.5（0） 1.5（0） 1.8（0） 2.5（0） 2.7（0） 2.7（0） 160（130） 1（0） 2.5（0） 2.5（0） 2.8（0） 2.4（0） 2.3（0） 1.8（0） 1.6（0） 1.9（0） 0.5（0） 1.5（0） 2.2（0） 2.7（0） 2.7（0） 170（140） 1（0） 2（0） 2（0） 1.9（0） 1.3（0） 1.5（0） 1.2（0） 1.1（0） 1.4（0） 0.5（0） 1.5（0） 2.2（0） 2.7（0） 2.7（0）

[0115] At this point, the test bench calibration phase has been completed, and the optimization of the rail pressure and advance angle correction charts for normal operating conditions at normal temperature, low temperature, and high altitude has been finished.

[0116] Phase 3: Verification Phase

[0117] bench verification

[0118] First, an environmental chamber burst pressure verification was conducted on a bench to confirm whether the engine burst pressure, after optimization, met the expected target. The sample engine verification results are as follows: Figures 11-15 As shown, after the explosion pressure correction, the external characteristic explosion pressure increases to 185 bar, and the torque is significantly improved; as the atmospheric pressure decreases, the explosion pressure at full load decreases, while the explosion pressure at medium and small loads increases.

[0119] like Figure 16-17 As shown, (2) Vehicle verification

[0120] The optimized data, obtained using this method, was then used for real-vehicle verification on a test vehicle. The verification results are as follows:

[0121] Compared to the original vehicle data, the new calibration data shows a smaller overall fuel loss;

[0122] In high-altitude areas, the new calibration data after the boost pressure is slightly better than the original data for vehicle acceleration performance, with acceleration time shortened by 2-10% and two additional gears available for climbing hills;

[0123] Phase 4: Maintenance of Optimized Results

[0124] The load and emissions of the turbocharger in high-altitude areas also require close attention. After optimization, it is necessary to verify the turbocharger speed and temperature, as well as the emissions. Through in-depth verification by our team, we have found that the optimization did not affect the turbocharger or emissions; the turbocharger's reliability is guaranteed and the emissions meet the standards.

[0125] This invention can effectively shorten vehicle acceleration time by approximately 2-10% without adding or altering engine or vehicle components, and eliminates the need for significant downshifting when climbing hills. This calibration method can solve over 90% of the power shortage problems at high altitudes. Furthermore, this method can be widely adopted.

[0126] In a preferred embodiment, the present invention also provides a calibration device for the high-altitude dynamic performance of a vehicle, comprising:

[0127] The data acquisition unit is used to collect vehicle operation data in high-altitude environments;

[0128] A calibration calculation unit, connected to the data acquisition unit, is used to perform explosion pressure optimization calibration based on the operating data by adjusting the engine's control parameters.

[0129] The output unit is connected to the calibration calculation unit and is used to output the optimized calibration data;

[0130] The optimization unit is used to perform bench and vehicle verification on the optimized control parameters.

[0131] An electronic device is provided, comprising: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0132] The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of the calibration method for the vehicle's high-altitude dynamic performance.

[0133] A vehicle is provided, comprising:

[0134] Electronic equipment, used to implement the calibration method for the high-altitude dynamic performance of the whole vehicle;

[0135] The processor runs a program, and when the program runs, it executes the steps of the calibration method for the high-altitude dynamic performance of the whole vehicle from the data output by the electronic equipment.

[0136] A storage medium for storing a program that, when running, executes the steps of the vehicle high-altitude dynamics calibration method on data output from an electronic device.

[0137] The communication bus mentioned in the above electronic devices can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0138] The electronic device comprises a hardware layer, an operating system layer running on top of the hardware layer, and an application layer running on the operating system. The hardware layer includes hardware such as a central processing unit (CPU), a memory management unit (MMU), and memory. The operating system can be any one or more computer operating systems that control the electronic device through processes, such as Linux, Unix, Android, iOS, or Windows. Furthermore, in this embodiment of the invention, the electronic device can be a smartphone, tablet computer, or other handheld device, or a desktop computer, portable computer, or other electronic device; there is no particular limitation in this embodiment.

[0139] In this embodiment of the invention, the executing entity for electronic device control can be an electronic device itself, or a functional module within an electronic device capable of calling and executing a program. The electronic device can obtain the firmware corresponding to the storage medium. This firmware is provided by the supplier, and different storage media may have the same or different firmware; no limitation is made here. After obtaining the firmware corresponding to the storage medium, the electronic device can write this firmware into the storage medium; specifically, it burns the firmware corresponding to the storage medium into the storage medium. The process of burning the firmware into the storage medium can be implemented using existing technology, and will not be elaborated upon in this embodiment of the invention.

[0140] Electronic devices can also obtain reset commands corresponding to the storage media. The reset commands corresponding to the storage media are provided by the supplier. The reset commands corresponding to different storage media can be the same or different, and no restrictions are imposed here.

[0141] At this time, the storage medium of the electronic device is a storage medium on which the corresponding firmware has been written. The electronic device can respond to the reset command corresponding to the storage medium on which the corresponding firmware has been written, thereby resetting the storage medium on which the corresponding firmware has been written according to the reset command. The process of resetting the storage medium according to the reset command can be implemented by existing technology and will not be described in detail in this embodiment of the invention.

[0142] For ease of description, the above devices are described separately by function as various units and modules. Of course, in implementing this application, the functions of each unit and module can be implemented in one or more software and / or hardware.

[0143] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the meaning consistent with their meaning in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined.

[0144] For the sake of simplicity, the method embodiments are described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0145] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0146] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for calibrating the high-altitude dynamic performance of a vehicle, characterized in that, include: Collect vehicle operation data in high-altitude environments; Based on the aforementioned operational data, the engine's detonation pressure was optimized and calibrated by adjusting the engine's control parameters. Specifically, the engine detonation pressure was reduced in low-temperature environments and increased in low-pressure environments. The optimized control parameters were then verified on a bench and in a vehicle. The explosion pressure optimization calibration includes: reducing the explosion pressure under normal conditions to reserve a safety margin, and increasing the explosion pressure through parameter compensation under high-altitude conditions.

2. The method for calibrating the high-altitude dynamic performance of a vehicle according to claim 1, characterized in that, The collection of operational data includes at least one of the following methods: On-site data collection of operating vehicles in plateau regions; long-term data monitoring of operating vehicles in plateau regions through remote equipment; and full-load data reproduction and comparison using test vehicles in plateau environments.

3. The method for calibrating the high-altitude dynamic performance of a vehicle according to claim 1, characterized in that, The reduction of engine knock pressure in low-temperature environments is achieved by optimizing the injection advance angle correction map and the injection advance angle temperature correction map.

4. The method for calibrating the high-altitude dynamic performance of a vehicle according to claim 1, characterized in that, The method of increasing engine knock pressure under low pressure is achieved through at least one of the following: activating the rail pressure / atmospheric pressure correction function; adjusting the target rail pressure upper limit; optimizing the rail pressure / atmospheric pressure correction coefficient; optimizing the target rail pressure / atmospheric pressure correction value; and optimizing the injection advance angle / atmospheric pressure correction coefficient. Optimize the high-altitude fuel injection advance angle temperature correction map.

5. The method for calibrating the high-altitude dynamic performance of a vehicle according to claim 1, characterized in that, The control parameters include high-pressure common rail pressure or injection advance angle.

6. The method for calibrating the high-altitude dynamic performance of a vehicle according to claim 1, characterized in that, The verification includes: verifying the detonation pressure curve and torque improvement of the optimized engine under different atmospheric pressures in an environmental chamber; and verifying the acceleration performance or climbing ability of the optimized vehicle in a high-altitude field.

7. The method for calibrating the high-altitude dynamic performance of a vehicle according to claim 1, characterized in that, The method also includes testing the optimized turbocharger load and emissions during the verification phase to ensure turbocharger reliability and emissions compliance.

8. A calibration device for the high-altitude dynamic performance of a vehicle, characterized in that, include: The data acquisition unit is used to collect vehicle operation data in high-altitude environments; A calibration calculation unit, connected to the data acquisition unit, is used to perform explosion pressure optimization calibration based on the operating data by adjusting the engine's control parameters. The output unit is connected to the calibration calculation unit and is used to output the optimized calibration data; The optimization unit is used to perform bench and vehicle verification on the optimized control parameters.

9. An electronic device, characterized in that, include: The processor, communication interface, memory, and communication bus are connected, with the processor, communication interface, and memory communicating with each other via the communication bus. The memory stores a computer program that, when executed by a processor, causes the processor to perform the steps of the vehicle high-altitude dynamics calibration method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, include: An electronic device for implementing the steps of the vehicle high-altitude dynamic performance calibration method as described in any one of claims 1 to 7; The processor runs a program that, when the program is running, performs the steps of the vehicle high-altitude dynamics calibration method as described in any one of claims 1 to 7 from data output by the electronic device. A storage medium for storing a program that, when running, performs the steps of the vehicle high-altitude dynamics calibration method as described in any one of claims 1 to 7 on data output from an electronic device.

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