CN114200825B - Whole car self-adaptation control system - Google Patents
Whole car self-adaptation control system Download PDFInfo
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- CN114200825B CN114200825B CN202111270149.8A CN202111270149A CN114200825B CN 114200825 B CN114200825 B CN 114200825B CN 202111270149 A CN202111270149 A CN 202111270149A CN 114200825 B CN114200825 B CN 114200825B
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- 239000000446 fuel Substances 0.000 claims abstract description 28
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- 238000011217 control strategy Methods 0.000 claims abstract description 7
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- 230000008859 change Effects 0.000 claims description 9
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- 238000009448 modified atmosphere packaging Methods 0.000 description 15
- 238000010586 diagram Methods 0.000 description 14
- 238000004590 computer program Methods 0.000 description 7
- 238000000034 method Methods 0.000 description 7
- 230000006870 function Effects 0.000 description 6
- 238000002485 combustion reaction Methods 0.000 description 5
- 239000000243 solution Substances 0.000 description 5
- 230000007613 environmental effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
- G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
- G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
- G05B13/042—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators in which a parameter or coefficient is automatically adjusted to optimise the performance
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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Abstract
The invention provides a vehicle self-adaptive control system, wherein a vehicle working condition identification module is electrically connected with a vehicle speed sensor; the mountain ramp identification module is electrically connected with the vehicle speed sensor, the atmospheric pressure sensor, the accelerator pedal and the engine; the vehicle working condition identification module and the mountain ramp identification module are electrically connected with the fuel injection control module; the vehicle working condition identification module and the mountain ramp identification module are electrically connected with the torque path control module; the vehicle working condition identification module and the mountain ramp identification module are electrically connected with the air system control module; the vehicle working condition identification module and the mountain ramp identification module are electrically connected with the aftertreatment system control module. The invention realizes the self-adaptive adjustment of the control strategy according to the current working condition of the vehicle.
Description
Technical Field
The invention belongs to the technical field of engine electric control, and particularly relates to a self-adaptive control system of a whole vehicle.
Background
The existing control method of the self-adaptive working condition of the whole vehicle adopts 2 driving characteristic MAP curves, and is switched by an oil-saving switch. When the fuel-saving switch of the cab is pressed, the whole driving characteristic curve moves through the fuel-saving driving characteristic MAP curve, and at the moment, the driver steps on the accelerator, the change speed of the accelerator is slowed down, and the increase speed of the engine torque is slowed down, so that the purpose of slow fuel filling and fuel saving is realized; when the fuel-saving switch of the cab is released, the whole vehicle walks the dynamic driving characteristic MAP curve, at the moment, the driver steps on the accelerator, the change speed of the accelerator is fast, and the increase speed of the engine torque is fast, so that the purpose of quick refueling and strong dynamic performance are achieved.
The existing vehicle self-adaptive working condition control method needs manual switching, and cannot automatically switch according to the change of road conditions; meanwhile, combustion parameters such as different engine fuel injection timing, injection pressure, EGR rate and the like cannot be selected by singly switching the driving characteristic MAP curve, and the optimal solution of fuel consumption cannot be realized.
Disclosure of Invention
The invention aims to solve the defects in the background technology, and provides a self-adaptive control system of a whole vehicle, which realizes the self-adaptive adjustment of a control strategy according to the current working condition of the vehicle.
The technical scheme adopted by the invention is as follows: the utility model provides a whole car self-adaptation control system which characterized in that: the system comprises a vehicle working condition identification module, a mountain ramp identification module, a fuel injection control module, a torque path control module, an air system control module and a post-treatment system control module; the signal input end of the vehicle working condition identification module is electrically connected with the signal output end of the vehicle speed sensor; the signal input end of the mountain ramp identification module is electrically connected with the signal output end of the vehicle speed sensor, the signal output end of the atmospheric pressure sensor, the signal output end of the accelerator pedal and the signal output end of the engine; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the fuel injection control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the torque path control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the air system control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the post-processing system control module; the vehicle working condition recognition module judges whether the current vehicle stably runs on a high-speed road condition or a national road condition according to the current vehicle speed fed back by the vehicle speed sensor; the mountain slope recognition module judges whether the vehicle runs in a mountain slope environment according to the atmospheric pressure signal, the accelerator pedal signal, the vehicle speed acceleration and the total running time of the engine; the fuel injection control module, the torque path control module, the air system control module and the aftertreatment system control module adjust the control strategy according to the current running road conditions and the environment of the vehicle.
In the technical scheme, the vehicle working condition identification module comprises a vehicle speed stability judgment module; the vehicle speed stabilization judging module is internally provided with a vehicle speed sample period for vehicle speed stabilization judgment and a vehicle speed sample number for vehicle speed stabilization judgment; the vehicle speed stability judging module acquires current vehicle speed information meeting the number of vehicle speed samples as a vehicle speed sample value in a vehicle speed sample period through a vehicle speed sensor; the vehicle speed stability judging module calculates an average value and a fluctuation amplitude value of a vehicle speed sample value and judges whether the deviation between the calculated fluctuation amplitude value and the average value is smaller than a vehicle speed stability calibration value; if the judgment result is yes, the vehicle speed stability judgment module judges that the current vehicle speed is a stable value and the state position of the output current stable vehicle speed is 1; if the judgment result is negative, the vehicle speed stability judgment module judges that the current vehicle speed is an unstable value and sets the state bit of the output current stable vehicle speed to 0.
In the technical scheme, the vehicle working condition identification module comprises a vehicle speed judgment hysteresis module; the vehicle speed judging hysteresis module is internally provided with a minimum hysteresis value and a maximum hysteresis value for high-speed vehicle speed judgment; the minimum hysteresis value and the maximum hysteresis value of the high-speed vehicle speed judgment form a calibration interval of the high-speed vehicle speed; the vehicle speed judging hysteresis module collects the current vehicle speed through a vehicle speed sensor and judges whether the value of the current vehicle speed is positioned in a calibration interval of the high-speed vehicle speed or not; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the high-speed vehicle speed and sets the state bit of the output current high-speed vehicle speed to 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-high-speed vehicle speed and sets the state bit of the output current high-speed vehicle speed to 0.
In the technical scheme, the minimum hysteresis value and the maximum hysteresis value for national road speed judgment are arranged in the speed judgment hysteresis module; the minimum hysteresis value and the maximum hysteresis value of the national road vehicle speed judgment form a calibration interval of the national road vehicle speed; the vehicle speed judging hysteresis module collects the current vehicle speed through a vehicle speed sensor and judges whether the value of the current vehicle speed is positioned in a calibration interval of the national road vehicle speed or not; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the national road vehicle speed and sets the state bit of the output current national road vehicle speed to be 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-national road vehicle speed and sets the state bit of the output current national road vehicle speed to 0.
In the technical scheme, the vehicle working condition identification module further comprises a high-speed and national road state identification debounce module, and the signal output end of the vehicle speed stability judgment module and the signal output end of the vehicle speed judgment hysteresis module are electrically connected with the signal input end of the national road state identification debounce module; the high-speed and national road state identification debounce module is internally provided with a high-speed state judgment debounce value and a national road state judgment debounce value; after the state bit of the current stable vehicle speed is confirmed to be 1 and the state bit of the current high-speed vehicle speed is confirmed to be 1 by the high-speed and national road state identification debounce module, debounce processing is carried out on the state bit signal of the current high-speed vehicle speed based on the debounce value judged by the high-speed state, and the state bit of the current high-speed vehicle speed after debounce processing is output; after the high-speed and national road state identification debounce module confirms that the input state bit of the current stable vehicle speed is 1 and the state bit of the current high national road vehicle speed is 1, debounce processing is carried out on the state bit signal of the current national road vehicle speed based on the debounce value judged by the high-speed state, and the state bit of the current national road vehicle speed after debounce processing is output;
when the vehicle working condition identification module judges that the state position of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state position of the current national road speed output by the vehicle speed judgment hysteresis module is 1, and the state position of the current national road speed output by the high-speed and national road state identification debounce module is 1, the vehicle working condition identification module judges that the current whole vehicle runs on the national road condition;
when the vehicle working condition identification module judges that the state position of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state position of the current high-speed vehicle speed output by the vehicle speed judgment hysteresis module is 1, and the state position of the current high-speed vehicle speed output by the high-speed and national road state identification debounce module is 1, the vehicle working condition identification module judges that the current whole vehicle runs on the high-speed road condition.
In the technical scheme, the signal output end of the mountain ramp identification module is electrically connected with the signal input end of the vehicle working condition identification module; the mountain ramp recognition module is internally provided with a vehicle speed signal, an accelerator pedal signal, a vehicle speed acceleration and a calibration value corresponding to the running time of the engine; when the mountain ramp recognition module judges that the currently collected vehicle speed signal, the accelerator pedal signal, the vehicle speed acceleration and the engine running time are simultaneously larger than the corresponding calibration values respectively, a control signal is sent to the vehicle working condition recognition module, and the vehicle working condition recognition module is driven to start working; when the mountain ramp recognition module judges that the currently acquired vehicle speed signal, accelerator pedal signal, vehicle speed acceleration and engine running time are not simultaneously larger than the corresponding calibration values respectively, a control signal is sent to the vehicle working condition recognition module, and the vehicle working condition recognition module is driven to maintain a dormant state;
the mountain ramp recognition module is internally provided with forms corresponding to different vehicle speed intervals and different atmospheric pressure variation amplitude calibration values; the mountain ramp recognition module calculates the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute, and judges whether the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute is larger than an atmospheric pressure change amplitude calibration value corresponding to the current vehicle speed according to a table lookup; if yes, the road condition of the mountain ramp is considered to be at the moment; if the road conditions are not judged, the road conditions are considered to be in the mountain slope road conditions.
According to the technical scheme, the fuel injection control module switches the engine rail pressure according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module, and corrects the timing map.
In the technical scheme, the torque path control module switches the driving characteristic map according to the vehicle driving road condition information output by the vehicle working condition recognition module and the vehicle driving environment information output by the mountain ramp recognition module, and corrects the external characteristic torque.
In the above technical scheme, the air system control module switches the air-fuel ratio map according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module, and corrects the target boost pressure map.
In the above technical scheme, the post-processing system control module switches or corrects the post-processing map according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module.
The beneficial effects of the invention are as follows: the invention judges signals such as vehicle speed, engine rotating speed, accelerator opening, gear, atmospheric pressure and the like to identify a ramp mode and a vehicle running working condition mode, and realizes MAP switching and correction under different modes, including but not limited to rail pressure, timing, driving characteristics, smoke limit, external characteristics, target supercharging pressure, post-processing related MAP and the like, so as to realize diversification of control strategy conversion and meet different running requirements of vehicles. The invention adopts the vehicle speed stability judging module to judge whether the vehicle is in a stable running state or not and is used as a necessary condition for judging the running road condition of the vehicle by the vehicle working condition identifying module, thereby ensuring the accuracy of the judging result of the vehicle working condition identifying module. The invention adopts the vehicle speed judging hysteresis module to judge the running road condition of the current vehicle based on the current vehicle speed, so that the judging result accords with the actual running state. The invention adopts the high-speed and national road state identification debouncing module to debounce the high-speed and national road states, prevents the high-speed and national road states from generating high-frequency change under a certain boundary condition, improves the accuracy of road condition identification, and further ensures the safety of control strategy adjustment. The mountain ramp recognition method provided by the invention is used for recognizing the environmental condition based on the environmental information and the running state information of the vehicle and determining whether to start the vehicle working condition recognition or not, and has the function of saving energy.
Drawings
FIG. 1 is a schematic diagram of the system of the present invention;
FIG. 2 is a schematic diagram of a vehicle speed stability determination module according to the present invention;
FIG. 3 is a schematic diagram of a hysteresis module for determining vehicle speed according to the present invention;
FIG. 4 is a schematic diagram of a high-speed and national road status recognition debounce module according to the present invention;
FIG. 5 is a schematic view of a mountain ramp identification module according to the present invention;
FIG. 6 is a schematic diagram of a combustion injection control module of the present invention;
FIG. 7 is a schematic diagram of a torque path control module of the present invention;
FIG. 8 is a schematic diagram of an air system control module according to the present invention;
FIG. 9 is a schematic diagram of an aftertreatment system control module according to the present disclosure.
Detailed Description
The invention will now be described in further detail with reference to the drawings and specific examples, which are given for clarity of understanding and are not to be construed as limiting the invention.
As shown in fig. 1, the present invention provides a vehicle adaptive control system, which is characterized in that: the system comprises a vehicle working condition identification module, a mountain ramp identification module, a fuel injection control module, a torque path control module, an air system control module and a post-treatment system control module; the signal input end of the vehicle working condition identification module is electrically connected with the signal output end of the vehicle speed sensor; the signal input end of the mountain ramp identification module is electrically connected with the signal output end of the vehicle speed sensor, the signal output end of the atmospheric pressure sensor, the signal output end of the accelerator pedal and the signal output end of the engine; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the fuel injection control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the torque path control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the air system control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the post-processing system control module; the vehicle working condition recognition module judges whether the current vehicle stably runs on a high-speed road condition or a national road condition according to the current vehicle speed fed back by the vehicle speed sensor; the mountain slope recognition module judges whether the vehicle runs in a mountain slope environment according to the atmospheric pressure signal, the accelerator pedal signal, the vehicle speed acceleration and the total running time of the engine; the fuel injection control module, the torque path control module, the air system control module and the aftertreatment system control module adjust the control strategy according to the current running road conditions and the environment of the vehicle.
In the technical scheme, the vehicle working condition identification module comprises a vehicle speed stability judgment module; the module judges whether the current vehicle speed is in a stable state or not by collecting and analyzing the vehicle speed signals. The vehicle speed steady state is a necessary condition for judging and identifying the high speed state. The vehicle speed stabilization judging module is internally provided with a vehicle speed sample period for vehicle speed stabilization judgment and a vehicle speed sample number for vehicle speed stabilization judgment; the vehicle speed stability judging module acquires current vehicle speed information meeting the number of vehicle speed samples as a vehicle speed sample value in a vehicle speed sample period through a vehicle speed sensor; the vehicle speed stability judging module calculates an average value and a fluctuation amplitude value of a vehicle speed sample value and judges whether the deviation between the calculated fluctuation amplitude value and the average value is smaller than a vehicle speed stability calibration value; if the judgment result is yes, the vehicle speed stability judgment module judges that the current vehicle speed is a stable value and the state position of the output current stable vehicle speed is 1; if the judgment result is negative, the vehicle speed stability judgment module judges that the current vehicle speed is an unstable value and sets the state bit of the output current stable vehicle speed to 0.
In this embodiment, in the vehicle speed stability determination, the following steps are required:
1. collecting a vehicle speed sample value of 100s (vehicle speed sample period), wherein the number of the vehicle speed samples is 1000;
2. calculating the average value and the up-down deviation (i.e. the fluctuation amplitude value) of the 1000 sample numbers;
3. when the maximum value of the up-down deviation is smaller than the vehicle speed stability calibration (usually marked as 5 km/h), the vehicle speed is considered to be the stable vehicle speed at the moment.
In the technical scheme, the vehicle working condition identification module comprises a vehicle speed judgment hysteresis module; the module judges that the vehicle speed is in a calibration interval through a hysteresis model, and meets another condition of high-speed/national road identification. The vehicle speed judging hysteresis module is internally provided with a minimum hysteresis value and a maximum hysteresis value for high-speed vehicle speed judgment; the minimum hysteresis value and the maximum hysteresis value of the high-speed vehicle speed judgment form a calibration interval of the high-speed vehicle speed; the vehicle speed judging hysteresis module collects the current vehicle speed through a vehicle speed sensor and judges whether the value of the current vehicle speed is positioned in a calibration interval of the high-speed vehicle speed or not; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the high-speed vehicle speed and sets the state bit of the output current high-speed vehicle speed to 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-high-speed vehicle speed and sets the state bit of the output current high-speed vehicle speed to 0.
In the specific embodiment, the minimum hysteresis value commonly used for judging the high-speed vehicle speed is 70km/h; the maximum hysteresis value typically used for high speed vehicle speed determination is 85km/h.
In the technical scheme, the minimum hysteresis value and the maximum hysteresis value for national road speed judgment are arranged in the speed judgment hysteresis module; the minimum hysteresis value and the maximum hysteresis value of the national road vehicle speed judgment form a calibration interval of the national road vehicle speed; the vehicle speed judging hysteresis module collects the current vehicle speed through a vehicle speed sensor and judges whether the value of the current vehicle speed is positioned in a calibration interval of the national road vehicle speed or not; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the national road vehicle speed and sets the state bit of the output current national road vehicle speed to be 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-national road vehicle speed and sets the state bit of the output current national road vehicle speed to 0.
In the specific embodiment, the minimum hysteresis value commonly used for judging the national road speed is 30km/h; the maximum hysteresis value commonly used for judging the national road speed is 60km/h.
In the technical scheme, the vehicle working condition identification module further comprises a high-speed and national road state identification debounce module, and the module is used for debounce processing on the high-speed and national road states and preventing the high-speed and national road states from high-frequency change under a certain boundary condition. When the state bit of the high-speed/national road vehicle speed received by the high-speed state identification Debounce module meets a certain Debounce time, the state bit is finally considered to be the high-speed/national road state at the moment, and the state position of the high-speed/national road state is judged to be 1. The signal output end of the vehicle speed stability judging module and the signal output end of the vehicle speed judging hysteresis module are electrically connected with the signal input end of the national road state identification debounce module; the high-speed and national road state identification debounce module is internally provided with a high-speed state judgment debounce value and a national road state judgment debounce value; after the state bit of the current stable vehicle speed is confirmed to be 1 and the state bit of the current high-speed vehicle speed is confirmed to be 1 by the high-speed and national road state identification debounce module, debounce processing is carried out on the state bit signal of the current high-speed vehicle speed based on the debounce value judged by the high-speed state, and the state bit of the current high-speed vehicle speed after debounce processing is output; after the high-speed and national road state identification debounce module confirms that the input state bit of the current stable vehicle speed is 1 and the state bit of the current high national road vehicle speed is 1, debounce processing is carried out on the state bit signal of the current national road vehicle speed based on the debounce value judged by the high-speed state, and the state bit of the current national road vehicle speed after debounce processing is output;
when the vehicle working condition identification module judges that the state position of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state position of the current national road speed output by the vehicle speed judgment hysteresis module is 1, and the state position of the current national road speed output by the high-speed and national road state identification debounce module is 1, the vehicle working condition identification module judges that the current whole vehicle runs on the national road condition;
when the vehicle working condition identification module judges that the state position of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state position of the current high-speed vehicle speed output by the vehicle speed judgment hysteresis module is 1, and the state position of the current high-speed vehicle speed output by the high-speed and national road state identification debounce module is 1, the vehicle working condition identification module judges that the current whole vehicle runs on the high-speed road condition.
In the technical scheme, the signal output end of the mountain ramp identification module is electrically connected with the signal input end of the vehicle working condition identification module; the mountain ramp recognition module is internally provided with a vehicle speed signal, an accelerator pedal signal, a vehicle speed acceleration and a calibration value corresponding to the running time of the engine; when the mountain ramp recognition module judges that the currently collected vehicle speed signal, the accelerator pedal signal, the vehicle speed acceleration and the engine running time are simultaneously larger than the corresponding calibration values respectively, a control signal is sent to the vehicle working condition recognition module, and the vehicle working condition recognition module is driven to start working; when the mountain ramp recognition module judges that the currently acquired vehicle speed signal, the accelerator pedal signal, the vehicle speed acceleration and the engine running time are not simultaneously larger than the corresponding calibration values respectively, a control signal is sent to the vehicle working condition recognition module, and the vehicle working condition recognition module is driven to maintain the dormant state.
In the specific embodiment, the calibration value of the vehicle speed signal in the mountain slope recognition module is 10km/h; the calibration value of the accelerator pedal signal is 0%; the calibration value of the vehicle speed acceleration is 0.1m/s 2 The method comprises the steps of carrying out a first treatment on the surface of the The calibrated value of the engine running time is 600s.
The mountain ramp recognition module is internally provided with forms corresponding to different vehicle speed intervals and different atmospheric pressure variation amplitude calibration values, as shown in the following table:
| vehicle speed (km/h unit) | 10 | 20 | 30 | 40 |
| Amplitude of variation of atmospheric pressure (in kpa/h) | 15 | 15 | 10 | 10 |
The mountain ramp recognition module calculates the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute, and judges whether the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute is larger than an atmospheric pressure change amplitude calibration value corresponding to the current vehicle speed according to a table lookup; if yes, the road condition of the mountain ramp is considered to be at the moment; if the road conditions are not judged, the road conditions are considered to be in the mountain slope road conditions.
According to the technical scheme, the fuel injection control module switches the engine rail pressure according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module, and corrects the timing map. As shown in fig. 6, if the input end of the fuel injection control module receives the judgment information of the whole vehicle running on the high-speed road condition, the engine rail pressure and the engine timing map corresponding to the high-speed road condition are output. And if the input end of the fuel injection control module receives judgment information of the road condition of the whole vehicle running on the national road, outputting the engine rail pressure and the engine timing map corresponding to the road condition of the national road. And if the input end of the fuel injection control module receives judgment information of the road condition of the whole vehicle running on the mountain slope, outputting the engine rail pressure and the engine timing map corresponding to the road condition of the mountain slope.
In the technical scheme, the torque path control module switches the driving characteristic map according to the vehicle driving road condition information output by the vehicle working condition recognition module and the vehicle driving environment information output by the mountain ramp recognition module, and corrects the external characteristic torque. As shown in fig. 7, if the input end of the torque path control module receives the judgment information of the whole vehicle running on the high-speed road condition, the engine driving characteristic map and the engine external characteristic maximum torque correction map corresponding to the high-speed road condition are output. And if the input end of the torque path control module receives judgment information of the road condition of the whole vehicle running on the national road, outputting an engine driving characteristic map and an engine external characteristic maximum torque correction map corresponding to the road condition of the national road. And if the input end of the torque path control module receives judgment information of the road condition of the whole vehicle running on the mountain slope, outputting an engine driving characteristic map and an engine external characteristic maximum torque correction map corresponding to the road condition of the mountain slope.
In the above technical scheme, the air system control module switches the air-fuel ratio map according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module, and corrects the target boost pressure map. As shown in fig. 8, if the input end of the air system control module receives the judgment information that the whole vehicle is running on the high-speed road condition, the air system control module outputs the engine target air-fuel ratio map and the engine target boost pressure map corresponding to the high-speed road condition. And if the input end of the air system control module receives judgment information of the road condition of the whole vehicle running on the national road, outputting an engine target air-fuel ratio map and an engine target supercharging pressure map corresponding to the road condition of the national road. And if the input end of the air system control module receives judgment information of the road condition of the whole vehicle running on the mountain slope, outputting an engine target air-fuel ratio map and an engine target supercharging pressure map corresponding to the road condition of the mountain slope.
In the above technical scheme, the post-processing system control module switches or corrects the post-processing map according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module. As shown in fig. 9, if the input end of the post-processing system control module receives the judgment information of the vehicle running on the high-speed road condition, the post-processing SCR control map and the post-processing DPF control map corresponding to the high-speed road condition are output. And if the input end of the post-processing system control module receives judgment information of the road condition of the whole vehicle running on the national road, outputting a post-processing SCR control map and a post-processing DPF control map corresponding to the road condition of the national road. And if the input end of the post-processing system control module receives the judgment information of the road condition of the whole vehicle running on the mountain slope, outputting a post-processing SCR control map and a post-processing DPF control map corresponding to the road condition of the mountain slope.
In a specific embodiment, the engine electronic control unit comprises a vehicle working condition identification module and a mountain ramp identification module, and the engine electronic control unit calibrates the whole vehicle road condition state based on the output results of the vehicle working condition identification module and the mountain ramp identification module, wherein the calibration point 0 corresponds to a general road condition (the engine electronic control unit judges that the whole vehicle is in a non-high-speed road condition, a non-national road condition and a non-mountain ramp road condition, namely, is in the general road condition), the calibration point 1 corresponds to a high-speed road condition, the calibration point 2 corresponds to a national road condition, and the calibration point 3 corresponds to a ramp mountain road condition. In an engine electronic control unit, a fuel injection module, a torque path control module, an air system control module and an aftertreatment system control module are calibrated respectively.
By way of example, the rail pressure of the fuel injection module: the road condition calibration point of the whole vehicle is 0, and the number of MAP corresponding to the rail pressure of the engine is 0; the road condition calibration point of the whole vehicle is 1, and the number of MAP corresponding to the rail pressure of the engine is 1; the road condition calibration point of the whole vehicle is 2, and the number of MAP corresponding to the rail pressure of the engine is 2; and if the road condition calibration point of the whole vehicle is 3, the MAP corresponding to the rail pressure of the engine is numbered 3. In the engine electronic control unit, the MAP name of the engine rail pressure is: MAP number of engine rail pressure-calibration point of road conditions of whole vehicle-MAP. Different MAPs correspond to different engine combustion parameters. In the vehicle self-adaptive control system, according to the road conditions of the vehicle, the combustion parameters of the engine are MAP with different combustion parameters.
Here, it should be noted that the description of the above technical solution is exemplary, and the present specification may be embodied in different forms and should not be construed as being limited to the technical solution set forth herein. Rather, these descriptions will be provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Furthermore, the technical solution of the invention is limited only by the scope of the claims.
The shapes, dimensions, ratios, angles, and numbers disclosed for describing aspects of the present specification and claims are merely examples, and thus, the present specification and claims are not limited to the details shown. In the following description, a detailed description of related known functions or configurations will be omitted when it may be determined that the emphasis of the present specification and claims is unnecessarily obscured.
Where the terms "comprising," "having," and "including" are used in this specification, there may be additional or alternative parts unless the use is made, the terms used may generally be in the singular but may also mean the plural.
It should be noted that although the terms "first," "second," "top," "bottom," "one side," "another side," "one end," "the other end," etc. may be used and used in this specification to describe various components, these components and portions should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, with top and bottom elements, under certain circumstances, also being interchangeable or convertible with one another; the components at one end and the other end may be the same or different in performance from each other.
In addition, when constituting the components, although not explicitly described, it is understood that a certain error region is necessarily included.
In describing positional relationships, for example, when positional sequences are described as "on," "above," "below," and "next," unless words or terms such as "just" or "directly" are used, it is also possible to include cases where there is no contact or contact between them. If a first element is referred to as being "on" a second element, it does not mean that the first element must be located above the second element in the figures. The upper and lower portions of the component will change in response to changes in the angle and orientation of the view. Thus, in the drawings or in actual construction, if it is referred to that a first element is "on" a second element, it can comprise the case that the first element is "under" the second element and the case that the first element is "over" the second element. In describing the time relationship, unless "just" or "direct" is used, a case where there is no discontinuity between steps may be included in describing "after", "subsequent" and "preceding". The features of the various embodiments of the invention may be combined or spliced with one another, either in part or in whole, and may be implemented in a variety of different configurations as will be well understood by those skilled in the art. Embodiments of the invention may be performed independently of each other or may be performed together in an interdependent relationship
It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It should be finally understood that the foregoing embodiments are merely illustrative of the technical solutions of the present invention and not limiting the scope of protection thereof, and although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that various changes, modifications or equivalents may be made to the specific embodiments of the invention, and these changes, modifications or equivalents are within the scope of protection of the claims appended hereto.
What is not described in detail in this specification is prior art known to those skilled in the art.
Claims (9)
1. The utility model provides a whole car self-adaptation control system which characterized in that: the system comprises a vehicle working condition identification module, a mountain ramp identification module, a fuel injection control module, a torque path control module, an air system control module and a post-treatment system control module; the signal input end of the vehicle working condition identification module is electrically connected with the signal output end of the vehicle speed sensor; the signal input end of the mountain ramp identification module is electrically connected with the signal output end of the vehicle speed sensor, the signal output end of the atmospheric pressure sensor, the signal output end of the accelerator pedal and the signal output end of the engine; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the fuel injection control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the torque path control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the air system control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the post-processing system control module; the vehicle working condition recognition module judges whether the current vehicle stably runs on a high-speed road condition or a national road condition according to the current vehicle speed fed back by the vehicle speed sensor; the mountain slope recognition module judges whether the vehicle runs in a mountain slope environment according to the atmospheric pressure signal, the accelerator pedal signal, the vehicle speed acceleration and the total running time of the engine; the fuel injection control module, the torque path control module, the air system control module and the aftertreatment system control module adjust a control strategy according to the current running road conditions and the environment of the vehicle;
the signal output end of the mountain ramp identification module is electrically connected with the signal input end of the vehicle working condition identification module; the mountain ramp recognition module is internally provided with a vehicle speed signal, an accelerator pedal signal, a vehicle speed acceleration and a calibration value corresponding to the running time of the engine; when the mountain ramp recognition module judges that the currently collected vehicle speed signal, the accelerator pedal signal, the vehicle speed acceleration and the engine running time are simultaneously larger than the corresponding calibration values respectively, a control signal is sent to the vehicle working condition recognition module, and the vehicle working condition recognition module is driven to start working; when the mountain ramp recognition module judges that the currently acquired vehicle speed signal, accelerator pedal signal, vehicle speed acceleration and engine running time are not simultaneously larger than the corresponding calibration values respectively, a control signal is sent to the vehicle working condition recognition module, and the vehicle working condition recognition module is driven to maintain a dormant state;
the mountain ramp recognition module is internally provided with forms corresponding to different vehicle speed intervals and different atmospheric pressure variation amplitude calibration values; the mountain ramp recognition module calculates the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute, and judges whether the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute is larger than an atmospheric pressure change amplitude calibration value corresponding to the current vehicle speed according to a table lookup; if yes, the road condition of the mountain ramp is considered to be at the moment; if the road conditions are not judged, the road conditions are considered to be in the mountain slope road conditions.
2. The vehicle adaptive control system according to claim 1, wherein: the vehicle working condition identification module comprises a vehicle speed stability judgment module; the vehicle speed stabilization judging module is internally provided with a vehicle speed sample period for vehicle speed stabilization judgment and a vehicle speed sample number for vehicle speed stabilization judgment; the vehicle speed stability judging module acquires current vehicle speed information meeting the number of vehicle speed samples as a vehicle speed sample value in a vehicle speed sample period through a vehicle speed sensor; the vehicle speed stability judging module calculates an average value and a fluctuation amplitude value of a vehicle speed sample value and judges whether the deviation between the calculated fluctuation amplitude value and the average value is smaller than a vehicle speed stability calibration value; if the judgment result is yes, the vehicle speed stability judgment module judges that the current vehicle speed is a stable value and the state position of the output current stable vehicle speed is 1; if the judgment result is negative, the vehicle speed stability judgment module judges that the current vehicle speed is an unstable value and sets the state bit of the output current stable vehicle speed to 0.
3. The vehicle adaptive control system according to claim 2, wherein: the vehicle working condition identification module comprises a vehicle speed judgment hysteresis module; the vehicle speed judging hysteresis module is internally provided with a minimum hysteresis value and a maximum hysteresis value for high-speed vehicle speed judgment; the minimum hysteresis value and the maximum hysteresis value of the high-speed vehicle speed judgment form a calibration interval of the high-speed vehicle speed; the vehicle speed judging hysteresis module collects the current vehicle speed through a vehicle speed sensor and judges whether the value of the current vehicle speed is positioned in a calibration interval of the high-speed vehicle speed or not; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the high-speed vehicle speed and sets the state bit of the output current high-speed vehicle speed to 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-high-speed vehicle speed and sets the state bit of the output current high-speed vehicle speed to 0.
4. A vehicle adaptive control system according to claim 3, wherein: the speed judging hysteresis module is internally provided with a minimum hysteresis value and a maximum hysteresis value for national road speed judgment; the minimum hysteresis value and the maximum hysteresis value of the national road vehicle speed judgment form a calibration interval of the national road vehicle speed; the vehicle speed judging hysteresis module collects the current vehicle speed through a vehicle speed sensor and judges whether the value of the current vehicle speed is positioned in a calibration interval of the national road vehicle speed or not; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the national road vehicle speed and sets the state bit of the output current national road vehicle speed to be 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-national road vehicle speed and sets the state bit of the output current national road vehicle speed to 0.
5. The vehicle adaptive control system according to claim 4, wherein: the vehicle working condition identification module further comprises a high-speed and national road state identification debounce module, and the signal output end of the vehicle speed stability judgment module and the signal output end of the vehicle speed judgment hysteresis module are electrically connected with the signal input end of the national road state identification debounce module; the high-speed and national road state identification debounce module is internally provided with a high-speed state judgment debounce value and a national road state judgment debounce value; after the state bit of the current stable vehicle speed is confirmed to be 1 and the state bit of the current high-speed vehicle speed is confirmed to be 1 by the high-speed and national road state identification debounce module, debounce processing is carried out on the state bit signal of the current high-speed vehicle speed based on the debounce value judged by the high-speed state, and the state bit of the current high-speed vehicle speed after debounce processing is output; after the high-speed and national road state identification debounce module confirms that the input state bit of the current stable vehicle speed is 1 and the state bit of the current high national road vehicle speed is 1, debounce processing is carried out on the state bit signal of the current national road vehicle speed based on the debounce value judged by the high-speed state, and the state bit of the current national road vehicle speed after debounce processing is output;
when the vehicle working condition identification module judges that the state position of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state position of the current national road speed output by the vehicle speed judgment hysteresis module is 1, and the state position of the current national road speed output by the high-speed and national road state identification debounce module is 1, the vehicle working condition identification module judges that the current whole vehicle runs on the national road condition;
when the vehicle working condition identification module judges that the state position of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state position of the current high-speed vehicle speed output by the vehicle speed judgment hysteresis module is 1, and the state position of the current high-speed vehicle speed output by the high-speed and national road state identification debounce module is 1, the vehicle working condition identification module judges that the current whole vehicle runs on the high-speed road condition.
6. The vehicle adaptive control system according to claim 1, wherein: the fuel injection control module switches the engine rail pressure according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module, and corrects the engine timing map.
7. The vehicle adaptive control system according to claim 1, wherein: the torque path control module switches the driving characteristic map according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module, and corrects the external characteristic torque.
8. The vehicle adaptive control system according to claim 1, wherein: the air system control module switches the air-fuel ratio map according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module, and corrects the target supercharging pressure map.
9. The vehicle adaptive control system according to claim 1, wherein: and the post-processing system control module switches or corrects the post-processing map according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain ramp recognition module.
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