CN113202645B

CN113202645B - Idle speed control method and device, fuel economizer, chip and vehicle

Info

Publication number: CN113202645B
Application number: CN202110600246.2A
Authority: CN
Inventors: 吴松林
Original assignee: United Automotive Electronic Systems Co Ltd
Current assignee: United Automotive Electronic Systems Co Ltd
Priority date: 2021-05-31
Filing date: 2021-05-31
Publication date: 2023-11-10
Anticipated expiration: 2041-05-31
Also published as: CN113202645A

Abstract

The application belongs to the technical field of vehicle engineering, and discloses an idle speed control method, and a device, an economizer, a chip and a vehicle using the same. The application introduces BSG (Belt-Driven Starter Generator), namely a Belt-driven starting/generating integrated machine, into idle speed control, and can realize idle speed compensation on the basis of retaining the original system structure; core control parameters are obtained through detection and resolution of multiple signals; the method ensures that the engine works at the highest efficiency point on the premise of ensuring stable idling of the engine and balanced electric quantity of an electric system, thereby being beneficial to reducing idling power consumption and improving fuel economy.

Description

Idle speed control method and device, fuel economizer, chip and vehicle

Technical Field

The application belongs to the technical field of vehicle engineering, and particularly relates to an idle speed control method, and a device, an economizer, a chip and a vehicle using the same.

Background

Under the idle working condition, the existing BSG (Belt-Driven Starter Generator), namely the Belt-driven starting/generating integrated machine, of the fuel power engine usually works in a generator state, and in order to ensure the stability and the shock resistance of the engine, the torque is required to be reserved in a mode of increasing the air inflow, so that the idle oil consumption is increased.

Disclosure of Invention

The application discloses an idle speed control method, which introduces BSG into idle speed control, and can realize idle speed compensation on the basis of retaining the original system structure; core control parameters are obtained through detection and resolution of multiple signals; the method ensures that the engine works at the highest efficiency point on the premise of ensuring stable idling speed of the engine and balanced electric quantity of the system, thereby being beneficial to reducing idling power consumption and improving fuel economy.

It should be noted that, the words "first", "second", and the like used in the present application are merely for describing each component element in the technical solution, and do not constitute limitation of the technical solution, and are not understood as indication or suggestion of importance of the corresponding element; elements with "first", "second" and the like mean that in the corresponding technical solution, the element includes at least one.

Specifically, the application obtains the first working condition information, the first torque demand and the torque adjustment upper limit and the torque adjustment lower limit preset by the first control unit; the basic parameters of the engine are obtained.

Further, by sending the first compensation torque to the first control unit, sending the first demand torque to the first execution unit, and sending the second demand torque to the first integration unit; and the auxiliary regulation of idle speed is realized.

Wherein the first control unit first status flag and the second status flag to the second control unit; simultaneously, the first control unit acquires a parameter of the load and converts the parameter into a first torque demand; the first control unit synthesizes the first compensation torque and the first torque demand to obtain a second torque demand, and sends the second torque demand to the second execution unit to realize auxiliary regulation of idle speed.

Further, the method also comprises the following steps: the third control unit, namely an accessory torque reserved control unit, is used for reserving an adjustment amount for load disturbance of engine accessories.

Further, the second control unit reserves the control unit for the idle torque, and can output a predetermined torque parameter to the first integration unit according to the logic operation result of the first state flag and the second state flag.

The first comprehensive unit receives the second reserved torque from the second control unit and the third reserved torque from the third control unit, and takes the larger of the second reserved torque and the third reserved torque as the first reserved torque; then, the first reserved torque and the second required torque are summed to obtain a first reserved torque; and sends the first reserve torque to the first execution unit to achieve torque output.

As described above, the first status flag therein is the secondary idle function flag; when the mark is true, namely the auxiliary idle speed function mark is effective, resolving the torque adjustment upper limit and the torque adjustment lower limit; when the flag is false, that is, the auxiliary idle function flag is invalid, the torque adjustment upper limit and the torque adjustment lower limit are set to zero.

Based on the method, different calibration parameters are set according to the working condition information measured by the system, and then a control strategy can be selected according to different working conditions of the system.

Further, the set second status flag is a request engine release torque reserved flag for selecting/switching different preset values according to the working condition of the engine.

When the second status flag represents a request to release the torque reservation flag from the engine management system, the method is equally applicable; specifically, the second state flag is determined according to the rotation speed deviation and rotation speed variation of the engine: when the first state mark is true and the deviation between the actual engine speed and the target is greater than a first threshold value; or when the first state flag is true and the deviation between the actual engine speed and the target speed is greater than the second threshold value and the engine speed change rate is lower than the third threshold value; setting a second status flag; wherein the first threshold is greater than the second threshold.

Further, the second reserved torque is an engine reserved torque value under an idle working condition; when the first state mark is true and the second state mark is false, the second reserved torque takes a first calibration value; the second reserved torque takes a second calibration value when the first status flag is false and/or the second status flag is true. In order to avoid abrupt changes in the calibration values, this can be achieved by smoothing the first calibration value and the second calibration value.

For a gasoline engine, the first demand torque corresponds to a spark demand torque of the engine; the second torque request corresponds to a charge demand torque of the BSG.

For integration with existing systems, the first execution unit typically includes a required torque to control parameter conversion unit and a control parameter to control signal conversion unit; the control parameter-to-control signal conversion unit outputs an air inlet control signal, an oil injection control signal and an ignition control signal to control the engine.

As a class of boundary conditions applicable to the method, the first working condition information comprises a first boundary vector; the vector information includes, but is not limited to, ambient temperature, engine water temperature, 48V pack SOC, ambient pressure, engine start success time, non-catalyst heating conditions, no GPF park regeneration request, actual speed to target speed difference within a range.

Through detection and decoding of multiple signals, after the core control parameters are obtained, the method can ensure that the idling of the engine is stable and the electric quantity of an electric appliance system is balanced, and simultaneously, the engine works at the highest efficiency point.

The application also discloses an idle speed control device which comprises a working condition detection unit, a parameter resolving unit and a driving control unit.

The working condition detection unit acquires first working condition information, a first torque demand, a torque adjustment upper limit and a torque adjustment lower limit preset by the first control unit; the parameter calculation unit calculates control parameters required by the drive control unit; the driving control unit sends a first compensation torque to the first control unit, sends a first required torque to the first execution unit and sends a second required torque to the first integration unit; specifically, the first control unit sends a first status flag and a second status flag to the second control unit; the first control unit obtains a parameter of the load and converts the parameter into a first torque demand; the first control unit synthesizes the first compensation torque and the first torque demand to obtain a second torque demand, and sends the second torque demand to the second execution unit to realize auxiliary regulation of idle speed.

Further, the first control unit may be powered by 48V or by 12V; the engine may be a gasoline engine.

When the computer-readable storage medium includes a storage medium body for storing a computer program; and which, when executed by a microprocessor, implements the control method described above, such media also fall within the scope of the application.

In addition, it is also within the scope of the present application for the fuel economizer, the vehicle, or other products to achieve fuel saving through idle speed control to employ the above idle speed control device or to include the above storage medium.

The method of the application is applicable to both EMS-HCU (Engine Management System-Hybrid Control Unit) engine management and hybrid control systems in software sharing mode and 48V systems implemented entirely by EMS and is not subject to integration.

For a 48V gasoline engine system, the method realizes an oil-saving control strategy through idle speed control, disassembles the required torque of a PD part in a controller based on the traditional EMS idle speed control strategy, introduces the 48V system into an idle speed adjusting process, and improves the combustion efficiency of the engine and reduces the oil consumption by reducing or even closing the idle speed reserve of the engine under the idle speed working condition so as to achieve the purpose of idle speed oil saving.

The beneficial effects of the method comprise the following.

1) Under the idle working condition, BSG is introduced into idle speed regulation, idle speed reserve torque of an engine is reduced or even closed, combustion efficiency of the engine is improved, idle speed oil consumption is reduced, and economy of the whole vehicle is improved.

2) The BSG participates in idle speed regulation, the stability of idle speed is further improved by utilizing the characteristic of high response speed of motor torque, and the release torque reservation of the engine can be flexibly requested under the dynamic working condition that the engine is impacted and has larger rotation speed fluctuation, so that the rotation speed performance of the dynamic working condition is improved.

3) The integral part torque of the idle speed control method for reflecting the resistance moment deviation of the engine is still completely realized by the engine, and the resistance moment deviation on the engine side is prevented from acting on the motor end of the BSG, so that the method can keep the electric quantity balance of the energy storage unit.

Drawings

In order to more clearly illustrate the technical solution of the present application, the technical effects, technical features and objects of the present application will be further understood, and the present application will be described in detail below with reference to the accompanying drawings, which form a necessary part of the specification, and together with the embodiments of the present application serve to illustrate the technical solution of the present application, but not to limit the present application.

Like reference numerals in the drawings denote like elements.

Specifically: FIG. 1 is a functional block diagram of an idle speed control method of the present application.

Fig. 2 is a reserved torque switching state diagram of embodiment 1 of the present application.

Fig. 3 is a schematic diagram of the control principle of embodiment 1 of the present application.

FIG. 4 is a scatter plot of idle response data in the BSG activated state according to embodiment 1 of the present application; wherein the abscissa is time, the left ordinate is rotational speed, and the right ordinate is the rotational speed deviation between the actual object and the target;

wherein:

100-working condition detection unit;

200-a parameter resolving unit;

300-drive control unit.

Detailed Description

The present application will be described in further detail with reference to the accompanying drawings and examples. Of course, the following specific examples are set forth only to illustrate the technical solution of the present application, and are not intended to limit the present application. Furthermore, the parts expressed in the examples or drawings are merely illustrative of the relevant parts of the present application, and not all of the present application.

FIG. 3 is a schematic diagram showing the control principle of embodiment 1 of the present application; the BSG motor participates in idle closed-loop control, ensures idle speed stability of the engine under idle working conditions, works at the highest efficiency point, and can ensure electric quantity balance of a 48V electric control system, so that electric quantity unbalance of the system caused by idle speed adjustment is avoided.

Specifically, the present application is applicable to both the EMS-HCU (Engine Management System-Hybrid Control Unit) engine management and hybrid control system software sharing mode as shown in FIG. 3 and to 48V systems implemented entirely by EMS.

As shown in FIG. 3, only the idle portion control module is described in detail, and other functions not involved in the controller are not shown in FIG. 3. The application is equally applicable to a typical system comprising three parts, input, control and output.

The input system mainly comprises relevant inputs required by a 48V control system, and mainly comprises a DC/DC controller, a battery management system BMS (Battery Management System) and a BSG motor controller. The above 3 subsystems mainly provide current running condition current consumption and voltage value, SOC (State Of Charge) state of 48V storage battery and current actual motor torque of the BSG motor controller for the 48V control system.

The control system refers to an EMS-HCU controller, and for idle conditions, the control system mainly includes the following sub-units, where in the embodiment of the present application, the first control unit (i.e., a 48V system control unit), the idle control unit, the second control unit (i.e., an idle torque reserved control unit), the third control unit (i.e., an accessory torque reserved control unit), the required torque to control parameter conversion unit, and the control parameter to control signal conversion unit.

The first control unit (i.e., 48V system control unit) needs to transmit the basic power generation torque request BSGtrqDesSty of the 48V system, the torque ranges bsgtrqsppmax and bsgtrqsppmin of the current BSG for idle speed adjustment to the idle speed control unit, transmit the BSG auxiliary idle function state BSGCtlRlsflg and the request EMS release torque reservation state flag EngResRlsflg to the idle speed torque reservation control unit, and also need to transmit the coordinated total motor demand torque to the BSG controller.

The second control unit (i.e. the idle torque reservation control unit) outputs a basic torque reservation demand value SpdTrqRes under idle working conditions; and the third control unit (namely an accessory torque reservation control unit) calculates and outputs a torque reservation demand value ComeTrqRes of accessories such as an air conditioner in a short period of time in the starting process.

The idle speed control unit as the core part of the application transmits the compensation torque LigovtrqPDBSG which is required to be realized by the BSG motor to the first control unit (namely the 48V system control unit), and transmits the required engine-realized train demand torque SpdtrqSet and the required engine-realized train demand torque SpdtrqLead to the submodule at the rear end for the conversion of final engine control parameters.

Further, the required torque-to-control parameter conversion unit calculates and outputs three control parameters of air intake, oil injection and ignition which are finally realized by the engine to the control parameter-to-control signal conversion unit, and the control parameter-to-control signal conversion unit outputs an air intake control signal, an oil injection control signal and an ignition control signal which are finally acted on a relevant actuator of the electric injection system of the engine.

As shown in fig. 3, the output part of the system is an air intake control signal, an oil injection control signal and an ignition control signal which are output by the control system to an actuator related to the electric injection system of the engine.

The implementation process of the method of the application is described in detail below: for idle conditions, the main function of the first control unit (i.e. the 48V system control unit) of the present application is to calculate and output the basic charging torque BSGtrqDesSty required for engine compensation and the actual torque finally required for BSG motor implementation after idle speed adjustment.

The calculation of the basic charging torque is required to depend on the electric quantity consumption of the whole vehicle under the current working condition and the SOC state of the 48V storage battery, and the value of the basic charging torque can be calculated according to a formula 1.

（1）。

In the formula 1, the components are mixed,a symbol "-" indicating the basic charging torque BSGtrqDesSty, indicating that the torque is the charging torque; u and I are the voltage value (unit: V) and the consumption current value (unit: A) transmitted by the DC/DC controller, respectively>Represents engine BSG motor belt torque transfer efficiency, < >>Represents the power generation efficiency of the BSG motor, < >>And->Are all inherent constants of the system, and are input through calibration parameters in actual use. N represents the rotational speed of the engine, units are revolutions per minute, < >>Represents a target SOC value of the 48V battery,representing the actual SOC value of the 48V battery, +.>Representing the charging of the generator under different SOC deviation conditionsThe electric power (unit: W) can be obtained directly by calibrating Curve.

In the present application, the BSG is required to participate in idle speed control, so the torque demand required to be executed by the BSG motor is not directly equal to the basic power generation torque value calculated in equation 1Instead, the torque required to be regulated by the motor is considered on the basis of the basic power generation torque value by the EMS, and the torque required to be realized by the final BSG under the idle working condition is calculated by the formula 2.

（2）。

In 2Represents the motor torque that the BSG eventually needs to achieve, < >>Representing the torque of the idle speed adjusting part of the motor requiring additional compensation under idle speed, which torque value is calculated by the EMS idle speed control unit, i.e. +.>。Representing the gear ratio of the engine to the BSG motor.

Under an idle working condition, the first control unit (namely, the 48V system control unit) in the embodiment of the application calculates and outputs the above two parameters, and also needs to output torque range values BSGtrqSptMax and BSGtrqSptMin which can be involved in idle regulation by BSG under the idle working condition. The bsgtrqsttmax value can be calculated by equation 3.

（3）。

In 3The maximum torque value that the BSG can participate in idle speed regulation, i.e. bsgtrqsttmax,the physical maximum torque value that the BSG is expected to provide during idle conditions is indicated, which may be calibrated as needed, but typically the value is set to avoid small torque areas of the BSG, so the value is set to suggest no more than 0.PT (PT) _rtrq Representing the gear ratio of the BSG motor to the engine. />Represents the base charging torque BSGtrqDesSty.

The value of bsgtrqsttmin is calculated according to equation 4 taking into account the maximum lower boundary torque that the BSG can output.

（4）。

In 4The minimum torque value that the BSG may participate in idle speed regulation, i.e. bsgtrqsttmin,represents the maximum charge torque value, PT, that the BSG can provide _rtrq Representing the gear ratio of the BSG motor to the engine. Tsty represents the base charging torque BSGtrqDesSty.

When the BSG auxiliary idle function is disabled,and->The BSG should be 0-mask against idle speed control to ensure that the EMS controls the engine in a conventional manner to achieve idle speed stabilization.

Under idle conditions, the first control unit (i.e., the 48V system control unit) of the embodiment of the present application also needs to output the secondary idle function activation identifier BSGCtlRlsflg and the request EMS release torque reservation state identifier EngResRlsflg.

Wherein the BSGCtlRlsflg flag needs to take into account the limitations of several boundary conditions, which should include, but are not limited to, the boundary conditions that the secondary idle function activates only when all set boundary conditions are met.

The difference value between 1) ambient temperature, 2) engine water temperature, 3) 48V battery pack temperature, 4) 48V battery pack SOC, 5) ambient pressure, 6) engine start success time, 7) non-catalyst heating working condition, 8) no GPF parking regeneration request, 9) actual rotation speed and target rotation speed is in a certain range.

The request EMS releases the reserved state identifier EngResRlsflg, which needs to be comprehensively determined based on the deviation condition of the engine speed and the condition of the speed change rate.

As in fig. 3, the calculation may be performed under the following conditions, and the state flag EngResRlsflg for requesting the engine release torque reservation may be set when all of the following conditions are satisfied.

1) The idle auxiliary function is activated.

2) The deviation dn between the actual rotation speed of the engine and the target is larger than a threshold valueOr dn_w is greater than the threshold +.>And the engine speed change rate ngafil is lower than a certain value +.>Wherein->The value of (2) should be greater than +.>。

As described above, the idle speed control method, which realizes the calculation and distribution of the idle speed demand torque, is the core scheme of the present application.

As shown in fig. 3, the control torque of the gasoline engine is divided into a gas path demand torque and a fire path demand torque; the method is used for controlling the air inflow, the fuel injection quantity and the ignition angle of the rear-end engine respectively, so that the idling control process also needs to calculate and analyze from two paths of the fire path torque requirement and the gas path torque requirement.

The idling total required torque of the engine mainly overcomes the self resistance torque and the torque of peripheral accessories of the engine such as an air conditioner generator and the like under the idling working condition. The torque of the pre-control part mainly comprises the resistance moment of the engine and peripheral accessories, the torque of the PID controller is calculated in real time according to the deviation dn of the actual rotating speed and the target rotating speed of the engine, and the output torque of the PID controller is disassembled into two parts PD and I, wherein the PD part is jointly realized by a BSG motor and the engine, and the torque of the I part is still realized by the engine like the traditional system.

In the method, the result of the PD part mainly reflects the torque adjustment quantity when the rotation speed of the engine is dynamically deviated, and the main aim is to realize the quick response of the rotation speed in the dynamic process, and the BSG motor participates in the realization of the torque of the PD part, so that the torque response speed can be improved, and the engine can work in a state of low torque reservation or even no torque reservation, thereby greatly improving the combustion efficiency of the engine. The result of the part I reflects the deviation of the resistance moment and the pre-control torque of the whole system, particularly the engine side, so that the torque demand of the part I is still realized by the engine, and the phenomenon that the BSG electric quantity is unbalanced due to the fact that the resistance moment deviation of the engine side is added to the BSG motor side can be effectively avoided.

Torque ligov_trqpdbsg achieved by decoupling the idle control unit to the BSG can be achieved by equation 5.

（5）。

In the formula 5, the components are,indicating an idle speed in which additional compensation of the motor is required during idle speed conditionsTorque of adjusting part>Andindicating the torque values of the parts P and D of the train calculated by the PID controller, ++>A maximum torque value, namely BSGtrqSptMax, representing that the BSG motor can participate in idle speed regulation under idle speed working condition>The minimum torque value that the BSG motor can participate in idle speed regulation, i.e., BSGtrqSptMin, is indicated at idle. />Representing the sum of the torques of the PD part and +.>Get big, then add +.>Taking small.

The road demand torque achieved by the engine of the present application can be calculated by equation 6.

（6）。

In 6Representing the torque demand of the road eventually realized by the engine, i.e. SpdtrqSet, < > -in fig. 3>The total torque of the pre-control section is represented, which includes the engine reverse drag torque, the accessory drag torque of the air conditioner and the like, and the basic power generation demand torque of the generator, that is, spdtrqpre in fig. 3, which can be calculated by equation 7. />For the torque value of part I, < >>And->Indicating the torque values of the parts P and D of the train calculated by the PID controller, ++>Indicating the torque of the idle speed adjustment portion of the motor that requires additional compensation during idle conditions.

（7）。

In the formula 7, the components are,representing the self-resistance moment of the engine>The sum of all the accessory torques representing the torques to be directly supplied by the engine except the BSG motor, which in this embodiment typically includes an air conditioner or the like, tsty represents the basic charging torque, i.e. BSGtrqDesSty in fig. 3, and the absolute value is required as the required supplementary torque.

The final required torque of the engine under idle working condition(i.e., trqSet in FIG. 3) and the calculated output of the present application>Identical, i.e.)>。

In the embodiment of the application, the processing of the air path required torque is slightly different from that of a fire path, so that the fluctuation of the air path torque of the engine is avoided to be unfavorable for idle speed stability control, the P-term adjustment of the air path often needs to use different control parameters from the P-term of the fire path, and meanwhile, the idle speed air path required torque is completely used for controlling the air inflow of the engine, so that the torque is completely realized by the engine, and the idle speed air path required torque can be calculated through a calculation of 8.

（8）。

In 8Indicating the gas circuit demand torque to be achieved by the engine, i.e. spdtrqread in fig. 3 +.>The total torque of the pre-control section is represented, which includes the engine reverse drag torque, the accessory drag torque of the air conditioner and the like, and the basic power generation demand torque of the generator, that is, spdtrqpre in fig. 3, which can be calculated by equation 7. />For the torque value of part I, < >>And->The torque values of the gas path P part and the gas path D part calculated by the PID controller are represented.

Under the idle working condition, the actual torque finally output by the gasoline engine of the embodiment is determined by the idle fire path required torque, but the torque of the gas path part needs to have a part of gas path reserve torque, namely torque reservation, besides the idle gas path required torque calculated by the idle controller. The reserved torque has the meaning of improving the response speed of the engine torque and improving the dynamic performance of idle speed control.

The value of the reserve torque is determined by both the second control unit (i.e., the idle torque reserve control unit) and the third control unit (i.e., the accessory torque reserve control unit).

The accessory torque reserve generally works in a short period of time before and after accessory opening, and returns to zero in a steady state, so as to improve the engine speed performance when the accessory is opened by increasing the torque reserve of the engine in the opening process to resist the impact of the accessory opening moment. The torque reserve required by the engine during idle conditions may be calculated in equation 9.

（9）。

In 9Indicating the total torque reserve demand of the engine,/->The base torque reserve value at idle, i.e., the SpdTrqRes value in FIG. 3, is indicated. />The torque reserve value required when the accessory is on, i.e., the ComeTrqRes value in fig. 3. />The representation will->The two torque reserve values are taken to be large. />The value of (c) is calculated and output by the accessory torque reservation unit, and no modification is required for this part of the functions in this embodiment. />And the value of (2) is outputted by the idle torque reserve control unit. This value can be calculated by equations 10 and 11.

（10）。

（11）。

T in 10 and 11 _EngResv And T _EngResv Needs to satisfy T _EngResv >T _BSGResv ，T _EngResv And T _BSGResv Respectively representing the torque reserve value required by the engine when the auxiliary idle speed is inactive and the torque reserve required by the engine when the auxiliary idle speed function is active, i.e. trqres_eng and trqres_bsg in fig. 3, respectively, both of which are achieved by calibration, in generalShould be calibrated to 0 to maximize engine combustion efficiency during idle conditions.

Torque reservation for engine demand under different conditionsTransition between trqres_eng and trqres_bsg is shown in the state transition diagram of fig. 2. Further, in order to avoid jump of the demand torque reservation, the transition process of the torque reservation should be smoothly processed.

In this embodiment, the torque reservation of the engine demand is finally calculated by switching between equations 10 and 11, and when the following two conditions are satisfied at the same time, the current torque reservation value of the engine demand will be calculated by equation 11, otherwise, the torque reservation value of the engine demand will be calculated by equation 10.

1) BSG auxiliary idle function is active, i.e. bsgctlrlsflg=true.

2) The embodiment of the application requests the EMS to release the idle torque reservation request to be invalid, i.e. engresrlsflg=false.

In formulae 10 and 11Representing from->Transition to->Rate of->Representing from->Transition to->Rate of->And->All by calibration, generally should be such that +.>。

The gas circuit torque to be realized by the final engine comprises an idle gas circuit part torque SpdtrqLead and a reserved torqueThe final desired gas path torque may be calculated by equation 12.

（12）。

In 12The final gas path demand torque for the engine is shown, namely TrqLead in fig. 3. />The calculated output gas path demand torque of this embodiment is shown as SpdtrqLead, ++>Indicating the total reserve torque demand.

After the final required torque of the engine and the final required torque of the gas circuit are calculated and output, the corresponding required torque parameters TrqSet and TrqLead are converted into the engine air intake, fuel injection and ignition control parameters by the required torque-to-control parameter conversion unit, and then the control parameters-to-control signal conversion unit generates corresponding control signals to control the electro-mechanical injection components to execute corresponding actions. The required torque to control parameter conversion unit and the control parameter to control signal conversion unit belong to common systems and are not described in detail.

Under the idle working condition, the BSG is introduced into idle speed regulation, so that idle speed reserve torque of an engine is reduced or even closed, combustion efficiency of the engine is improved, idle speed oil consumption is reduced, and overall economy is improved; the BSG participates in idle speed regulation, the stability of idle speed is further improved by utilizing the characteristic of high torque response speed of the motor, and the BSG can flexibly request the engine to release torque reservation under the dynamic working condition that the engine is impacted and has larger rotation speed fluctuation, so that the rotation speed performance of the dynamic working condition is improved; the integral part torque of the idle speed control method for reflecting the resistance moment deviation of the engine is still completely realized by the engine, and the resistance moment deviation on the engine side is prevented from acting on the motor end of the BSG, so that the method can keep the electric quantity balance of the energy storage unit.

It should be noted that the foregoing examples are merely for clearly illustrating the technical solution of the present application, and those skilled in the art will understand that the embodiments of the present application are not limited to the foregoing, and that obvious changes, substitutions or alterations can be made based on the foregoing without departing from the scope covered by the technical solution of the present application; other embodiments will fall within the scope of the application without departing from the inventive concept.

Claims

1. The idle speed control method is characterized by comprising the steps of obtaining first working condition information, wherein the first working condition information comprises the whole vehicle electric quantity consumption and the SOC state of a storage battery, which are obtained by a first control unit; the first control unit determines a first torque demand according to the first working condition information; determining an upper torque adjustment limit and a lower torque adjustment limit according to the first torque demand, and sending the upper torque adjustment limit and the lower torque adjustment limit to an idle speed control unit; the idle speed control unit calculates a first compensation torque according to the torque adjustment upper limit and the torque adjustment lower limit, and sends the first compensation torque to the first control unit; the first control unit synthesizes the first compensation torque and the first torque demand to obtain a second torque demand, and sends the second torque demand to a second execution unit to realize auxiliary regulation of idle speed; the idle speed control unit calculates a first required torque according to the first torque requirement and the first compensation torque, and sends the first required torque to the first execution unit; the idle speed control unit also calculates a second required torque according to the first torque requirement and sends the second required torque to the first comprehensive unit; the first control unit also sends a first status flag and a second status flag to the second control unit.

2. The method of claim 1, wherein: the second control unit outputs a preset torque parameter to a first comprehensive unit according to the logic operation result of the first state mark and the second state mark; the first comprehensive unit receives a second reserved torque from the second control unit and a third reserved torque from the third control unit, and takes the larger of the second reserved torque and the third reserved torque as a first reserved torque; summing the first reserved torque and the second required torque to obtain a first reserved torque; transmitting the first reserve torque to a first execution unit; the third control unit is an accessory torque reserved control unit and is used for reserving adjustment quantity for load disturbance of engine accessories.

3. The method of claim 1, wherein: the second control unit reserves a control unit for idle torque.

4. The method of claim 1, wherein: the first state mark is an auxiliary idle speed function mark; calculating the torque adjustment upper limit and the torque adjustment lower limit when the first status flag is true, i.e., the auxiliary idle function flag is valid; and when the first state mark is false, namely the auxiliary idle function mark is invalid, the torque adjustment upper limit and the torque adjustment lower limit are set to be zero.

5. The method of claim 1, wherein: the second state mark is a reserved mark for requesting the engine to release torque and is used for selecting/switching different preset values according to the working condition of the engine.

6. The method of claim 5, wherein: the second state mark is a torque reservation mark which is required to be released by the engine management system; the second state mark is determined according to the rotating speed deviation and the rotating speed change of the engine; when the first state mark is true and the deviation between the actual engine speed and the target is greater than a first threshold value; or when the first state mark is true and the deviation between the actual engine speed and the target speed is greater than a second threshold value and the engine speed change rate is lower than a third threshold value; setting the second status flag; wherein the first threshold is greater than the second threshold.

7. The method of claim 2, wherein; the second reserved torque is a reserved torque value under an idle working condition; when the first state flag is true and the second state flag is false, the second reserved torque takes a first calibration value; and when the first state mark is false and/or the second state mark is true, the second reserved torque takes a second calibration value.

8. The method of claim 7, wherein; and smoothing the first calibration value and the second calibration value to obtain the second reserved torque.

9. The method of claim 1, wherein; the first demand torque is a train demand torque.

10. The method of claim 1, wherein: the first execution unit includes: a required torque-to-control parameter conversion unit; a control parameter-to-control signal conversion unit; the control parameter-to-control signal conversion unit outputs an air inlet control signal, an oil injection control signal and an ignition control signal to realize the control of the engine.

11. An idle speed control apparatus comprising: the device comprises a working condition detection unit (100), a parameter resolving unit (200) and a driving control unit (300); the working condition detection unit comprises a first control unit, wherein the first control unit is used for acquiring first working condition information, and the first working condition information comprises the electric quantity consumption of the whole vehicle and the SOC state of a storage battery; determining a first torque demand according to the first working condition information, determining a torque adjustment upper limit and a torque adjustment lower limit according to the first torque demand, and sending the torque adjustment upper limit and the torque adjustment lower limit to a parameter resolving unit; the parameter resolving unit comprises an idle speed control unit and is used for calculating control parameters required by the driving control unit; the control parameters include a first compensation torque, a first demand torque, and a second demand torque; the idle speed control unit calculates a first compensation torque according to the torque adjustment upper limit and the torque adjustment lower limit, and sends the first compensation torque to the first control unit; the first control unit synthesizes the first compensation torque and the first torque demand to obtain a second torque demand, and sends the second torque demand to a second execution unit to realize auxiliary regulation of idle speed; the idle speed control unit calculates a first required torque according to the first torque requirement and the first compensation torque, and sends the first required torque to the drive control unit; the idle speed control unit also calculates a second required torque according to the first torque requirement and sends the second required torque to the first comprehensive unit; the first control unit also sends a first status flag and a second status flag to the second control unit.

12. The idle speed control device of claim 11, wherein: the second control unit outputs a preset torque parameter to a first comprehensive unit according to the logic operation result of the first state mark and the second state mark; the first comprehensive unit receives a second reserved torque from the second control unit and a third reserved torque from the third control unit, and takes the larger of the second reserved torque and the third reserved torque as a first reserved torque; summing the first reserved torque and the second required torque to obtain a first reserved torque; transmitting the first reserve torque to the drive control unit; the first control unit is powered by 48V or 12V.

13. A computer-readable storage medium, comprising: a storage medium body for storing a computer program; the computer program, when executed by a microprocessor, is adapted to carry out the method according to any one of claims 1-10.

14. An economizer, comprising: the idle speed control device according to claim 11 or 12; and/or a computer readable storage medium as claimed in claim 13.

15. A vehicle, comprising: the idle speed control device according to claim 11 or 12; and/or the fuel economizer of claim 14; and/or a computer readable storage medium as claimed in claim 13.