CN113815408A - Dynamic energy recovery method for engine - Google Patents
Dynamic energy recovery method for engine Download PDFInfo
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- CN113815408A CN113815408A CN202111129710.0A CN202111129710A CN113815408A CN 113815408 A CN113815408 A CN 113815408A CN 202111129710 A CN202111129710 A CN 202111129710A CN 113815408 A CN113815408 A CN 113815408A
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- 238000011084 recovery Methods 0.000 title claims abstract description 146
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- 238000010248 power generation Methods 0.000 abstract description 3
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- 239000003921 oil Substances 0.000 description 2
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K25/00—Auxiliary drives
- B60K25/10—Auxiliary drives directly from oscillating movements due to vehicle running motion, e.g. suspension movement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
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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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K25/00—Auxiliary drives
- B60K25/10—Auxiliary drives directly from oscillating movements due to vehicle running motion, e.g. suspension movement
- B60K2025/103—Auxiliary drives directly from oscillating movements due to vehicle running motion, e.g. suspension movement by electric means
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention provides a method for recovering dynamic energy of an engine, which comprises the following steps: calculating the current external road function mode of the vehicle according to the atmospheric pressure, the ambient temperature and the accelerator state information under the vehicle running state; calculating to obtain an energy recovery mode required to be adopted by the engine according to the current external road function mode of the vehicle and the current state information of the vehicle; and calculating and generating a control command according to the energy recovery mode and the current state information of the vehicle. The invention can respectively carry out power generation and air energy collection through the generator and the air compressor when the whole vehicle slides and brakes, and apply the electric energy and the air energy in other states.
Description
Technical Field
The invention belongs to the technical field of dynamic engine dynamic energy recovery calculation, and particularly relates to an engine dynamic energy recovery method.
Background
In the running process of the vehicle, the whole vehicle is accelerated and decelerated and suddenly stops, but the power requirement is sharply deepened in the running process, so that the energy provided by an engine is excessive, and a driver is often sharply caused.
The engine provides torque output for the whole vehicle according to the power requirement of a driver, the fresh air intake quantity is comprehensively considered according to the accelerator opening and the change state of the engine, but the torque output of the engine is basically consistent with the accelerator change under the condition that the fresh air intake quantity is met due to the rapid change of the running environment of the whole vehicle, and the energy is collected when the whole vehicle and the engine do not change the relative quantity of the engine.
The prior art can not immediately respond to the accelerator of the whole vehicle (namely the power value required by a driver) when the dynamic change of the whole vehicle (such as switching of various states of starting, accelerating, stopping, starting and the like) is changed, when the requirement of the driver on the vehicle speed is met, the driver can slightly step on a brake because the vehicle speed is still increased, and the energy recovery and utilization of the states of the brake and the like are not carried out, so that the energy loss of the whole vehicle is caused; when a driver needs to stop the vehicle, the driver can step on the brake in an emergency, and the accessory power is not controlled, so that the energy waste is caused.
Disclosure of Invention
The invention aims to solve the defects in the prior art, and provides a method for recovering dynamic energy of an engine, which can respectively carry out power generation and air energy collection through a generator and an air compressor when a whole vehicle slides and brakes, and can apply electric energy and air energy in other states.
The technical scheme adopted by the invention is as follows: a method for recovering dynamic energy of an engine is characterized in that: the method comprises the following steps:
the method comprises the steps of firstly, acquiring atmospheric pressure, ambient temperature and accelerator state information under a vehicle running state in real time;
secondly, calculating the current external road function mode of the vehicle according to the atmospheric pressure, the ambient temperature and the accelerator state information under the vehicle running state; the external road function mode is used for representing the environmental information of the vehicle in the current running state;
thirdly, acquiring the current state information of the vehicle;
fourthly, calculating an energy recovery mode required to be adopted by the engine according to the current external road function mode of the vehicle and the current state information of the vehicle; the energy recovery mode is used for representing that the vehicle controller selects an executed control logic strategy based on the external road function mode where the vehicle is located and the current state information of the vehicle;
and fifthly, calculating and generating a control command according to the selected energy recovery mode and the current state information of the vehicle.
In the above technical solution, the external road function mode includes: a cold zone mode, a hot zone mode, a high altitude mode, a plain mode, a downhill mode and an uphill mode; the cold region mode represents that the vehicle is judged to be in a cold region according to the environment temperature and the accelerator state information of the environment where the vehicle is located, which are acquired in real time; the hot area mode represents that the vehicle is judged to be in a hot area according to the environment temperature and the accelerator state information of the environment where the vehicle is located, which are acquired in real time; the plain mode indicates that the vehicle is judged to be in a plain area according to the real-time collected atmospheric pressure, ambient temperature and accelerator state information of the environment where the vehicle is located; the high-altitude mode is used for judging that the vehicle is in a high-altitude area according to the real-time collected atmospheric pressure and accelerator state information of the environment where the vehicle is located; the downhill mode means that the vehicle is judged to be in a downhill state according to the atmospheric pressure and the accelerator state information of the environment where the vehicle is located, which are acquired in real time; and the uphill mode is used for judging that the vehicle is in an uphill state according to the atmospheric pressure and the accelerator state information of the environment where the vehicle is located, which are acquired in real time.
Wherein, the judgment condition of the cold region mode is as follows: when the throttle signal is at 0 and the ambient temperature is significantly below minus 10 ℃, atmospheric pressure may not be the decision condition.
The determination conditions of the hot zone mode are as follows: when the throttle signal is at 0, and the ambient temperature is significantly higher than 40 ℃, the atmospheric pressure may not be the determination condition.
The plain mode is determined under the following conditions: within 1 minute, when the throttle signal is not at 0, and the ambient temperature change curve is less than 5 ℃, and the barometric pressure change is less than 10 Hpa.
The determination conditions for the high altitude mode are: when the throttle signal is not at 0, the ambient temperature may not be used as a determination condition, and the atmospheric pressure is lower than 75 Hpa.
The determination conditions for the downhill mode are: when the throttle signal is at 0 in 1 minute, the ambient temperature may not be the judgment condition, and the atmospheric pressure changes (at this time, the pressure is reduced by the last minute pressure value) by 2 Hpa.
The determination conditions for the uphill mode are: when the throttle signal is not 0 in 1 minute, the ambient temperature may not be used as a judgment condition, and the atmospheric pressure changes (at this time, the pressure is reduced by the last minute pressure value) -2 Hpa.
In the above technical solution, the current state information of the vehicle acquired in the third step includes: clutch signals, gear, vehicle speed, brake status, engine speed, air tank pressure, fan speed, and engine torque response values.
In the technical scheme, the energy recovery mode is obtained by calculating according to the external road function mode, the accelerator state information, the clutch signal, the gear, the vehicle speed and the braking state in the fourth step.
In the above technical solution, the energy recovery mode includes an energy recovery waiting mode and a vehicle energy recovery mode; wherein the energy recovery waiting mode is used for representing that the current state of the vehicle has no energy recovery requirement but has a control logic strategy waiting for executing the energy recovery operation condition; the vehicle energy recovery mode is used for representing that the current state of the vehicle has an energy recovery requirement and a control logic strategy for executing the energy recovery operation condition.
In the technical scheme, in the fourth step, the real-time accelerator size and accelerator change rate are obtained according to accelerator state information, the real-time vehicle speed size and vehicle speed change rate are obtained according to vehicle speed information, and the real-time braking frequency is obtained according to a braking signal; and obtaining the real-time clutch signal change rate according to the clutch signal, and judging the current energy recovery requirement of the vehicle based on the real-time data of the accelerator size, the accelerator change rate, the vehicle speed size, the vehicle speed change rate, the braking frequency, the clutch signal change rate and the gear signal.
In the fourth step, a first calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the throttle change rate where the real-time throttle change rate is located, obtaining a second calibration value corresponding to the threshold value interval according to the threshold value interval of the accelerator where the real-time accelerator is positioned, obtaining a third calibration value corresponding to the threshold value interval according to the vehicle speed change rate threshold value interval in which the real-time vehicle speed change rate is positioned, obtaining a fourth calibration value corresponding to the threshold value interval according to the real-time vehicle speed threshold value interval in which the vehicle speed is, obtaining a fifth calibration value corresponding to the threshold interval according to the threshold interval of the gear in which the real-time gear signal is located, obtaining a sixth calibration value corresponding to the threshold interval according to the threshold interval of the braking frequency in which the real-time braking frequency is located, obtaining a seventh calibration value corresponding to the threshold value interval according to the clutch signal change threshold value interval in which the real-time clutch signal change rate is positioned; acquiring an eighth calibration value corresponding to the external road function mode according to the external road function mode in which the vehicle is located in real time; determining the current energy recovery requirement of the vehicle according to a calibration value threshold value interval corresponding to the sum of the first calibration value, the second calibration value, the third calibration value, the fourth calibration value, the fifth calibration value, the sixth calibration value, the seventh calibration value and the eighth calibration value; the calibration threshold value interval comprises two intervals, one interval corresponds to the fact that the vehicle does not have the energy recovery requirement at present, and the other interval corresponds to the fact that the vehicle does not have the energy recovery requirement at present.
In the technical scheme, in the fifth step, the current power consumption of the engine accessories is calculated according to the real-time air tank pressure and the fan rotating speed; when the engine accessory power consumption can judge the maximum time for maintaining the energy recovery, the energy recovery of the engine is limited when the engine accessory power consumption maintains the maximum value. Judging the current operation condition of the engine according to the real-time engine rotating speed and the engine torque response value; and determining whether to execute the control strategy corresponding to the energy recovery mode determined in the fourth step or not according to the current working condition of the engine.
In the above technical solution, in the fifth step, when it is determined that the operation of the engine is in a high load state, the execution of the control strategy corresponding to the energy recovery mode determined in the fourth step is cancelled, both the generator clutch signal and the air compressor clutch signal are set to 0, and the generator and the air compressor are disengaged; and when the operating condition of the engine is judged to be in the no-torque demand state, executing and outputting a corresponding control command according to the control strategy corresponding to the energy recovery mode determined in the fourth step.
In the technical scheme, in the fifth step, when the energy recovery mode is the energy recovery waiting mode, firstly, the state of an air tank and the voltage state of the whole vehicle are judged, when the voltage of the air tank and the battery of the whole vehicle does not meet the application requirement, the motor clutch signal and the air compressor clutch signal are output to be 1 temporarily, and when the voltage of the air tank and the battery of the whole vehicle meet the application requirement, the motor clutch signal and the air compressor clutch signal are output to be 0; and when the energy recovery mode is the whole vehicle energy recovery mode, the motor clutch signal and the air clutch signal are output to be set to be 1.
The invention has the beneficial effects that: the invention provides a dynamic energy recovery method for an engine. The method can predict the dynamic response of the engine, and the torque control coefficient of the engine is constructed by applying the control state of the whole vehicle, the engine state and the external state. The invention applies multiple dimensions, comprises accessory power states such as air tank pressure, fan rotating speed and the like, and timely comprises engine torque requirements, and reduces the maximum peak value of engine response when the engine rises and changes, so that less oil injection is performed under the same throttle, and the oil consumption is greatly reduced. The technical scheme adopted by the invention mainly depends on variable parameters acquired by the EECU, mainly comprises atmospheric pressure, ambient temperature, an accelerator, vehicle speed, rotating speed, torque, gears, a clutch, an air tank, a fan and brake signals, and obtains an energy recovery waiting mode and an energy recovery mode. The EECU relies on the energy recovery standby mode, the entire vehicle energy recovery mode, the engine speed, the air tank pressure, the fan speed, and the engine torque response value to assert the engine motor clutch signal and the air compressor clutch signal values to control the engine and the air compressor. The invention can effectively realize that the power generation and the air energy collection can be respectively carried out by the generator and the air compressor when the whole vehicle slides and brakes, and the electric energy and the air energy can be applied in other states.
Drawings
FIG. 1 is a schematic flow chart of the present invention.
Detailed Description
The invention will be further described in detail with reference to the following drawings and specific examples, which are not intended to limit the invention, but are for clear understanding.
As shown in FIG. 1, the invention provides a method for recovering dynamic energy of an engine, which specifically comprises the following steps:
the method comprises the steps of firstly, acquiring atmospheric pressure, ambient temperature and accelerator state information under the vehicle running state in real time.
The invention mainly depends on variable parameters collected by the EECU, and mainly comprises state information of atmospheric pressure, ambient temperature, an accelerator, vehicle speed, rotating speed, torque, gears, a clutch, an air tank, a fan and brake signals.
Secondly, calculating the current external road function mode of the vehicle according to the atmospheric pressure, the ambient temperature and the accelerator state information under the vehicle running state; the external road function mode is used for representing environmental information of the vehicle in the current running state.
The external road function mode includes: a cold zone mode, a hot zone mode, a high altitude mode, a plain mode, a downhill mode and an uphill mode; the cold region mode represents that the vehicle is judged to be in a cold region according to the real-time collected atmospheric pressure, ambient temperature and accelerator state information of the environment where the vehicle is located; the hot area mode represents that the vehicle is judged to be in a hot area according to the real-time collected atmospheric pressure, ambient temperature and accelerator state information of the environment where the vehicle is located; the plain mode indicates that the vehicle is judged to be in a plain area according to the real-time collected atmospheric pressure, ambient temperature and accelerator state information of the environment where the vehicle is located; the high-altitude mode is used for judging that the vehicle is in a high-altitude area according to the real-time collected atmospheric pressure, ambient temperature and accelerator state information of the environment where the vehicle is located; the downhill mode means that the vehicle is judged to be in a downhill state according to the atmospheric pressure, the ambient temperature and the accelerator state information of the environment where the vehicle is located, which are acquired in real time; and the uphill mode means that the vehicle is judged to be in an uphill state according to the atmospheric pressure, the ambient temperature and the accelerator state information of the environment where the vehicle is located, which are acquired in real time.
Wherein, the judgment condition of the cold region mode is as follows: when the throttle signal is at 0 and the ambient temperature is significantly below minus 10 ℃, atmospheric pressure may not be the decision condition.
The determination conditions of the hot zone mode are as follows: when the throttle signal is at 0, and the ambient temperature is significantly higher than 40 ℃, the atmospheric pressure may not be the determination condition.
The plain mode is determined under the following conditions: within 1 minute, when the throttle signal is not at 0, and the ambient temperature change curve is less than 5 ℃, and the barometric pressure change is less than 10 Hpa.
The determination conditions for the high altitude mode are: when the throttle signal is not at 0, the ambient temperature may not be used as a determination condition, and the atmospheric pressure is lower than 75 Hpa.
The determination conditions for the downhill mode are: when the throttle signal is at 0 in 1 minute, the ambient temperature may not be the judgment condition, and the atmospheric pressure changes (at this time, the pressure is reduced by the last minute pressure value) by 2 Hpa.
And thirdly, acquiring the current state information of the vehicle. The acquired current state information of the vehicle comprises: clutch signals, gear, vehicle speed, brake status, engine speed, air tank pressure, fan speed, and engine torque response values. The engine torque state coefficient is calculated according to the engine oil amount, the engine intake pressure/intake air flow (one of the engine intake pressure and the engine intake air flow), the intake air temperature and the engine rotating speed according to an engine state algorithm, the engine torque state coefficient is used as a basis for judging power inertia in a transmission chain of a finished automobile, and a judgment condition for correcting the intervention time in the energy recovery mode is given, if the engine torque state coefficient is originally in the environment of the finished automobile, when the engine torque state coefficient is 1.1, an original accelerator is 0 and is maintained for 0.5s, the system can enter the energy recovery mode, and when the engine torque state coefficient is 1.2, the original accelerator is 0 and is maintained for 0.45s, the system can enter the energy recovery mode.
Fourthly, calculating to obtain an energy recovery mode which is required to be adopted by the engine at present according to the function mode of the external road where the vehicle is located at present and the current state information of the vehicle; the energy recovery mode is used for indicating that the vehicle controller selects an executed control logic strategy based on the external road function mode where the vehicle is located and the current state information of the vehicle.
Specifically, in the fourth step, an energy recovery mode is calculated according to the external road function mode, the accelerator state information, the clutch signal, the gear, the vehicle speed and the brake state.
Furthermore, in the fourth step, the real-time accelerator size and accelerator change rate are obtained according to the accelerator state information, the real-time vehicle speed size and vehicle speed change rate are obtained according to the vehicle speed information, and the real-time braking frequency is obtained according to the braking signal; and obtaining the real-time clutch signal change rate according to the clutch signal, and judging the current energy recovery requirement of the vehicle based on the real-time data of the accelerator size, the accelerator change rate, the vehicle speed size, the vehicle speed change rate, the braking frequency and the clutch signal change rate.
Preferably, in the fourth step, the first calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the throttle change rate where the real-time throttle change rate is located, obtaining a second calibration value corresponding to the threshold value interval according to the threshold value interval of the accelerator where the real-time accelerator is positioned, obtaining a third calibration value corresponding to the threshold value interval according to the vehicle speed change rate threshold value interval in which the real-time vehicle speed change rate is positioned, obtaining a fourth calibration value corresponding to the threshold value interval according to the real-time vehicle speed threshold value interval in which the vehicle speed is, obtaining a fifth calibration value corresponding to the threshold interval according to the threshold interval of the gear in which the real-time gear signal is located, obtaining a sixth calibration value corresponding to the threshold interval according to the threshold interval of the braking frequency in which the real-time braking frequency is located, obtaining a seventh calibration value corresponding to the threshold value interval according to the clutch signal change threshold value interval in which the real-time clutch signal change rate is positioned; acquiring an eighth calibration value corresponding to the external road function mode according to the external road function mode in which the vehicle is located in real time; determining the current energy recovery requirement of the vehicle according to a calibration value threshold value interval corresponding to the sum of the first calibration value, the second calibration value, the third calibration value, the fourth calibration value, the fifth calibration value, the sixth calibration value, the seventh calibration value and the eighth calibration value; the calibration threshold value interval comprises two intervals, one interval corresponds to the fact that the vehicle does not have the energy recovery requirement at present, and the other interval corresponds to the fact that the vehicle does not have the energy recovery requirement at present.
The throttle change rate threshold interval, the throttle threshold interval, the vehicle speed change rate threshold interval, the vehicle speed threshold interval, the gear threshold interval, the braking frequency threshold interval, the specific digital range setting of the clutch signal change threshold interval, and the calibration value corresponding to each threshold interval can be adjusted according to different vehicle types and engine horsepower. And when the sum of the first calibration value, the second calibration value, the third calibration value, the fourth calibration value, the fifth calibration value, the sixth calibration value, the seventh calibration value and the eighth calibration value is 0, the fact that the vehicle does not have an energy recovery requirement currently is represented. And when the sum of the first calibration value, the second calibration value, the third calibration value, the fourth calibration value, the fifth calibration value, the sixth calibration value, the seventh calibration value and the eighth calibration value is 1, indicating that the vehicle currently has an energy recovery demand.
The eighth calibration value values corresponding to the cold region mode, the hot region mode, the high altitude mode, the plain mode, the downhill mode and the uphill mode can be set to be 1,2,3,4,5 and 6.
In cold mode, throttle is 0, which is maintained for 0.5s, clutch signal is 1, gear is not 0, gear is 1/2 from highest gear to highest gear, vehicle speed is 10 to 120km/s, and its braking period is higher than 4 times in 1 minute. And calculating the current energy recovery requirement of the vehicle by the method provided by the fourth step.
In the hot zone mode, throttle is 0, which is maintained for 0.3s, clutch signal is 1, gear is not 0, gear is 1/4 from highest gear to highest gear, vehicle speed is 10 to 120km/s, and its braking period is higher than 3 times in 1 minute. And calculating the current energy recovery requirement of the vehicle by the method provided by the fourth step.
In high altitude mode, throttle is 0, which is maintained for 0.4s, clutch signal is 1, gear is not 0, gear is 1/3 from highest gear to highest gear, vehicle speed is 10 to 120km/s, and its braking period is higher than 2 times in 1 minute. And calculating the current energy recovery requirement of the vehicle by the method provided by the fourth step.
In downhill mode, the throttle is 0, which is maintained for 0.1s, the clutch signal is 1, the gear is not 0, the gear is 1/3 from the highest gear to the highest gear, the vehicle speed is 0 to 120km/s, and its braking period is higher than 1 time in 1 minute. And calculating the current energy recovery requirement of the vehicle by the method provided by the fourth step.
In uphill mode, throttle is 0, which is maintained for 0.6s, clutch signal is 1, gear is not 0, gear is 2/3 from highest gear to highest gear, vehicle speed is 40 to 120km/s, and its braking period is higher than 2 times in 1 minute. And calculating the current energy recovery requirement of the vehicle by the method provided by the fourth step.
And fifthly, calculating and generating a control command according to the selected energy recovery mode and the current state information of the vehicle.
In the fifth step, the current power consumption of the engine accessories is calculated according to the real-time air tank pressure and the fan rotating speed; when the engine accessory power consumption can judge the maximum time for maintaining the energy recovery, the energy recovery of the engine is limited when the engine accessory power consumption maintains the maximum value. Judging the current operation condition of the engine according to the real-time engine rotating speed and the engine torque response value; and determining whether to execute the control strategy corresponding to the energy recovery mode determined in the fourth step or not according to the current working condition of the engine.
Specifically, in the fifth step, when it is determined that the engine is operating in a high load state, the execution of the control strategy corresponding to the energy recovery mode determined in the fourth step is cancelled, both the generator clutch signal and the air compressor clutch signal are set to 0, and the generator and the air compressor are disengaged; and when the operating condition of the engine is judged to be in the no-torque demand state, executing and outputting a corresponding control command according to the control strategy corresponding to the energy recovery mode determined in the fourth step.
Furthermore, in the fifth step, when the energy recovery mode is the energy recovery waiting mode, firstly, the state of the air tank and the voltage state of the whole vehicle are judged, when the voltage of the air tank and the battery of the whole vehicle does not meet the application requirement, the motor clutch signal and the air compressor clutch signal are output to be 1 temporarily, and when the voltage of the air tank and the battery of the whole vehicle meets the application requirement, the motor clutch signal and the air compressor clutch signal are output to be 0; when the energy recovery mode is the whole vehicle energy recovery mode, the motor clutch signal and the air clutch signal are output to be set to be 1.
The invention provides an engine dynamic energy recovery system which comprises an external environment algorithm module, an energy recovery mode algorithm module and an energy recovery execution algorithm module.
The external environment algorithm module is used for calculating an external road function mode where the vehicle is located according to real-time atmospheric pressure, ambient temperature and accelerator information, and sending the calculated external road function mode where the vehicle is located to the energy recovery mode algorithm module. The external road function mode is used for representing environmental information of the vehicle in the current running state. The external road function mode includes: a cold zone mode, a hot zone mode, a high altitude mode, a plain mode, a downhill mode, and an uphill mode.
The energy recovery mode algorithm module is used for calculating to obtain an energy recovery mode which is required to be adopted by the engine at present according to the received external road function mode and real-time accelerator, clutch signals, gears, vehicle speed and brake information; the energy recovery mode is used for indicating that the vehicle controller selects an executed control logic strategy based on the external road function mode where the vehicle is located and the current state information of the vehicle.
The energy recovery mode algorithm module is provided with an accelerator change rate threshold interval, an accelerator threshold interval, a vehicle speed change rate threshold interval, a vehicle speed threshold interval, a gear threshold interval, a braking frequency threshold interval, a specific digital range setting of a clutch signal change threshold interval and a calibration value corresponding to each threshold interval. And the energy recovery mode algorithm module is internally provided with eighth calibration value values corresponding to a cold region mode, a hot region mode, a high altitude mode, a plain mode, a downhill mode and an uphill mode respectively. The energy recovery mode algorithm module obtains a first calibration value corresponding to a threshold value interval according to the threshold value interval of the throttle change rate where the real-time throttle change rate is located, obtaining a second calibration value corresponding to the threshold value interval according to the threshold value interval of the accelerator where the real-time accelerator is positioned, obtaining a third calibration value corresponding to the threshold value interval according to the vehicle speed change rate threshold value interval in which the real-time vehicle speed change rate is positioned, obtaining a fourth calibration value corresponding to the threshold value interval according to the real-time vehicle speed threshold value interval in which the vehicle speed is, obtaining a fifth calibration value corresponding to the threshold interval according to the threshold interval of the gear in which the real-time gear signal is located, obtaining a sixth calibration value corresponding to the threshold interval according to the threshold interval of the braking frequency in which the real-time braking frequency is located, and obtaining a seventh calibration value corresponding to the threshold value interval according to the clutch signal change threshold value interval in which the real-time clutch signal change rate is positioned. And acquiring an eighth calibration value corresponding to the external road function mode according to the external road function mode in which the vehicle is located in real time. And the energy recovery mode algorithm module calculates a calibration value threshold value interval corresponding to the sum of the first calibration value, the second calibration value, the third calibration value, the fourth calibration value, the fifth calibration value, the sixth calibration value, the seventh calibration value and the eighth calibration value to determine the current energy recovery requirement of the vehicle. And when the sum of the first calibration value, the second calibration value, the third calibration value, the fourth calibration value, the fifth calibration value, the sixth calibration value, the seventh calibration value and the eighth calibration value is 0, the energy recovery mode algorithm module judges that the vehicle does not have an energy recovery requirement currently. And when the sum of the first calibration value, the second calibration value, the third calibration value, the fourth calibration value, the fifth calibration value, the sixth calibration value, the seventh calibration value and the eighth calibration value is 1, the energy recovery mode algorithm module judges that the vehicle has an energy recovery requirement currently.
The energy recovery mode algorithm module confirms to select a capacity recovery waiting mode or a whole vehicle energy recovery mode based on the external road function mode and the current energy recovery requirement of the vehicle, and the selected energy recovery mode information is used as an energy recovery execution algorithm module.
The energy recovery execution algorithm module calculates the current power consumption of the engine accessories according to the air tank pressure and the fan rotating speed received in real time; and judging the current operation condition of the engine according to the engine rotating speed and the engine torque response value received in real time. And the energy recovery execution algorithm module determines whether to execute the control strategy corresponding to the energy recovery mode determined in the fourth step according to the current working condition of the engine.
And when the energy recovery execution algorithm module judges that the engine is in a high-load state, the control strategy corresponding to the energy recovery mode output by the energy recovery mode algorithm module is not executed. The energy recovery execution algorithm module outputs a control command, sets the generator clutch signal and the air compressor clutch signal to be 0, and enables the generator and the air compressor to be disconnected. When the energy recovery execution algorithm module judges that the operation condition of the engine is in a no-torque demand state, the energy recovery execution algorithm module outputs a control instruction, and executes and outputs the corresponding control instruction according to a control strategy corresponding to the energy recovery mode output by the energy recovery mode algorithm module.
When the energy recovery execution algorithm module judges that the received energy recovery mode is the energy recovery waiting mode, the energy recovery execution algorithm module firstly judges the state of the air tank and the voltage state of the whole vehicle. When the energy recovery execution algorithm module judges that the voltage of the air tank and the voltage of the battery of the whole vehicle do not meet the application requirements, the energy recovery execution algorithm module outputs a control instruction, and the motor clutch signal and the air compressor clutch signal are output to be set to be 1 temporarily. When the energy recovery execution algorithm module judges that the voltages of the air tank and the finished automobile battery meet the application requirements, the energy recovery execution algorithm module outputs a control command, and the motor clutch signal and the air compressor clutch signal are output to be 0.
When the energy recovery execution algorithm module judges that the received energy recovery mode is the energy recovery mode of the whole vehicle, the energy recovery execution algorithm module outputs a control instruction, and outputs a motor clutch signal and an air clutch signal to be 1.
The invention also provides a computer readable storage medium, on which an engine dynamic energy recovery method program is stored, which when executed by a vehicle controller implements the steps of the engine dynamic energy recovery method of the above solution.
Finally, it should be noted that the above embodiments are merely representative examples of the present invention. It is obvious that the invention is not limited to the above-described embodiments, but that many variations are possible. Any simple modification, equivalent change and modification made to the above embodiments in accordance with the technical spirit of the present invention should be considered to be within the scope of the present invention.
Here, it should be noted that the description of the above technical solutions is exemplary, the present specification may be embodied in different forms, and should not be construed as being limited to the technical solutions set forth herein. Rather, these descriptions are 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 present invention is limited only by the scope of the claims.
The shapes, sizes, ratios, angles, and numbers disclosed to describe aspects of the specification and claims are examples only, and thus, the specification and claims are not limited to the details shown. In the following description, when a detailed description of related known functions or configurations is determined to unnecessarily obscure the focus of the present specification and claims, the detailed description will be omitted.
Where the terms "comprising", "having" and "including" are used in this specification, there may be another part or parts unless otherwise stated, and the terms used may generally be in the singular but may also be in the plural.
It should be noted that although the terms "first," "second," "top," "bottom," "side," "other," "end," "other end," and the like may be used and used in this specification to describe various components, these components and parts should not be limited by these terms. These terms are only used to distinguish one element or section from another element or section. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, with the top and bottom elements being interchangeable or switchable with one another, where appropriate, without departing from the scope of the present description; the components at one end and the other end may be of the same or different properties to each other.
Further, in constituting the component, although it is 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 being "on.. above", "over.. below", "below", and "next", unless such words or terms are used as "exactly" or "directly", they may include cases where there is no contact or contact therebetween. If a first element is referred to as being "on" a second element, that does not mean that the first element must be above the second element in the figures. The upper and lower portions of the member will change depending on the angle of view and the change in orientation. Thus, in the drawings or in actual construction, if a first element is referred to as being "on" a second element, it can be said that the first element is "under" the second element and the first element is "over" the second element. In describing temporal relationships, unless "exactly" or "directly" is used, the description of "after", "subsequently", and "before" may include instances where there is no discontinuity between steps. The features of the various embodiments of the present invention may be partially or fully combined or spliced with each other and performed in a variety of different configurations as would 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
As will be appreciated by one skilled in the art, 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 flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams 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 noted that the above-mentioned embodiments are only for illustrating the technical solutions of the present invention and not for limiting the protection scope thereof, and although the present invention has been described in detail with reference to the above-mentioned embodiments, those skilled in the art should understand that after reading the present invention, they can make various changes, modifications or equivalents to the specific embodiments of the present invention, which are within the protection scope of the claims of the present invention
Those not described in detail in this specification are within the skill of the art.
Claims (10)
1. A method for recovering dynamic energy of an engine is characterized in that: the method comprises the following steps:
the method comprises the steps of firstly, acquiring atmospheric pressure, ambient temperature and accelerator state information under a vehicle running state in real time;
secondly, calculating the current external road function mode of the vehicle according to the atmospheric pressure, the ambient temperature and the accelerator state information under the vehicle running state; the external road function mode is used for representing the environmental information of the vehicle in the current running state;
thirdly, acquiring the current state information of the vehicle;
fourthly, calculating an energy recovery mode required to be adopted by the engine according to the current external road function mode of the vehicle and the current state information of the vehicle; the energy recovery mode is used for representing that the vehicle controller selects an executed control logic strategy based on the external road function mode where the vehicle is located and the current state information of the vehicle;
and fifthly, calculating and generating a control command according to the selected energy recovery mode and the current state information of the vehicle.
2. A method of engine dynamic energy recovery as set forth in claim 1 wherein: the external road function mode includes: a cold zone mode, a hot zone mode, a high altitude mode, a plain mode, a downhill mode and an uphill mode; the cold region mode represents that the vehicle is judged to be in a cold region according to the environment temperature and the accelerator state information of the vehicle, which are acquired in real time; the hot area mode represents that the vehicle is judged to be in a hot area according to the environment temperature and the accelerator state information of the environment where the vehicle is located, which are acquired in real time; the plain mode indicates that the vehicle is judged to be in a plain area according to the real-time collected atmospheric pressure, ambient temperature and accelerator state information of the environment where the vehicle is located; the high-altitude mode is used for judging that the vehicle is in a high-altitude area according to the real-time collected atmospheric pressure and accelerator state information of the environment where the vehicle is located; the downhill mode means that the vehicle is judged to be in a downhill state according to the atmospheric pressure and the accelerator state information of the environment where the vehicle is located, which are acquired in real time; and the uphill mode is used for judging that the vehicle is in an uphill state according to the atmospheric pressure and the accelerator state information of the environment where the vehicle is located, which are acquired in real time.
3. A method of engine dynamic energy recovery as set forth in claim 1 wherein: the current state information of the vehicle acquired in the third step includes: clutch signals, gear, vehicle speed, brake status, engine speed, air tank pressure, fan speed, and engine torque response values.
4. A method of engine dynamic energy recovery as set forth in claim 3 wherein: and fourthly, calculating according to the function mode of the external road, the accelerator state information, the clutch signal, the gear, the vehicle speed and the brake state to obtain an energy recovery mode.
5. The engine dynamic energy recovery method of claim 4, wherein: the energy recovery mode comprises an energy recovery waiting mode and a finished automobile energy recovery mode; wherein the energy recovery waiting mode is used for representing that the current state of the vehicle has no energy recovery requirement but has a control logic strategy waiting for executing the energy recovery operation condition; the vehicle energy recovery mode is used for representing that the current state of the vehicle has an energy recovery requirement and a control logic strategy for executing the energy recovery operation condition.
6. The engine dynamic energy recovery method of claim 5, wherein: in the fourth step, the real-time accelerator size and accelerator change rate are obtained according to the accelerator state information, the real-time vehicle speed size and vehicle speed change rate are obtained according to the vehicle speed information, and the real-time braking frequency is obtained according to the braking signal; and obtaining a real-time clutch signal change rate according to the clutch signal, and judging the current energy recovery requirement of the vehicle based on the real-time data of the external road function mode, the accelerator size, the accelerator change rate, the vehicle speed size, the vehicle speed change rate, the braking frequency, the clutch signal change rate and the gear signal.
7. The engine dynamic energy recovery method of claim 6, wherein: in the fourth step, a first calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the throttle change rate where the real-time throttle change rate is located, obtaining a second calibration value corresponding to the threshold value interval according to the threshold value interval of the accelerator where the real-time accelerator is positioned, obtaining a third calibration value corresponding to the threshold value interval according to the vehicle speed change rate threshold value interval in which the real-time vehicle speed change rate is positioned, obtaining a fourth calibration value corresponding to the threshold value interval according to the real-time vehicle speed threshold value interval in which the vehicle speed is, obtaining a fifth calibration value corresponding to the threshold interval according to the threshold interval of the gear in which the real-time gear signal is located, obtaining a sixth calibration value corresponding to the threshold interval according to the threshold interval of the braking frequency in which the real-time braking frequency is located, obtaining a seventh calibration value corresponding to the threshold value interval according to the clutch signal change threshold value interval in which the real-time clutch signal change rate is positioned; acquiring an eighth calibration value corresponding to the external road function mode according to the external road function mode in which the vehicle is located in real time; determining the current energy recovery requirement of the vehicle according to a calibration value threshold value interval corresponding to the sum of the first calibration value, the second calibration value, the third calibration value, the fourth calibration value, the fifth calibration value, the sixth calibration value, the seventh calibration value and the eighth calibration value; the calibration threshold value interval comprises two intervals, one interval corresponds to the fact that the vehicle does not have the energy recovery requirement at present, and the other interval corresponds to the fact that the vehicle does not have the energy recovery requirement at present.
8. The engine dynamic energy recovery method of claim 6, wherein: in the fifth step, the current power consumption of the engine accessories is calculated according to the real-time air tank pressure and the fan rotating speed, the power consumption of the engine accessories is used for judging the maximum time for maintaining the energy recovery mode, and the energy recovered by the engine is limited when the power consumption of the engine accessories is maintained at the maximum value; judging the current operation condition of the engine according to the real-time engine rotating speed and the engine torque response value; and determining whether to execute the control strategy corresponding to the energy recovery mode determined in the fourth step or not according to the current working condition of the engine.
9. The engine dynamic energy recovery method of claim 8, wherein: in the fifth step, when the operation of the engine is judged to be in a high-load state, the control strategy corresponding to the energy recovery mode determined in the fourth step is cancelled, the generator clutch signal and the air compressor clutch signal are both set to be 0, and the generator and the air compressor are disengaged; and when the operating condition of the engine is judged to be in the no-torque demand state, executing and outputting a corresponding control command according to the control strategy corresponding to the energy recovery mode determined in the fourth step.
10. A method of engine dynamic energy recovery as set forth in claim 9 wherein: in the fifth step, when the energy recovery mode is the energy recovery waiting mode, firstly, judging the state of an air tank and the voltage state of the whole vehicle, temporarily setting the output of a motor clutch signal and the output of an air compressor clutch signal to be 1 when the voltage of the air tank and the battery of the whole vehicle do not meet the application requirement, and setting the output of the motor clutch signal and the output of the air compressor clutch signal to be 0 when the voltage of the air tank and the battery of the whole vehicle meet the application requirement; and when the energy recovery mode is the whole vehicle energy recovery mode, the motor clutch signal and the air clutch signal are output to be set to be 1.
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