CN113815408B - Dynamic energy recovery method for engine - Google Patents
Dynamic energy recovery method for engine Download PDFInfo
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- CN113815408B CN113815408B CN202111129710.0A CN202111129710A CN113815408B CN 113815408 B CN113815408 B CN 113815408B CN 202111129710 A CN202111129710 A CN 202111129710A CN 113815408 B CN113815408 B CN 113815408B
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- 238000011084 recovery Methods 0.000 title claims abstract description 135
- 238000000034 method Methods 0.000 title claims abstract description 26
- 230000008859 change Effects 0.000 claims description 55
- 230000004044 response Effects 0.000 claims description 12
- 238000011217 control strategy Methods 0.000 claims description 10
- 230000007613 environmental effect Effects 0.000 claims 1
- 238000010248 power generation Methods 0.000 abstract description 3
- 238000004422 calculation algorithm Methods 0.000 description 31
- 230000006870 function Effects 0.000 description 30
- 239000000243 solution Substances 0.000 description 8
- 238000004590 computer program Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 239000003921 oil Substances 0.000 description 5
- 230000004048 modification Effects 0.000 description 4
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- 238000010276 construction Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
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Classifications
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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
-
- 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 dynamic energy recovery method of an engine, which comprises the following steps: calculating an external road function mode of the vehicle according to the atmospheric pressure, the ambient temperature and the accelerator state information in the running state of the vehicle; calculating according to the current external road function mode of the vehicle and the current state information of the vehicle to obtain an energy recovery mode which the engine needs to take; and calculating and generating a control instruction according to the energy recovery mode and the current state information of the vehicle. When the invention realizes the whole vehicle sliding and braking, the power generation and the air energy collection can be respectively carried out through the generator and the air compressor, and the electric energy and the air energy are applied in other states.
Description
Technical Field
The invention belongs to the technical field of dynamic energy recovery calculation of dynamic engines, and particularly relates to an engine dynamic energy recovery method.
Background
In the running process of the vehicle, acceleration and deceleration of the whole vehicle exist, and the process of sudden stop exists, but the power demand is deepened sharply in the running process, so that the engine supplies excessive energy, and a driver is often caused sharply.
The engine provides torque output for the whole vehicle according to the power demand of a driver, the demand of the engine is comprehensively considered according to the opening degree and the change state of an accelerator, but the engine torque output is basically consistent with the change of the accelerator under the condition that the fresh air intake quantity meets the requirement of the fresh air intake quantity because the running environment of the whole vehicle is changed faster, and the whole vehicle and the engine collect energy when the related change of the whole vehicle and the engine is not carried out.
In the prior art, the accelerator (i.e. the power value required by a driver) of the whole vehicle cannot be responded immediately when the dynamic change of the whole vehicle (such as starting, accelerating, stopping, starting and the like) is carried out, and when the requirement of the driver on the vehicle speed is met, the driver can step on the brake slightly because the vehicle speed is still rising, and the energy recovery and the utilization of the states such as the braking 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 driver steps on the brake in an emergency, and accessory work is not controlled, so that energy waste is caused.
Disclosure of Invention
The invention aims to solve the defects in the background technology, and provides an engine dynamic energy recovery method which can respectively collect power generation and air energy through a generator and an air compressor when a whole vehicle slides and brakes and can apply the electric energy and the 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:
firstly, acquiring the atmospheric pressure, the ambient temperature and the throttle state information of a vehicle in a running state in real time;
secondly, calculating an external road function mode of the vehicle according to the atmospheric pressure, the ambient temperature and the accelerator state information in the running state of the vehicle; the external road function mode is used for representing environment information of the vehicle in the current running state;
thirdly, acquiring current state information of the vehicle;
step four, calculating according to the external road function mode of the vehicle and the current state information of the vehicle to obtain an energy recovery mode which the engine needs to take; the energy recovery mode is used for representing a control logic strategy which is selected and executed by the vehicle controller based on an external road function mode where the vehicle is currently located and current state information of the vehicle;
and fifthly, calculating and generating a control instruction 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: cold zone mode, hot zone mode, high altitude mode, plain mode, downhill mode and uphill mode; the cold region mode is used for judging that the vehicle is in a cold region according to the environment temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the hot zone mode is used for judging that the vehicle is in a hot area according to the environment temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the plains mode is used for judging that the vehicle is in a plains area according to the atmospheric pressure, the ambient temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the high altitude mode is used for judging that the vehicle is in a high altitude area according to the atmospheric pressure and throttle state information of the environment where the vehicle is located, which are acquired in real time; the downhill mode is used for judging that the vehicle is in a downhill state according to the atmospheric pressure of the environment where the vehicle is located and the throttle state information acquired in real time; the uphill mode is used for judging that the vehicle is in an uphill state according to the atmospheric pressure and throttle state information of the environment where the vehicle is located, which are acquired in real time.
The judging conditions of the cold region mode are as follows: when the throttle signal is at 0 and the ambient temperature is significantly below minus 10 ℃, the atmospheric pressure may not be a decision condition.
The determination conditions for the hot zone mode are: when the throttle signal is at 0, the ambient temperature is significantly higher than 40 ℃, and the atmospheric pressure may not be the determination condition.
The determination conditions of the plain mode are: within 1 minute, when the throttle signal is not at 0, and the ambient temperature change profile is less than 5 ℃, and the atmospheric pressure change is less than 10Hpa.
The determination conditions for the high altitude mode are: when the throttle signal is not at 0, the ambient temperature may not be a judgment condition and the atmospheric pressure is lower than 75Hpa.
The conditions for determining the downhill mode are: when the throttle signal is at 0 during 1 minute, the ambient temperature may not be the judgment condition, and the atmospheric pressure changes (the pressure is reduced by the pressure value of one minute at the moment) by 2Hpa.
The determination conditions for the uphill mode are: when the throttle signal is not 0 within 1 minute, the ambient temperature may not be the judgment condition, and the atmospheric pressure changes (the pressure is reduced by one minute at the moment) -2Hpa.
In the above technical solution, the current state information of the vehicle obtained in the third step includes: clutch signal, gear, vehicle speed, braking status, engine speed, air tank pressure, fan speed, and engine torque response values.
In the above technical scheme, in the fourth step, the 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 braking state.
In the above technical solution, the energy recovery mode includes an energy recovery waiting mode and a whole vehicle energy recovery mode; wherein the energy recovery waiting mode is used for indicating that the current state of the vehicle has no energy recovery requirement but has a control logic strategy for waiting to execute the energy recovery operation condition; the whole vehicle energy recovery mode is used for indicating that the current state of the vehicle has energy recovery requirements and has a control logic strategy for executing energy recovery operation conditions.
In the fourth step, the real-time accelerator size and the accelerator change rate are obtained according to the accelerator state information, the real-time vehicle speed size and the 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 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 a threshold value interval is obtained according to the threshold value interval of the accelerator change rate in real time, a second calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the oil in which the accelerator change rate in real time is located, a third calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the vehicle speed change rate in real time, a fourth calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the vehicle speed in which the vehicle speed is located, a fifth calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the gear in which the gear signal in real time is located, a sixth calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the braking frequency in which the braking frequency in real time is located, and a seventh calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the clutch signal change in which the clutch signal change rate in real time is located; acquiring an eighth calibration value corresponding to an external road function mode according to the external road function mode in which the vehicle is positioned in real time; determining the current energy recovery requirement of the vehicle according to a threshold value interval of the calibration value 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 interval comprises two corresponding to the vehicle, wherein one corresponding to the vehicle does not have the energy recovery requirement, and the other corresponding to the vehicle does not have the energy recovery requirement.
In the above technical scheme, in the fifth step, the current power consumption of the engine accessory is calculated according to the real-time air tank pressure and the fan rotation speed; the maximum time that the engine accessory worker consumes power can be judged that the energy recovery is maintained, and the energy recovered by the engine is limited when the engine accessory worker consumes power to maintain the maximum value. Judging the current running condition of the engine according to the real-time engine 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 according to the current working condition of the engine.
In the above technical solution, in the fifth step, when it is determined that the engine is in a high load state, the control strategy corresponding to the energy recovery mode determined in the fourth step is canceled, the generator clutch signal and the air compressor clutch signal are set to 0, and the generator is disconnected from the air compressor; and when the running condition of the engine is judged to be in a state without torque demand, executing and outputting a corresponding control instruction according to the control strategy corresponding to the energy recovery mode determined in the fourth step.
In the above technical solution, in the fifth step, when the energy recovery mode is the energy recovery waiting mode, firstly judging the air tank state and the whole vehicle voltage state, when the air tank and the whole vehicle battery voltage do not meet the application requirement, setting the motor clutch signal and the air compressor clutch signal output to 1 for a short time, and when the air tank and the whole vehicle battery voltage meet the application requirement, setting the motor clutch signal and the air compressor clutch signal output to 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 beneficial effects of the invention are as follows: the patent of the invention provides a method for recovering dynamic energy of an engine, which calculates dynamic response torque of the engine by taking the external environment, the whole vehicle control state, the engine control state and the external environment state into consideration. The method provided by the invention can predict the dynamic response of the engine, and is applied to the construction of the torque control coefficient of the engine in the whole vehicle control state, the engine state and the external state. The invention applies various dimensions, comprises accessory work states such as air tank pressure, fan rotating speed and the like, timely comprises engine torque demands, reduces the maximum peak value of engine response when the engine rises and changes, plays a role of less oil injection under the same throttle, and greatly reduces oil consumption. The technical scheme adopted by the invention mainly depends on variable parameters acquired by the EECU, and mainly comprises atmospheric pressure, ambient temperature, an accelerator, a vehicle speed, a rotating speed, a torque, a gear, a clutch, an air tank, a fan and a brake signal, and an energy recovery waiting mode and an energy recovery mode are acquired. EECU relies on the energy recovery standby mode, the vehicle energy recovery mode, the engine speed, the air tank pressure, the fan speed, and the engine torque response values to confirm the engine motor clutch signal and the air compressor clutch signal values to control the engine and the air compressor. The invention effectively realizes that the power generation and the air energy collection can be respectively carried out through the generator and the air compressor when the whole vehicle slides and brakes, and the electric energy and the air energy are applied in other states.
Drawings
FIG. 1 is a schematic flow chart of the present invention.
Detailed Description
The invention will now be described in further detail with reference to the drawings and specific examples, which are given for clarity of understanding and are not to be construed as limiting the invention.
As shown in fig. 1, the invention provides a method for recovering dynamic energy of an engine, which specifically comprises the following steps:
first, acquiring the atmospheric pressure, the ambient temperature and the throttle state information of the vehicle in real time under the running state.
The invention mainly relies on the variable parameters collected by EECU, mainly comprises the state information of atmospheric pressure, ambient temperature, accelerator, vehicle speed, rotating speed, torque, gear, clutch, air tank, fan and brake signal.
Secondly, calculating an external road function mode of the vehicle according to the atmospheric pressure, the ambient temperature and the accelerator state information in the running state of the vehicle; the external road function mode is used for representing environment information of the vehicle in the current running state.
The external road function mode includes: cold zone mode, hot zone mode, high altitude mode, plain mode, downhill mode and uphill mode; the cold region mode is used for judging that the vehicle is in a cold region according to the atmospheric pressure, the ambient temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the hot zone mode is used for judging that the vehicle is in a hot zone according to the atmospheric pressure, the ambient temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the plains mode is used for judging that the vehicle is in a plains area according to the atmospheric pressure, the ambient temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the high altitude mode is used for judging that the vehicle is in a high altitude area according to the atmospheric pressure, the ambient temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the downhill mode is used for judging that the vehicle is in a downhill state according to the atmospheric pressure, the ambient temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the uphill mode is used for judging that the vehicle is in an uphill state according to the atmospheric pressure, the ambient temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time.
The judging conditions of the cold region mode are as follows: when the throttle signal is at 0 and the ambient temperature is significantly below minus 10 ℃, the atmospheric pressure may not be a decision condition.
The determination conditions for the hot zone mode are: when the throttle signal is at 0, the ambient temperature is significantly higher than 40 ℃, and the atmospheric pressure may not be the determination condition.
The determination conditions of the plain mode are: within 1 minute, when the throttle signal is not at 0, and the ambient temperature change profile is less than 5 ℃, and the atmospheric pressure change is less than 10Hpa.
The determination conditions for the high altitude mode are: when the throttle signal is not at 0, the ambient temperature may not be a judgment condition and the atmospheric pressure is lower than 75Hpa.
The conditions for determining the downhill mode are: when the throttle signal is at 0 during 1 minute, the ambient temperature may not be the judgment condition, and the atmospheric pressure changes (the pressure is reduced by the pressure value of one minute at the moment) by 2Hpa.
And thirdly, acquiring current state information of the vehicle. The obtained current state information of the vehicle comprises the following steps: clutch signal, gear, vehicle speed, braking status, engine speed, air tank pressure, fan speed, and engine torque response values. The engine torque state coefficient is calculated according to an engine oil quantity, an engine air inlet pressure/air inlet flow (one of the engine air inlet pressure and the air inlet flow), an air inlet temperature and an 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 whole vehicle transmission chain, and a judgment condition for correcting intervention time in an energy recovery mode is given, if the engine torque state coefficient is originally in a whole vehicle in-gear environment, when the engine torque state coefficient is 1.1, an original accelerator is maintained at 0 for 0.5s, the system can enter the energy recovery mode, when the engine torque state coefficient is 1.2, the original accelerator is maintained at 0 for 0.45s, and the system can enter the energy recovery mode.
Step four, calculating according to the external road function mode of the vehicle and the current state information of the vehicle to obtain an energy recovery mode which is needed to be adopted by the engine at present; the energy recovery mode is used for representing that the vehicle controller selects and executes a control logic strategy based on an external road function mode in which the vehicle is currently located and current state information of the vehicle.
Specifically, in the fourth step, an energy recovery mode is calculated according to an external road function mode, accelerator state information, a clutch signal, a gear, a vehicle speed and a braking state.
Further, in the fourth step, the real-time accelerator size and the accelerator change rate are obtained according to the accelerator state information, the real-time vehicle speed size and the 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 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, a first calibration value corresponding to a threshold value interval is obtained according to the threshold value interval of the accelerator change rate in real time, a second calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the oil in which the accelerator change rate in real time is located, a third calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the vehicle speed change rate in real time, a fourth calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the vehicle speed in which the vehicle speed is located, a fifth calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the gear in which the gear signal in real time is located, a sixth calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the braking frequency in which the braking frequency in real time is located, and a seventh calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the clutch signal change in which the clutch signal change rate in real time is located; acquiring an eighth calibration value corresponding to an external road function mode according to the external road function mode in which the vehicle is positioned in real time; determining the current energy recovery requirement of the vehicle according to a threshold value interval of the calibration value 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 interval comprises two corresponding to the vehicle, wherein one corresponding to the vehicle does not have the energy recovery requirement, and the other corresponding to the vehicle does not have the energy recovery requirement.
The specific digital range of the throttle change rate threshold value interval, the throttle threshold value interval, the vehicle speed change rate threshold value interval, the vehicle speed threshold value interval, the gear threshold value interval, the brake frequency threshold value interval, the clutch signal change threshold value interval and the calibration value corresponding to each threshold value interval are set, and the adjustment can be carried out 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, indicating that the vehicle does not have the 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, indicating that the vehicle has the energy recovery requirement currently.
The values of the eighth calibration 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 the cold region mode, the accelerator is 0, the accelerator is maintained for 0.5s, the clutch signal is 1, the gear is not 0, the gear is from the highest gear to 1/2 of the highest gear, the vehicle speed is 10-120 km/s, and the braking period is higher than 4 times within 1 minute. And calculating the current energy recovery requirement of the vehicle by a fourth step of proposal method.
In the hot zone mode, the throttle is 0, which is maintained for 0.3s, the clutch signal is 1, the gear is not 0, the gear is 1/4 of the highest gear to the highest gear, the vehicle speed is 10-120 km/s, and the braking period is higher than 3 times in 1 minute. And calculating the current energy recovery requirement of the vehicle by a fourth step of proposal method.
In the high altitude mode, the throttle is 0, which is maintained for 0.4s, the clutch signal is 1, the gear is not 0, the gear is from the highest gear to 1/3 of the highest gear, the vehicle speed is 10 to 120km/s, and the braking period is higher than 2 times in 1 minute. And calculating the current energy recovery requirement of the vehicle by a fourth step of proposal method.
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 of the highest gear to the highest gear, the vehicle speed is 0 to 120km/s, and the braking period is higher than 1 time within 1 minute. And calculating the current energy recovery requirement of the vehicle by a fourth step of proposal method.
In the uphill mode, the throttle is 0, which is maintained for 0.6s, the clutch signal is 1, the gear is not 0, the gear is 2/3 of the highest gear to the highest gear, the vehicle speed is 40-120 km/s, and the braking period is higher than 2 times in 1 minute. And calculating the current energy recovery requirement of the vehicle by a fourth step of proposal method.
And fifthly, calculating and generating a control instruction according to the selected energy recovery mode and the current state information of the vehicle.
Fifthly, calculating the current power consumption of the engine accessory according to the real-time air tank pressure and the fan rotating speed; the maximum time that the engine accessory worker consumes power can be judged that the energy recovery is maintained, and the energy recovered by the engine is limited when the engine accessory worker consumes power to maintain the maximum value. Judging the current running condition of the engine according to the real-time engine 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 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 control strategy corresponding to the energy recovery mode determined in the fourth step is canceled, both the generator clutch signal and the air compressor clutch signal are set to 0, and the generator is disconnected from the air compressor; and when the running condition of the engine is judged to be in a state without torque demand, executing and outputting a corresponding control instruction according to the control strategy corresponding to the energy recovery mode determined in the fourth step.
Further, in the fifth step, when the energy recovery mode is the energy recovery waiting mode, firstly judging the state of the air tank and the voltage state of the whole vehicle, when the voltages of the air tank and the battery of the whole vehicle do not meet the application requirements, setting the output of the motor clutch signal and the output of the air compressor clutch signal to be 1 temporarily, and when the voltages of the air tank and the battery of the whole vehicle meet the application requirements, setting the output of the motor clutch signal and the output of the air compressor clutch signal 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 of the vehicle according to the real-time atmospheric pressure, the environment temperature and the accelerator information, and sending the calculated external road function mode of the vehicle to the energy recovery mode algorithm module. The external road function mode is used for representing environment information of the vehicle in the current running state. The external road function mode includes: cold zone mode, hot zone mode, high altitude mode, plain mode, downhill mode, and uphill mode.
The energy recovery mode algorithm module is used for calculating and obtaining the energy recovery mode which is needed to be adopted by the engine currently according to the received external road function mode, the real-time accelerator, clutch signals, gears, vehicle speed and brake information; the energy recovery mode is used for representing that the vehicle controller selects and executes a control logic strategy based on an external road function mode in which the vehicle is currently located and current state information of the vehicle.
The energy recovery mode algorithm module is provided with an accelerator change rate threshold value interval, an accelerator threshold value interval, a vehicle speed change rate threshold value interval, a vehicle speed threshold value interval, a gear threshold value interval, a brake frequency threshold value interval, specific digital range setting of a clutch signal change threshold value interval and calibration value values corresponding to the threshold value intervals. The energy recovery mode algorithm module is provided with an eighth calibration value 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 throttle change rate threshold value interval in which the real-time throttle change rate is located, obtains a second calibration value corresponding to the threshold value interval according to the oil threshold value interval in which the real-time throttle change rate is located, obtains 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 located, obtains a fourth calibration value corresponding to the threshold value interval according to the vehicle speed threshold value interval in which the real-time vehicle speed is located, obtains a fifth calibration value corresponding to the threshold value interval according to the gear threshold value interval in which the real-time gear signal is located, obtains a sixth calibration value corresponding to the threshold value interval according to the brake frequency threshold value interval in which the real-time brake frequency is located, and obtains a seventh calibration value corresponding to the threshold value interval according to the clutch signal change threshold value in which the real-time clutch signal change rate is located. 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 in real time. The energy recovery mode algorithm module calculates a calibration 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. 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 determines that the vehicle does not currently have an energy recovery requirement. 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 and the seventh calibration value and the eighth calibration value is 1, the energy recovery mode algorithm module determines that the energy recovery requirement exists in the vehicle currently.
The energy recovery mode algorithm module confirms a selected energy recovery waiting mode or a whole vehicle energy recovery mode based on an external road function mode and the current energy recovery requirement of the vehicle, and the selected energy recovery mode information law is an energy recovery execution algorithm module.
The energy recovery execution algorithm module calculates the current power consumption of the engine accessory according to the air tank pressure and the fan rotating speed received in real time; and judging the current running 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.
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 instruction, sets the clutch signal of the generator and the clutch signal of the air compressor to 0, and enables the generator to be disconnected from the air compressor. When the energy recovery execution algorithm module judges that the running condition of the engine is in a state without torque demand, 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 determines that the received energy recovery mode is an energy recovery waiting mode, the energy recovery execution algorithm module first determines an air tank state and a vehicle voltage state. When the energy recovery execution algorithm module judges that the voltages of the air tank and the whole vehicle battery 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 and set to be 1 for a short time. When the energy recovery execution algorithm module judges that the voltages of the air tank and the whole vehicle battery 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 and set to 0.
When the energy recovery execution algorithm module judges that the received energy recovery mode is the energy recovery mode and the energy recovery mode of the whole vehicle is the energy recovery mode, the energy recovery execution algorithm module outputs a control instruction, and the motor clutch signal and the air clutch signal are output and set to be 1.
The invention also provides a computer readable storage medium, the computer readable storage medium stores an engine dynamic energy recovery method program, and the engine dynamic energy recovery method program realizes the steps of the engine dynamic energy recovery method in the technical scheme when being executed by a vehicle controller.
Finally, it should be noted that the above embodiments are merely representative examples of the present invention. Obviously, the invention is not limited to the above-described embodiments, but many variations are possible. Any simple modification, equivalent variation and modification of the above embodiments according to the technical substance 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 solution is exemplary, and the present specification may be embodied in different forms and should not be construed as being limited to the technical solution set forth herein. Rather, these descriptions will be provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Furthermore, the technical solution of the invention is limited only by the scope of the claims.
The shapes, dimensions, ratios, angles, and numbers disclosed for describing aspects of the present specification and claims are merely examples, and thus, the present specification and claims are not limited to the details shown. In the following description, a detailed description of related known functions or configurations will be omitted when it may be determined that the emphasis of the present specification and claims is unnecessarily obscured.
Where the terms "comprising," "having," and "including" are used in this specification, there may be additional or alternative parts unless the use is made, the terms used may generally be in the singular but may also mean the plural.
It should be noted that although the terms "first," "second," "top," "bottom," "one side," "another side," "one end," "the other end," etc. may be used and used in this specification to describe various components, these components and portions should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, with top and bottom elements, under certain circumstances, also being interchangeable or convertible with one another; the components at one end and the other end may be the same or different in performance from each other.
In addition, when constituting the components, although not explicitly described, it is understood that a certain error region is necessarily included.
In describing positional relationships, for example, when positional sequences are described as "on," "above," "below," and "next," unless words or terms such as "just" or "directly" are used, it is also possible to include cases where there is no contact or contact between them. If a first element is referred to as being "on" a second element, it does not mean that the first element must be located above the second element in the figures. The upper and lower portions of the component will change in response to changes in the angle and orientation of the view. Thus, in the drawings or in actual construction, if it is referred to that a first element is "on" a second element, it can comprise the case that the first element is "under" the second element and the case that the first element is "over" the second element. In describing the time relationship, unless "just" or "direct" is used, a case where there is no discontinuity between steps may be included in describing "after", "subsequent" and "preceding". The features of the various embodiments of the invention may be combined or spliced with one another, either in part or in whole, and may be implemented in a variety of different configurations as will be well understood by those skilled in the art. Embodiments of the invention may be performed independently of each other or may be performed together in an interdependent relationship
It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It should be finally understood that the foregoing examples are provided for illustrating the technical scheme of the present invention and are not intended to limit the scope of the present invention, and that although the present invention has been described in detail with reference to the foregoing examples, it will be understood by those skilled in the art that various changes, modifications and equivalents may be made to the specific embodiments of the present invention after reading the present invention, and that such changes, modifications and equivalents are within the scope of the appended claims
What is not described in detail in this specification is prior art known to those skilled in the art.
Claims (3)
1. A method for recovering dynamic energy of an engine is characterized in that: the method comprises the following steps:
firstly, acquiring the atmospheric pressure, the ambient temperature and the throttle state information of a vehicle in a running state in real time;
secondly, calculating an external road function mode of the vehicle according to the atmospheric pressure, the ambient temperature and the accelerator state information in the running state of the vehicle; the external road function mode is used for representing environment information of the vehicle in the current running state;
thirdly, acquiring current state information of the vehicle;
step four, calculating according to the external road function mode of the vehicle and the current state information of the vehicle to obtain an energy recovery mode which the engine needs to take; the energy recovery mode is used for representing a control logic strategy which is selected and executed by the vehicle controller based on an external road function mode where the vehicle is currently located and current state information of the vehicle; the energy recovery mode comprises an energy recovery waiting mode and a whole vehicle energy recovery mode; wherein the energy recovery waiting mode is used for indicating that the current state of the vehicle has no energy recovery requirement but has a control logic strategy for waiting to execute the energy recovery operation condition; the whole vehicle energy recovery mode is used for indicating that the current state of the vehicle has energy recovery requirements and has a control logic strategy for executing energy recovery operation conditions;
fifthly, calculating and generating a control instruction according to the selected energy recovery mode and the current state information of the vehicle;
the current state information of the vehicle acquired in the third step includes: clutch signal, gear, vehicle speed, braking state, engine speed, air tank pressure, fan speed and engine torque response values;
step four, calculating according to an external road function mode, accelerator state information, clutch signals, gears, vehicle speed and braking states to obtain an energy recovery mode;
in the fourth step, the real-time accelerator size and the accelerator change rate are obtained according to the accelerator state information, the real-time vehicle speed size and the 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; acquiring a real-time clutch signal change rate according to the clutch signal, and judging the current energy recovery requirement of the vehicle based on real-time data of an external road function mode, an accelerator size, an accelerator change rate, a vehicle speed size, a vehicle speed change rate, a braking frequency, the clutch signal change rate and a gear signal;
in the fourth step, a first calibration value corresponding to a threshold value interval is obtained according to the threshold value interval of the accelerator change rate in real time, a second calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the oil in which the accelerator change rate in real time is located, a third calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the vehicle speed change rate in real time, a fourth calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the vehicle speed in which the vehicle speed is located, a fifth calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the gear in which the gear signal in real time is located, a sixth calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the braking frequency in which the braking frequency in real time is located, and a seventh calibration value corresponding to the threshold value interval is obtained according to the threshold value interval of the clutch signal change in which the clutch signal change rate in real time is located; acquiring an eighth calibration value corresponding to an external road function mode according to the external road function mode in which the vehicle is positioned in real time; determining the current energy recovery requirement of the vehicle according to a threshold value interval of the calibration value 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 interval comprises two corresponding to the vehicle, wherein one corresponding to the vehicle does not have the energy recovery requirement, and the other corresponding to the vehicle does not have the energy recovery requirement.
2. The engine dynamic energy recovery method according to claim 1, characterized in that: the external road function mode includes: cold zone mode, hot zone mode, high altitude mode, plain mode, downhill mode and uphill mode; the cold region mode is used for judging that the vehicle is in a cold region according to the environmental temperature and the throttle state information of the vehicle, which are acquired in real time; the hot zone mode is used for judging that the vehicle is in a hot area according to the environment temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the plains mode is used for judging that the vehicle is in a plains area according to the atmospheric pressure, the ambient temperature and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the high altitude mode is used for judging that the vehicle is in a high altitude area according to the atmospheric pressure and throttle state information of the environment where the vehicle is located, which are acquired in real time; the downhill mode is used for judging that the vehicle is in a downhill state according to the atmospheric pressure and the throttle state information of the environment where the vehicle is located, which are acquired in real time; the uphill mode is used for judging that the vehicle is in an uphill state according to the atmospheric pressure and throttle state information of the environment where the vehicle is located, which are acquired in real time.
3. A method of engine dynamic energy recovery according to claim 2, characterized in that: in the fifth step, the current power consumption of the engine accessory is calculated according to the real-time air tank pressure and the fan rotating speed, the power consumption of the engine accessory is used for judging the maximum time maintained by the energy recovery mode, and when the power consumption of the engine accessory maintains the maximum value, the energy recovered by the engine is limited; judging the current running condition of the engine according to the real-time engine 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 according to the current working condition of the engine.
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