CN114200825A - Self-adaptive control system for whole vehicle - Google Patents
Self-adaptive control system for whole vehicle Download PDFInfo
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- 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
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Abstract
The invention provides a self-adaptive control system of a whole vehicle, wherein a vehicle working condition recognition module is electrically connected with a vehicle speed sensor; the mountain ramp recognition module is electrically connected with the vehicle speed sensor, the atmospheric pressure sensor, the accelerator pedal and the engine; the vehicle working condition identification module and the mountain ramp identification module are electrically connected with the fuel injection control module; the vehicle working condition identification module and the mountain ramp identification module are electrically connected with the torque path control module; the vehicle working condition identification module and the mountain ramp identification module are electrically connected with the air system control module; the vehicle working condition identification module and the mountain ramp identification module are electrically connected with the post-processing system control module. The invention realizes the self-adaptive adjustment of the control strategy according to the current working condition of the vehicle.
Description
Technical Field
The invention belongs to the technical field of engine electric control, and particularly relates to a self-adaptive control system for a whole vehicle.
Background
The existing control method for the self-adaptive working condition of the whole automobile adopts 2 driving characteristic MAP curves and is switched by an oil-saving switch. When an oil-saving switch of a cab is pressed, the whole vehicle driving characteristic curve follows an oil-saving driving characteristic MAP curve, and at the moment, a driver steps on an accelerator, the change rate of the accelerator is slowed down, and the increase speed of the torque of an engine is slowed down, so that the slow refueling is realized, and the aim of saving oil is fulfilled; when an oil-saving switch of a cab is released, the whole vehicle runs a dynamic driving characteristic MAP curve, and at the moment, a driver steps on an accelerator, the change rate of the accelerator is increased, and the torque increasing speed of an engine is increased, so that quick refueling is realized, and the aim of strong dynamic is fulfilled.
The existing vehicle self-adaptive working condition control method needs manual switching and cannot automatically switch according to the change of road conditions; meanwhile, the single stored MAP curve of the driving characteristic can not select different combustion parameters such as the injection timing, the injection pressure, the EGR rate and the like of the engine, and the optimal solution of the oil consumption can not be realized.
Disclosure of Invention
The invention aims to solve the defects in the prior art, and provides a self-adaptive control system for a whole vehicle, which realizes self-adaptive adjustment of a control strategy according to the current working condition of the vehicle.
The technical scheme adopted by the invention is as follows: a self-adaptive control system of a finished automobile is characterized in that: the device comprises a vehicle working condition identification module, a mountain ramp identification module, a fuel injection control module, a torque path control module, an air system control module and an aftertreatment system control module; the signal input end of the vehicle working condition identification module is electrically connected with the signal output end of the vehicle speed sensor; the signal input end of the mountain ramp recognition module is electrically connected with the signal output end of a vehicle speed sensor, the signal output end of an atmospheric pressure sensor, the signal output end of an accelerator pedal and the signal output end of an engine; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the fuel injection control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the torque path control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the air system control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the post-processing system control module; the vehicle working condition identification module judges whether the current vehicle stably runs on a high-speed road condition or a national road condition according to the current vehicle speed fed back by the vehicle speed sensor; the mountain slope recognition module judges whether the vehicle runs in a mountain slope environment or not according to the atmospheric pressure signal, the accelerator pedal signal, the vehicle speed acceleration and the total running time of the engine; the fuel injection control module, the torque path control module, the air system control module and the post-processing system control module adjust a control strategy according to the current driving road condition and environment of the vehicle.
In the technical scheme, the vehicle working condition identification module comprises a vehicle speed stability judgment module; the vehicle speed stability judging module is internally provided with a vehicle speed sample period for vehicle speed stability judgment and the number of vehicle speed samples for vehicle speed stability judgment; the vehicle speed stability judging module collects current vehicle speed information meeting the vehicle speed sample number as a vehicle speed sample value in a vehicle speed sample period through a vehicle speed sensor; the vehicle speed stability judging module calculates an average value and a fluctuation amplitude value of the vehicle speed sample values and judges whether the deviation of the calculated fluctuation amplitude value and the average value is less than a vehicle speed stability calibration value or not; if the judgment result is yes, the vehicle speed stability judgment module judges that the current vehicle speed is a stable value and sets the output state position of the current stable vehicle speed to be 1; if the judgment result is negative, the vehicle speed stability judgment module judges that the current vehicle speed is an unstable value and sets the output state bit of the current stable vehicle speed to be 0.
In the technical scheme, the vehicle working condition identification module comprises a vehicle speed judgment hysteresis module; the vehicle speed judgment hysteresis module is internally provided with a minimum hysteresis value and a maximum hysteresis value for high-speed vehicle speed judgment; the minimum lag value and the maximum lag value of the high-speed vehicle speed judgment form a calibration interval of the high-speed vehicle speed; the vehicle speed judgment hysteresis module acquires the current vehicle speed through a vehicle speed sensor and judges whether the numerical value of the current vehicle speed is located in a calibration interval of the high-speed vehicle speed; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the high-speed vehicle speed and sets the output state bit of the current high-speed vehicle speed to be 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-high speed vehicle speed and sets the output status bit of the current high speed vehicle speed to be 0.
In the technical scheme, a minimum lag value and a maximum lag value for national road vehicle speed judgment are arranged in the vehicle speed judgment hysteresis module; the minimum lag value and the maximum lag value of the national road vehicle speed judgment form a calibration interval of the national road vehicle speed; the speed judgment hysteresis module acquires the current speed through a speed sensor and judges whether the value of the current speed is within a calibration interval of the national road speed; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the national road vehicle speed and sets the output state bit of the current national road vehicle speed as 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-national vehicle speed and sets the output state bit of the current national vehicle speed to be 0.
In the technical scheme, the vehicle working condition identification module further comprises a high-speed and national road state identification debouncing module, and a signal output end of the vehicle speed stability judgment module and a signal output end of the vehicle speed judgment hysteresis module are electrically connected with a signal input end of the national road state identification debouncing module; the high-speed and national-road state identification debouncing module is internally provided with an anti-jitter value for high-speed state judgment and an anti-jitter value for national-road state judgment; after the high-speed and state identification debouncing module confirms that the input state bit of the current stable speed is 1 and the state bit of the current high-speed is 1, debouncing processing is carried out on the state bit signal of the current high-speed based on the anti-jitter value judged by the high-speed state, and the state bit of the current high-speed after debouncing processing is output; after the high-speed and state identification debouncing module confirms that the input state bit of the current stable speed is 1 and the state bit of the current high state road speed is 1, debouncing processing is carried out on the state bit signal of the current state road speed based on the anti-jitter value judged by the high-speed state and the state bit of the current state road speed after debouncing processing is output;
when the vehicle working condition identification module judges that the state position of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state position of the current national road vehicle speed output by the vehicle speed judgment hysteresis module is 1, and the state position of the current national road vehicle speed output by the high-speed and national road state identification debouncing module is 1, the vehicle working condition identification module judges that the current whole vehicle runs on the national road condition;
when the vehicle working condition identification module judges that the state bit of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state bit of the current high-speed vehicle speed output by the vehicle speed judgment hysteresis module is 1, and the state bit of the current high-speed vehicle speed output by the high-speed and national road state identification shake removal module is 1, the vehicle working condition identification module judges that the current whole vehicle runs in a high-speed road condition.
In the technical scheme, the signal output end of the mountain ramp identification module is electrically connected with the signal input end of the vehicle working condition identification module; a vehicle speed signal, an accelerator pedal signal, a vehicle speed acceleration and a calibration value corresponding to the running time of an engine are arranged in the mountain slope recognition module; when the mountain slope recognition module judges that a vehicle speed signal, an accelerator pedal signal, a vehicle speed acceleration and the engine running time which are collected currently are respectively greater than corresponding calibration values, a control signal is sent to the vehicle working condition recognition module to drive the vehicle working condition recognition module to start working; when the mountain slope recognition module judges that the currently acquired vehicle speed signal, the accelerator pedal signal, the vehicle speed acceleration and the engine running time are not simultaneously greater than the corresponding calibration values respectively, a control signal is sent to the vehicle working condition recognition module to drive the vehicle working condition recognition module to maintain a dormant state;
a form corresponding to calibration values of different vehicle speed intervals and different atmospheric pressure change amplitudes is arranged in the mountain slope identification module; the mountain slope recognition module calculates the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute, and judges whether the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute is larger than the atmospheric pressure change amplitude calibration value corresponding to the current vehicle speed or not according to a table look-up; if so, determining that the vehicle is in the mountain ramp road condition; if not, the vehicle is considered to be in the non-mountain slope road condition at the moment.
In the technical scheme, the fuel injection control module switches the rail pressure of the engine according to the vehicle running road condition information output by the vehicle working condition identification module and the vehicle running environment information output by the mountain slope identification module, and corrects the timing map.
In the technical scheme, the torque path control module switches the driving characteristic map according to the vehicle running road condition information output by the vehicle working condition identification module and the vehicle running environment information output by the mountain ramp identification module, and corrects the external characteristic torque.
In the technical scheme, the air system control module switches the air-fuel ratio map according to the vehicle running road condition information output by the vehicle working condition identification module and the vehicle running environment information output by the mountain slope identification module, and corrects the target boost pressure map.
In the technical scheme, the post-processing system control module switches or corrects the post-processing map according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain slope recognition module.
The invention has the beneficial effects that: the invention identifies the ramp mode and the vehicle running condition mode by judging signals such as vehicle speed, engine speed, accelerator opening, gear, atmospheric pressure and the like, realizes MAP switching and correction in different modes, including but not limited to rail pressure, timing, driving characteristics, smoke limit, external characteristics, target boost pressure, post-processing related MAP and the like, and realizes the diversification of control strategy conversion so as to meet different running requirements of vehicles. The invention adopts the vehicle speed stability judging module to judge whether the vehicle is in a stable driving state or not and is used as a necessary condition for judging the driving road condition of the vehicle by the vehicle working condition identifying module, thereby ensuring the accuracy of the judging result of the vehicle working condition identifying module. The invention adopts the vehicle speed judgment hysteresis module to judge the driving road condition of the current vehicle based on the current vehicle speed, so that the judgment result accords with the actual driving state. The invention adopts the high-speed and national road state identification and debouncing module to perform debouncing treatment on the high-speed and national road state, prevents the high-frequency change of the high-speed and national road state caused by the vehicle speed under a certain boundary condition, improves the accuracy of road condition identification, and further ensures the safety of control strategy adjustment. The mountain slope recognition of the invention recognizes the environmental condition based on the environmental information and the running state information of the vehicle and determines whether to start the vehicle working condition recognition, and has the function of energy saving.
Drawings
FIG. 1 is a functional schematic of the system of the present invention;
FIG. 2 is a schematic diagram of a vehicle speed stability determination module of the present invention;
FIG. 3 is a schematic view of a vehicle speed determination hysteresis module of the present invention;
FIG. 4 is a schematic diagram of a high speed and national road state identification debouncing module of the present invention;
FIG. 5 is a schematic view of a mountain slope recognition module according to the present invention;
FIG. 6 is a schematic diagram of a combustion injection control module of the present invention;
FIG. 7 is a schematic diagram of a torque path control module of the present invention;
FIG. 8 is a schematic view of an air system control module of the present invention;
FIG. 9 is a schematic diagram of an aftertreatment system control module of the 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 present invention provides a self-adaptive control system for a whole vehicle, which is characterized in that: the device comprises a vehicle working condition identification module, a mountain ramp identification module, a fuel injection control module, a torque path control module, an air system control module and an aftertreatment system control module; the signal input end of the vehicle working condition identification module is electrically connected with the signal output end of the vehicle speed sensor; the signal input end of the mountain ramp recognition module is electrically connected with the signal output end of a vehicle speed sensor, the signal output end of an atmospheric pressure sensor, the signal output end of an accelerator pedal and the signal output end of an engine; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the fuel injection control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the torque path control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the air system control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the post-processing system control module; the vehicle working condition identification module judges whether the current vehicle stably runs on a high-speed road condition or a national road condition according to the current vehicle speed fed back by the vehicle speed sensor; the mountain slope recognition module judges whether the vehicle runs in a mountain slope environment or not according to the atmospheric pressure signal, the accelerator pedal signal, the vehicle speed acceleration and the total running time of the engine; the fuel injection control module, the torque path control module, the air system control module and the post-processing system control module adjust a control strategy according to the current driving road condition and environment of the vehicle.
In the technical scheme, the vehicle working condition identification module comprises a vehicle speed stability judgment module; the module judges whether the current vehicle speed is in a stable state or not by collecting and analyzing vehicle speed signals. The vehicle speed steady state is one of the necessary conditions for judging the recognition of the high speed state. The vehicle speed stability judging module is internally provided with a vehicle speed sample period for vehicle speed stability judgment and the number of vehicle speed samples for vehicle speed stability judgment; the vehicle speed stability judging module collects current vehicle speed information meeting the vehicle speed sample number as a vehicle speed sample value in a vehicle speed sample period through a vehicle speed sensor; the vehicle speed stability judging module calculates an average value and a fluctuation amplitude value of the vehicle speed sample values and judges whether the deviation of the calculated fluctuation amplitude value and the average value is less than a vehicle speed stability calibration value or not; if the judgment result is yes, the vehicle speed stability judgment module judges that the current vehicle speed is a stable value and sets the output state position of the current stable vehicle speed to be 1; if the judgment result is negative, the vehicle speed stability judgment module judges that the current vehicle speed is an unstable value and sets the output state bit of the current stable vehicle speed to be 0.
In this embodiment, the following steps are required to determine the vehicle speed stability:
1. acquiring a vehicle speed sample value of 100s (vehicle speed sample period), wherein the number of the vehicle speed samples is 1000;
2. calculating the average value and the upper and lower deviations (namely fluctuation amplitude values) of the 1000 sample number;
3. when the maximum value of the up-down deviation is smaller than a vehicle speed stability calibration value (generally labeled as 5km/h), the vehicle speed is considered as a stable vehicle speed at that time.
In the technical scheme, the vehicle working condition identification module comprises a vehicle speed judgment hysteresis module; the module judges that the vehicle speed is in a calibration interval through a hysteresis model, and meets another condition of high-speed/national road identification. The vehicle speed judgment hysteresis module is internally provided with a minimum hysteresis value and a maximum hysteresis value for high-speed vehicle speed judgment; the minimum lag value and the maximum lag value of the high-speed vehicle speed judgment form a calibration interval of the high-speed vehicle speed; the vehicle speed judgment hysteresis module acquires the current vehicle speed through a vehicle speed sensor and judges whether the numerical value of the current vehicle speed is located in a calibration interval of the high-speed vehicle speed; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the high-speed vehicle speed and sets the output state bit of the current high-speed vehicle speed to be 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-high speed vehicle speed and sets the output status bit of the current high speed vehicle speed to be 0.
In the embodiment, the minimum lag value usually used for judging the high-speed vehicle speed is 70 km/h; the maximum hysteresis value generally used for high-speed vehicle speed determination is 85 km/h.
In the technical scheme, a minimum lag value and a maximum lag value for national road vehicle speed judgment are arranged in the vehicle speed judgment hysteresis module; the minimum lag value and the maximum lag value of the national road vehicle speed judgment form a calibration interval of the national road vehicle speed; the speed judgment hysteresis module acquires the current speed through a speed sensor and judges whether the value of the current speed is within a calibration interval of the national road speed; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the national road vehicle speed and sets the output state bit of the current national road vehicle speed as 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-national vehicle speed and sets the output state bit of the current national vehicle speed to be 0.
In the specific embodiment, the minimum lag value usually used for judging the speed of the national road is 30 km/h; the maximum hysteresis value usually used for national road vehicle speed judgment is 60 km/h.
Among the above-mentioned technical scheme, vehicle operating mode identification module still includes high-speed and national road state discernment shivering module, and this module is used for removing the trembling to high-speed and national road state and handles, prevents that the speed of a motor vehicle under certain boundary condition from leading to high-speed and national road state to take place the high frequency and change. And when the state position of the high-speed/national road vehicle speed received by the high-speed state identification and Debounce module meets a certain Debounce time, the state position is finally considered to be the high-speed/national road state, and the state position of the high-speed/national road state is judged to be 1. The signal output end of the vehicle speed stability judging module and the signal output end of the vehicle speed judging hysteresis module are electrically connected with the signal input end of the national road state identification debouncing module; the high-speed and national-road state identification debouncing module is internally provided with an anti-jitter value for high-speed state judgment and an anti-jitter value for national-road state judgment; after the high-speed and state identification debouncing module confirms that the input state bit of the current stable speed is 1 and the state bit of the current high-speed is 1, debouncing processing is carried out on the state bit signal of the current high-speed based on the anti-jitter value judged by the high-speed state, and the state bit of the current high-speed after debouncing processing is output; after the high-speed and state identification debouncing module confirms that the input state bit of the current stable speed is 1 and the state bit of the current high state road speed is 1, debouncing processing is carried out on the state bit signal of the current state road speed based on the anti-jitter value judged by the high-speed state and the state bit of the current state road speed after debouncing processing is output;
when the vehicle working condition identification module judges that the state position of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state position of the current national road vehicle speed output by the vehicle speed judgment hysteresis module is 1, and the state position of the current national road vehicle speed output by the high-speed and national road state identification debouncing module is 1, the vehicle working condition identification module judges that the current whole vehicle runs on the national road condition;
when the vehicle working condition identification module judges that the state bit of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state bit of the current high-speed vehicle speed output by the vehicle speed judgment hysteresis module is 1, and the state bit of the current high-speed vehicle speed output by the high-speed and national road state identification shake removal module is 1, the vehicle working condition identification module judges that the current whole vehicle runs in a high-speed road condition.
In the technical scheme, the signal output end of the mountain ramp identification module is electrically connected with the signal input end of the vehicle working condition identification module; a vehicle speed signal, an accelerator pedal signal, a vehicle speed acceleration and a calibration value corresponding to the running time of an engine are arranged in the mountain slope recognition module; when the mountain slope recognition module judges that a vehicle speed signal, an accelerator pedal signal, a vehicle speed acceleration and the engine running time which are collected currently are respectively greater than corresponding calibration values, a control signal is sent to the vehicle working condition recognition module to drive the vehicle working condition recognition module to start working; when the mountain slope recognition module judges that the currently acquired vehicle speed signal, the accelerator pedal signal, the vehicle speed acceleration and the engine running time are not simultaneously greater than the corresponding calibration values respectively, a control signal is sent to the vehicle working condition recognition module to drive the vehicle working condition recognition module to maintain the dormant state.
In the specific embodiment, the calibration value of the speed signal in the mountain ramp identification module is 10 km/h; the calibration value of the accelerator pedal signal is 0%; the acceleration of the vehicle speed is calibrated to be 0.1m/s2(ii) a The engine run time was calibrated to 600 s.
The mountain area ramp recognition module is internally provided with tables corresponding to different vehicle speed intervals and different atmospheric pressure change amplitude calibration values, and the tables are as follows:
| vehicle speed (unit is km/h) | 10 | 20 | 30 | 40 |
| Amplitude of atmospheric pressure change (in kpa/h) | 15 | 15 | 10 | 10 |
The mountain slope recognition module calculates the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute, and judges whether the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute is larger than the atmospheric pressure change amplitude calibration value corresponding to the current vehicle speed or not according to a table look-up; if so, determining that the vehicle is in the mountain ramp road condition; if not, the vehicle is considered to be in the non-mountain slope road condition at the moment.
In the technical scheme, the fuel injection control module switches the rail pressure of the engine according to the vehicle running road condition information output by the vehicle working condition identification module and the vehicle running environment information output by the mountain slope identification module, and corrects the timing map. As shown in fig. 6, if the input end of the fuel injection control module receives the information for determining that the whole vehicle is running under the high-speed road condition, the input end of the fuel injection control module outputs the engine rail pressure and the engine timing map corresponding to the high-speed road condition. And if the input end of the fuel injection control module receives the judgment information of the national road condition of the whole vehicle, the engine rail pressure and the engine timing map corresponding to the national road condition are output. And if the input end of the fuel injection control module receives the judgment information of the road condition that the whole vehicle runs on the mountain ramp, the input end of the fuel injection control module outputs the engine rail pressure and the engine timing map corresponding to the road condition of the mountain ramp.
In the technical scheme, the torque path control module switches the driving characteristic map according to the vehicle running road condition information output by the vehicle working condition identification module and the vehicle running environment information output by the mountain ramp identification module, and corrects the external characteristic torque. As shown in fig. 7, if the input end of the torque path control module receives the information for determining that the entire vehicle is driving on a high-speed road, the input end outputs an engine driving characteristic map and an engine external characteristic maximum torque correction map corresponding to the high-speed road. And if the input end of the torque path control module receives the judgment information of the national road condition of the whole vehicle, outputting an engine driving characteristic map and an engine external characteristic maximum torque correction map corresponding to the national road condition. And if the input end of the torque path control module receives the judgment information of the road condition of the slope where the whole vehicle runs on the mountain area, outputting an engine driving characteristic map and an engine external characteristic maximum torque correction map corresponding to the road condition of the slope in the mountain area.
In the technical scheme, the air system control module switches the air-fuel ratio map according to the vehicle running road condition information output by the vehicle working condition identification module and the vehicle running environment information output by the mountain slope identification module, and corrects the target boost pressure map. As shown in fig. 8, if the input end of the air system control module receives the information for determining that the entire vehicle is running on the highway condition, the input end outputs the target air-fuel ratio map of the engine and the target supercharging pressure map of the engine corresponding to the highway condition. And if the input end of the air system control module receives the judgment information of the national road condition of the whole vehicle, outputting an engine target air-fuel ratio map and an engine target supercharging pressure map corresponding to the national road condition. And if the input end of the air system control module receives the judgment information of the road condition that the whole vehicle runs on the mountain ramp, outputting an engine target air-fuel ratio map and an engine target supercharging pressure map corresponding to the road condition of the mountain ramp.
In the technical scheme, the post-processing system control module switches or corrects the post-processing map according to the vehicle running road condition information output by the vehicle working condition recognition module and the vehicle running environment information output by the mountain slope recognition module. As shown in fig. 9, if the input end of the post-processing system control module receives the judgment information of the high-speed road condition of the entire vehicle, the post-processing SCR control map and the post-processing DPF control map corresponding to the high-speed road condition are output. And if the input end of the post-processing system control module receives the judgment information of the national road condition of the whole vehicle, outputting a post-processing SCR control map and a post-processing DPF control map corresponding to the national road condition. And if the input end of the post-processing system control module receives the judgment information of the road condition of the slope where the whole vehicle runs on the slope, outputting a post-processing SCR control map and a post-processing DPF control map corresponding to the road condition of the slope.
In a specific embodiment, the engine electronic control unit comprises a vehicle working condition recognition module and a mountain ramp recognition module, the engine electronic control unit calibrates the state of the whole vehicle road condition based on output results of the vehicle working condition recognition module and the mountain ramp recognition module, wherein a calibration point 0 corresponds to a general road condition (the engine electronic control unit determines that the whole vehicle is in a non-highway road condition and a non-national road condition and a non-mountain ramp road condition, namely, the general road condition), a calibration point 1 corresponds to a highway road condition, a calibration point 2 corresponds to a national road condition, and a calibration point 3 corresponds to a ramp mountain road condition. In an engine electric control unit, a fuel injection module, a torque path control module, an air system control module and an aftertreatment system control module are respectively calibrated.
Taking the rail pressure of the fuel injection module as an example: if the road condition calibration point of the whole vehicle is 0, the number of the MAP corresponding to the rail pressure of the engine is 0; if the road condition calibration point of the whole vehicle is 1, the number of the MAP corresponding to the rail pressure of the engine is 1; if the road condition calibration point of the whole vehicle is 2, the number of the MAP corresponding to the rail pressure of the engine is 2; and if the road condition calibration point of the whole vehicle is 3, the number of the MAP corresponding to the rail pressure of the engine is 3. In an engine electronic control unit, the MAP name of the engine rail pressure is as follows: engine rail pressure _ rail pressure MAP number _ whole vehicle road condition calibration point _ MAP. Different MAPs correspond to different engine combustion parameters. In the self-adaptive control system of the whole vehicle, according to the road condition of the whole vehicle, combustion parameters of an engine respectively go through MAP of different combustion parameters.
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, but these changes, modifications or equivalents are within the protection scope of the appended claims.
Those not described in detail in this specification are within the skill of the art.
Claims (10)
1. A self-adaptive control system of a finished automobile is characterized in that: the device comprises a vehicle working condition identification module, a mountain ramp identification module, a fuel injection control module, a torque path control module, an air system control module and an aftertreatment system control module; the signal input end of the vehicle working condition identification module is electrically connected with the signal output end of the vehicle speed sensor; the signal input end of the mountain ramp recognition module is electrically connected with the signal output end of a vehicle speed sensor, the signal output end of an atmospheric pressure sensor, the signal output end of an accelerator pedal and the signal output end of an engine; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the fuel injection control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the torque path control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the air system control module; the signal output end of the vehicle working condition identification module and the signal output end of the mountain ramp identification module are electrically connected with the signal input end of the post-processing system control module; the vehicle working condition identification module judges whether the current vehicle stably runs on a high-speed road condition or a national road condition according to the current vehicle speed fed back by the vehicle speed sensor; the mountain slope recognition module judges whether the vehicle runs in a mountain slope environment or not according to the atmospheric pressure signal, the accelerator pedal signal, the vehicle speed acceleration and the total running time of the engine; the fuel injection control module, the torque path control module, the air system control module and the post-processing system control module adjust a control strategy according to the current driving road condition and environment of the vehicle.
2. The adaptive control system for the whole vehicle according to claim 1, wherein: the vehicle working condition identification module comprises a vehicle speed stability judgment module; the vehicle speed stability judging module is internally provided with a vehicle speed sample period for vehicle speed stability judgment and the number of vehicle speed samples for vehicle speed stability judgment; the vehicle speed stability judging module collects current vehicle speed information meeting the vehicle speed sample number as a vehicle speed sample value in a vehicle speed sample period through a vehicle speed sensor; the vehicle speed stability judging module calculates an average value and a fluctuation amplitude value of the vehicle speed sample values and judges whether the deviation of the calculated fluctuation amplitude value and the average value is less than a vehicle speed stability calibration value or not; if the judgment result is yes, the vehicle speed stability judgment module judges that the current vehicle speed is a stable value and sets the output state position of the current stable vehicle speed to be 1; if the judgment result is negative, the vehicle speed stability judgment module judges that the current vehicle speed is an unstable value and sets the output state bit of the current stable vehicle speed to be 0.
3. The adaptive control system for the whole vehicle according to claim 2, wherein: the vehicle working condition identification module comprises a vehicle speed judgment hysteresis module; the vehicle speed judgment hysteresis module is internally provided with a minimum hysteresis value and a maximum hysteresis value for high-speed vehicle speed judgment; the minimum lag value and the maximum lag value of the high-speed vehicle speed judgment form a calibration interval of the high-speed vehicle speed; the vehicle speed judgment hysteresis module acquires the current vehicle speed through a vehicle speed sensor and judges whether the numerical value of the current vehicle speed is located in a calibration interval of the high-speed vehicle speed; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the high-speed vehicle speed and sets the output state bit of the current high-speed vehicle speed to be 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-high speed vehicle speed and sets the output status bit of the current high speed vehicle speed to be 0.
4. The adaptive control system for the whole vehicle according to claim 3, wherein: the vehicle speed judgment hysteresis module is internally provided with a minimum hysteresis value and a maximum hysteresis value for national road vehicle speed judgment; the minimum lag value and the maximum lag value of the national road vehicle speed judgment form a calibration interval of the national road vehicle speed; the speed judgment hysteresis module acquires the current speed through a speed sensor and judges whether the value of the current speed is within a calibration interval of the national road speed; if the judgment result is yes, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the national road vehicle speed and sets the output state bit of the current national road vehicle speed as 1; if the judgment result is negative, the vehicle speed judgment hysteresis module judges that the current vehicle speed belongs to the non-national vehicle speed and sets the output state bit of the current national vehicle speed to be 0.
5. The adaptive control system for the whole vehicle according to claim 4, wherein: the vehicle working condition identification module also comprises a high-speed and national road state identification and debouncing module, and the signal output end of the vehicle speed stability judgment module and the signal output end of the vehicle speed judgment hysteresis module are electrically connected with the signal input end of the national road state identification and debouncing module; the high-speed and national-road state identification debouncing module is internally provided with an anti-jitter value for high-speed state judgment and an anti-jitter value for national-road state judgment; after the high-speed and state identification debouncing module confirms that the input state bit of the current stable speed is 1 and the state bit of the current high-speed is 1, debouncing processing is carried out on the state bit signal of the current high-speed based on the anti-jitter value judged by the high-speed state, and the state bit of the current high-speed after debouncing processing is output; after the high-speed and state identification debouncing module confirms that the input state bit of the current stable speed is 1 and the state bit of the current high state road speed is 1, debouncing processing is carried out on the state bit signal of the current state road speed based on the anti-jitter value judged by the high-speed state and the state bit of the current state road speed after debouncing processing is output;
when the vehicle working condition identification module judges that the state position of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state position of the current national road vehicle speed output by the vehicle speed judgment hysteresis module is 1, and the state position of the current national road vehicle speed output by the high-speed and national road state identification debouncing module is 1, the vehicle working condition identification module judges that the current whole vehicle runs on the national road condition;
when the vehicle working condition identification module judges that the state bit of the current stable vehicle speed output by the vehicle speed stability judgment module is 1, the state bit of the current high-speed vehicle speed output by the vehicle speed judgment hysteresis module is 1, and the state bit of the current high-speed vehicle speed output by the high-speed and national road state identification shake removal module is 1, the vehicle working condition identification module judges that the current whole vehicle runs in a high-speed road condition.
6. The adaptive control system for the whole vehicle according to claim 1, wherein: the signal output end of the mountain ramp identification module is electrically connected with the signal input end of the vehicle working condition identification module; a vehicle speed signal, an accelerator pedal signal, a vehicle speed acceleration and a calibration value corresponding to the running time of an engine are arranged in the mountain slope recognition module; when the mountain slope recognition module judges that a vehicle speed signal, an accelerator pedal signal, a vehicle speed acceleration and the engine running time which are collected currently are respectively greater than corresponding calibration values, a control signal is sent to the vehicle working condition recognition module to drive the vehicle working condition recognition module to start working; when the mountain slope recognition module judges that the currently acquired vehicle speed signal, the accelerator pedal signal, the vehicle speed acceleration and the engine running time are not simultaneously greater than the corresponding calibration values respectively, a control signal is sent to the vehicle working condition recognition module to drive the vehicle working condition recognition module to maintain a dormant state;
a form corresponding to calibration values of different vehicle speed intervals and different atmospheric pressure change amplitudes is arranged in the mountain slope identification module; the mountain slope recognition module calculates the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute, and judges whether the deviation between the maximum value and the minimum value of the atmospheric pressure in the current 1 minute is larger than the atmospheric pressure change amplitude calibration value corresponding to the current vehicle speed or not according to a table look-up; if so, determining that the vehicle is in the mountain ramp road condition; if not, the vehicle is considered to be in the non-mountain slope road condition at the moment.
7. The adaptive control system for the whole vehicle according to claim 1, wherein: the fuel injection control module switches the rail pressure of the engine according to the vehicle running road condition information output by the vehicle working condition identification module and the vehicle running environment information output by the mountain slope identification module, and corrects the timing map.
8. The adaptive control system for the whole vehicle according to claim 1, wherein: the torque path control module switches the driving characteristic map according to the vehicle driving road condition information output by the vehicle working condition identification module and the vehicle driving environment information output by the mountain ramp identification module, and corrects the external characteristic torque.
9. The adaptive control system for the whole vehicle according to claim 1, wherein: the air system control module switches the air-fuel ratio map according to the vehicle running road condition information output by the vehicle working condition identification module and the vehicle running environment information output by the mountain slope identification module, and corrects the target boost pressure map.
10. The adaptive control system for the whole vehicle according to claim 1, wherein: and the post-processing system control module switches or corrects the post-processing map according to the vehicle running road condition information output by the vehicle working condition identification module and the vehicle running environment information output by the mountain slope identification module.
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