CN115675434A

CN115675434A - Hybrid engine idle speed control method, device, controller and storage medium

Info

Publication number: CN115675434A
Application number: CN202211408985.2A
Authority: CN
Inventors: 程玉佼; 李磊; 李乐; 丁锋
Original assignee: United Automotive Electronic Systems Co Ltd
Current assignee: United Automotive Electronic Systems Co Ltd
Priority date: 2022-11-11
Filing date: 2022-11-11
Publication date: 2023-02-03

Abstract

The application discloses a hybrid engine idle speed control method, a device, a controller and a storage medium, wherein the method comprises the following steps: obtaining idle speed required torque by using a PID (proportion integration differentiation) regulation method based on idle speed target rotating speed required by the engine and the obtained actual rotating speed of the engine; processing the idle speed demand torque to obtain a dynamic part torque and a static part torque; processing the dynamic part torque and the static part torque based on a preset required torque distribution method to obtain total required torque of the engine and total required torque of the motor; and controlling the engine and the motor to run at an idle speed based on the total engine torque demand and the total motor torque demand. Through the scheme, the problem that engine emission and oil consumption are difficult to balance in the related technology can be solved.

Description

Hybrid engine idle speed control method, device, controller and storage medium

Technical Field

The application relates to the technical field of new energy automobile control technology, in particular to a hybrid engine idle speed control method, a hybrid engine idle speed control device, a hybrid engine idle speed controller and a storage medium.

Background

With the continuous development of automobile electronic technology, more and more energy-saving emission-reduction control schemes are applied to automobiles to meet increasingly strict emission and oil consumption regulations. For a vehicle with an engine, idling is a common working condition of the engine, under the working condition, the engine does not output torque outwards, the engine mainly overcomes self resistance and accessory consumption, and the rotating speed is maintained to be stable.

Although energy is still consumed during idling, idling is still maintained because some special conditions, such as catalyst heating, component self-learning and diagnostics, depend on engine idling. Generally, the target idle speed of the engine is set between 700rpm and 900 rpm. On one hand, if the engine idles between 700rpm and 900rpm, the temperature of a combustion chamber and the temperature of exhaust gas of the engine can be well controlled and maintained, relatively good emission can be realized, and the oil consumption of the engine is increased; on the other hand, if the engine is stopped instead of idling, there is no fuel consumption, but the temperature of the engine combustion chamber and the exhaust gas temperature gradually decrease over time, possibly resulting in higher emissions after the next start.

For the idle working condition of an engine of a hybrid power system, the oil consumption and the emission are mutually restricted, no good solution is available on the market, and the emission and the oil consumption of the engine under the idle working condition can be balanced.

Disclosure of Invention

The application provides a hybrid engine idle speed control method, a hybrid engine idle speed control device, a hybrid engine controller and a storage medium, which can solve the problem that engine emission and oil consumption are difficult to balance in the related art.

In a first aspect, an embodiment of the present application provides a hybrid engine idle speed control method, including:

obtaining idle speed required torque by using a PID (proportion integration differentiation) regulation method based on idle speed target rotating speed required by the engine and the obtained actual rotating speed of the engine;

processing the idle speed demand torque to obtain a dynamic part torque and a static part torque;

processing the dynamic part torque and the static part torque based on a preset required torque distribution method to obtain total required torque of an engine and total required torque of a motor;

and controlling the engine and the motor to run at an idle speed based on the total engine required torque and the total motor required torque.

In some embodiments, the obtaining the idle speed demand torque by using a PID regulation method based on the idle speed target rotation speed required by the engine and the obtained actual rotation speed of the engine includes:

subtracting the idle speed target rotating speed from the actual rotating speed of the engine to obtain a rotating speed difference value;

performing mathematical operation processing on the rotation speed difference to obtain a proportional part Kp, an integral part Ki and a differential part Kd;

obtaining the idle speed demand torque based on a preset processing formula, wherein the processing formula is as follows:

DesTrq=PCtrq+Kp+Ki+Kd;

the DesTrq is idle speed demand torque, and the PCtrq is preset pilot control torque.

In some embodiments, said processing, based on the idle demand torque, results in a dynamic part torque and a static part torque, including:

filtering the idle speed demand torque to obtain a static part torque of the idle speed demand torque;

subtracting the static partial torque from the idle demand torque to obtain the dynamic partial torque.

In some embodiments, the processing the dynamic partial torque and the static partial torque to obtain a total engine required torque and a total motor required torque based on a preset required torque distribution method includes:

distributing the dynamic part of the torque based on a preset required torque distribution method to obtain the dynamic part of the torque of the engine and the dynamic part of the torque of the motor;

distributing the static part torque based on a preset required torque distribution method to obtain an engine static part torque and a motor static part torque;

adding the dynamic part torque of the engine and the static part torque of the engine to obtain the total required torque of the engine;

and adding the dynamic part torque of the motor and the static part torque of the motor to obtain the total required torque of the motor.

In some embodiments, the allocating the dynamic part torque based on a preset required torque allocation method to obtain an engine dynamic part torque and a motor dynamic part torque includes:

obtaining a dynamic part torque of the motor based on a preset motor power coefficient and the dynamic part torque;

and subtracting the dynamic part torque of the motor from the dynamic part torque to obtain the dynamic part torque of the engine.

In some embodiments, the distributing the static part torque based on a preset required torque distribution method to obtain an engine static part torque and a motor static part torque includes:

and distributing the static part torque by adopting an ECMS energy management algorithm to obtain the static part torque of the engine and the static part torque of the motor.

In some embodiments, said distributing said static part torque using ECMS energy management algorithm to obtain an engine static part torque and a motor static part torque comprises:

distributing the static part torque by using an iterative loop based on a preset static torque distribution formula to obtain a plurality of groups of alternative static torque distribution schemes;

respectively calculating total energy consumption corresponding to each group of the alternative static torque distribution schemes, wherein the total energy consumption is the sum of equivalent fuel consumption of electric energy consumed by a motor and fuel consumption of an engine;

selecting the candidate static torque distribution scheme with the lowest total energy consumption as a target static torque distribution scheme;

and obtaining the static part torque of the engine and the static part torque of the motor based on the target static torque distribution scheme.

In a second aspect, an embodiment of the present application provides an onboard control device, including:

the idle speed demand torque calculation module is used for obtaining idle speed demand torque by utilizing a PID (proportion integration differentiation) regulation method based on the idle speed target rotating speed required by the engine and the obtained actual rotating speed of the engine;

the idle speed demand torque distribution module is used for processing the idle speed demand torque to obtain a dynamic part torque and a static part torque;

the total demand torque distribution module is used for processing the dynamic part torque and the static part torque based on a preset demand torque distribution method to obtain total demand torque of the engine and total demand torque of the motor;

and the equipment control module is used for controlling the engine and the motor to run at an idle speed based on the total required torque of the engine and the total required torque of the motor.

In a third aspect, an embodiment of the present application provides an in-vehicle control apparatus applied to a new energy vehicle, including a processor and a memory, the memory storing a computer program, the processor implementing the hybrid engine idle speed control method according to the first aspect when executing the computer program.

In a fourth aspect, embodiments of the present application provide a storage medium having a program stored thereon, which when executed by a processor, is configured to implement the hybrid engine idle speed control method according to the first aspect.

The technical scheme at least comprises the following advantages:

1. the idle speed demand torque is divided into the total engine demand torque and the total motor demand torque, so that the idle speed of the motor is controlled through residual motor, and compared with the traditional method of controlling the idle speed by the engine alone, the idle speed control method is beneficial to realizing the balance between engine emission and oil consumption in the idle speed state.

Drawings

In order to more clearly illustrate the detailed description of the present application or the technical solutions in the prior art, the drawings needed to be used in the detailed description of the present application or the prior art description will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a flow chart of a hybrid engine idle speed control method provided by an exemplary embodiment of the present application;

FIG. 2 is a flow chart provided by an exemplary embodiment of the present application for embodying S30;

FIG. 3 is a block diagram illustrating an exemplary embodiment of an in-vehicle control device according to the present application;

fig. 4 is a block diagram of a structure of an in-vehicle control device according to an exemplary embodiment of the present application.

Detailed Description

The technical solutions in the present application will be described clearly and completely with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; the connection can be mechanical connection or electrical connection; the two elements may be directly connected or indirectly connected through an intermediate medium, or may be communicated with each other inside the two elements, or may be wirelessly connected or wired connected. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.

In addition, the technical features mentioned in the different embodiments of the present application described below may be combined with each other as long as they do not conflict with each other.

The application provides a hybrid engine idle speed control method which is mainly based on an on-board controller in a new energy automobile and can be applied to the idle speed control process of the new energy automobile. Referring to FIG. 1, a hybrid engine idle speed control method may include the following:

s10: and obtaining the idle speed required torque by utilizing a PID (proportion integration differentiation) adjusting method based on the idle speed target rotating speed required by the engine and the obtained actual rotating speed of the engine.

For example, the vehicle-mounted controller stores an idle speed target rotation speed in advance, and when idle speed control is required, the vehicle-mounted controller may obtain an actual rotation speed of the engine at the current time, and process the idle speed target rotation speed and the actual rotation speed of the engine by using a PID adjustment method, so as to obtain an idle speed required torque.

S20: the idle demand torque is processed to obtain a dynamic part torque and a static part torque.

For example, the on-board controller may further distribute the idle speed demand torque to obtain a dynamic part torque and a static part torque.

S30: and processing the dynamic part torque and the static part torque based on a preset required torque distribution method to obtain the total required torque of the engine and the total required torque of the motor.

For example, the onboard controller may further distribute the dynamic partial torque and the static partial torque obtained in S20 by using a preset required torque distribution method, and finally obtain the total engine required torque and the total motor required torque.

S40: and controlling the engine and the motor to run at an idle speed based on the total engine torque demand and the total motor torque demand.

For example, the vehicle controller may adjust the torque of the engine to the total engine demand torque and the torque of the motor to the total motor demand torque, thereby performing control of the idle operation of the engine and the motor.

Generally, conventional engines may respond to some sudden increase in torque demand by retarding the firing angle to reserve a portion of the torque at low speeds due to slower torque response, which may result in a decrease in engine operating efficiency. By adopting the technical scheme, the motor auxiliary control is realized, so that the torque reservation of the engine can be cancelled. Meanwhile, because the motor participates in idle speed control, the idle speed target rotating speed of the engine can be set to be lower, and oil consumption can be reduced.

Optionally, in another embodiment, the above S10 includes but is not limited to the following:

and subtracting the idle speed target rotating speed from the actual rotating speed of the engine to obtain a rotating speed difference value.

For example, the vehicle-mounted controller may subtract the idle target speed from the actual engine speed to obtain a speed difference. When the rotating speed difference value is a positive number, the actual rotating speed of the engine is higher than the idle speed target rotating speed, and the larger the rotating speed difference value is, the smaller the subsequently required idle speed required torque is. When the rotating speed difference value is a negative number, the actual rotating speed of the engine is lower than the idling target rotating speed, and the smaller the rotating speed difference value is, the larger the subsequently required idling required torque is.

And performing mathematical operation on the rotation speed difference to obtain a proportional part Kp, an integral part Ki and a differential part Kd.

For example, the onboard controller may mathematically process the rotation speed difference value based on a preset calculation method, thereby obtaining the proportional part Kp, the integral part Ki, and the differential part Kd.

And obtaining the idle speed demand torque based on a preset processing formula.

Wherein, the processing formula is as follows:

DesTrq=PCtrq+Kp+Ki+Kd;

in the above processing formula, desTrq is the idle speed demand torque, and PCtrq is the preset pilot control torque.

For example, the on-board controller may obtain the idle speed demand torque by substituting the proportional part Kp, the integral part Ki, and the derivative part Kd obtained in the foregoing steps into the above processing equation.

Optionally, in another embodiment, S20 in the above includes but is not limited to the following:

and filtering the idle speed demand torque to obtain a static part torque of the idle speed demand torque.

For example, since there is often a rapid torque disturbance at idle, such as sudden air conditioning, when taking off the vehicle, etc., a large fluctuation in the idle demand torque is caused. Therefore, in order to subsequently appropriately distribute the torque between the motor and the engine, the on-board controller may filter the idle speed demand torque to obtain a static partial torque of the idle speed demand torque.

The static part torque is subtracted from the idle demand torque to obtain the dynamic part torque.

For example, the on-board controller may subtract the static part torque from the idle demand torque to obtain a corresponding dynamic part torque.

Optionally, in another embodiment, S30 in the above includes but is not limited to the following:

s301: and distributing the dynamic part torque based on a preset required torque distribution method to obtain the dynamic part torque of the engine and the dynamic part torque of the motor.

For example, the on-board controller may divide the dynamic part torque into an engine dynamic part torque and a motor dynamic part torque based on a preset required torque distribution method. It should be noted that, in general, the motor output is directly realized by adjusting parameters such as input current, voltage and the like, and has the characteristic of fast response. Compared with a motor, the engine works in separate cylinders, the torque response is slow, and particularly at low rotating speed, the working period of each cylinder is long, and the embodiment is more obvious. Therefore, in order to quickly satisfy the demand, the dynamic partial torque is allocated to the motor as much as possible in consideration of the capability range of the power system (the motor, the battery, and other parts), and is allocated to the engine if the motor cannot be realized. In addition, the dynamic part of the idle speed demand torque is distributed to the motor as much as possible, so that the engine can be kept in a stable working state, NVH can be improved, and the comfort of a driver is improved.

Optionally, in some embodiments, the above S301 may include the following:

and obtaining the dynamic part torque of the motor based on the preset motor power coefficient and the dynamic part torque.

For example, the on-board controller may multiply the dynamic part torque by a preset motor power coefficient to obtain the motor dynamic part torque.

S302: and distributing the static part torque based on a preset required torque distribution method to obtain the static part torque of the engine and the static part torque of the motor.

For example, the vehicle-mounted controller may divide the static part torque into an engine static part torque and a motor static part torque based on a preset required torque distribution method.

Further, in some embodiments, the static portion torque is distributed using an ECMS energy management algorithm. The ECMS energy management algorithm has the basic principle that the consumption of electric energy is converted into equivalent fuel consumption.

Further, in some embodiments, the process of allocating the static part torque using the ECMS energy management algorithm may be as follows:

and distributing the static part torque by using iteration circulation based on a preset static torque distribution formula to obtain a plurality of groups of alternative static torque distribution schemes.

For example, the static torque split formula may include:

；

；

wherein,

k is a positive integer and is greater than or equal to 1, and

the value of (a) is a preset lower limit of the motor torque; a is a preset standard quantity;

is the static part torque of the engine, and k is a positive integer and is greater than or equal to 1; desTrq is the idle required torque.

Starting from k =1, the vehicle-mounted controller performs iterative loop operation by using the static torque distribution formula, and

is less than the preset upper limit of the motor torque. A group of candidate static torque distribution schemes can be obtained in each iteration, and a candidate motor static part torque and a candidate engine static part torque are recorded in each group of candidate static torque distribution schemes.

And respectively calculating the total energy consumption corresponding to each group of alternative static torque distribution schemes.

The total energy consumption refers to the sum of the equivalent fuel consumption of the electric energy consumed by the motor and the fuel consumption of the engine, and the equivalent fuel consumption of the electric energy consumed by the motor is obtained by converting the electric energy consumption of the motor through an ECMS algorithm.

For example, the onboard controller may calculate the total energy consumption for each set of candidate static torque split schemes separately.

And selecting the candidate static torque distribution scheme with the lowest total energy consumption as the target static torque distribution scheme.

For example, the vehicle-mounted controller may compare the total energy consumption corresponding to each group of candidate static torque distribution schemes, and select the candidate static torque distribution scheme with the lowest total energy consumption as the target static torque distribution scheme.

For example, the on-board controller may use the engine static part torque and the motor static part torque in the target static torque split scheme as the final engine static part torque and motor static part torque.

S303: and adding the torque of the dynamic part of the engine and the torque of the static part of the engine to obtain the total required torque of the engine.

S304: and adding the torque of the dynamic part of the motor and the torque of the static part of the motor to obtain the total required torque of the motor.

Optionally, the present application further provides an on-vehicle control device, including:

and the idle speed demand torque calculation module is used for obtaining the idle speed demand torque by utilizing a PID (proportion integration differentiation) regulation method based on the idle speed target rotating speed required by the engine and the obtained actual rotating speed of the engine.

And the idle speed demand torque distribution module is used for processing the idle speed demand torque to obtain a dynamic part torque and a static part torque.

And the total required torque distribution module is used for processing the dynamic part torque and the static part torque based on a preset required torque distribution method to obtain the total required torque of the engine and the total required torque of the motor.

And the equipment control module is used for controlling the idling operation of the engine and the motor based on the total required torque of the engine and the total required torque of the motor.

Optionally, the idle speed demand torque calculation module is configured to perform the following processing:

subtracting the idle speed target rotation speed from the actual rotation speed of the engine to obtain a rotation speed difference value;

carrying out mathematical operation processing on the rotation speed difference to obtain a proportional part Kp, an integral part Ki and a differential part Kd;

DesTrq=PCtrq+Kp+Ki+Kd;

wherein DesTrq is an idle speed demand torque, and PCtrq is a preset pilot control torque.

Optionally, the idle speed demand torque distribution module is configured to:

Optionally, the total required torque distribution module comprises:

and the dynamic part torque distribution submodule is used for distributing the dynamic part torque based on a preset required torque distribution method to obtain the dynamic part torque of the engine and the dynamic part torque of the motor.

And the static part torque distribution submodule is used for distributing the static part torque based on a preset required torque distribution method to obtain the static part torque of the engine and the static part torque of the motor.

And the engine total required torque calculation submodule is used for adding the torque of the dynamic part of the engine and the torque of the static part of the engine to obtain the engine total required torque.

And the motor total demand torque calculation submodule is used for adding the motor dynamic part torque and the motor static part torque to obtain the motor total demand torque.

Optionally, the dynamic partial torque allocation submodule is configured to:

Optionally, the static part torque distribution submodule is configured to distribute the static part torque by using an ECMS energy management algorithm to obtain the static part torque of the engine and the static part torque of the motor.

Optionally, the static partial torque split sub-module is configured to perform the following:

distributing static part torque by using iterative circulation based on a preset static torque distribution formula to obtain multiple groups of alternative static torque distribution schemes;

respectively calculating total energy consumption corresponding to each group of alternative static torque distribution schemes, wherein the total energy consumption is the sum of equivalent fuel consumption of electric energy consumed by a motor and fuel consumption of an engine;

Optionally, the present application further provides an on-board control device, which includes a memory and a processor, where the memory stores a computer program, and the processor implements the hybrid engine idle speed control method provided in the foregoing method embodiment when executing the computer program.

Referring to fig. 4, the present application also provides an in-vehicle control device including a processor 410 and a memory 420.

Processor 410 may include one or more processing cores. The processor 410 interfaces with various components throughout the device using various interfaces and lines to perform various functions of the device and process data by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 420 and invoking data stored in the memory 420. Alternatively, the processor 410 may be implemented in hardware using at least one of Digital Signal Processing (DSP), field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 410 may integrate one or a combination of a Central Processing Unit (CPU) and a modem. Wherein, the CPU mainly processes an operating system, an application program and the like; the modem is used to handle wireless communications. It is understood that the modem may not be integrated into the processor 410, but may be implemented by a single chip.

Alternatively, the processor 410, when executing program instructions in the memory 320, implements the hybrid engine idle speed control method provided by the various method embodiments described above.

The Memory 420 may include a Random Access Memory (RAM) or a Read-Only Memory (Read-Only Memory). Optionally, the memory 420 includes a non-transitory computer-readable medium. The memory 420 may be used to store instructions, programs, code, sets of codes, or sets of instructions. The memory 420 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function, instructions for implementing the various method embodiments described above, and the like; the storage data area may store data created according to use of the device, and the like.

Optionally, the present application further provides a storage medium, where at least one instruction, at least one program, a code set, or a set of instructions is stored, and the at least one instruction, the at least one program, the code set, or the set of instructions is loaded and executed by the processor to implement the hybrid engine idle speed control method provided by the foregoing method embodiments.

It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications of the invention are intended to be covered by the present invention.

Claims

1. A hybrid engine idle speed control method, comprising:

2. The method according to claim 1, wherein the obtaining the idle speed demand torque by using a PID adjustment method based on the idle speed target required by the engine and the obtained actual engine speed comprises:

DesTrq=PCtrq+Kp+Ki+Kd;

3. The method of claim 1, wherein processing obtains a dynamic part torque and a static part torque based on the idle demand torque comprises:

subtracting the static part torque from the idle demand torque to obtain the dynamic part torque.

4. The method according to claim 1, wherein the processing the dynamic partial torque and the static partial torque based on the preset required torque distribution method to obtain a total engine required torque and a total motor required torque comprises:

5. The method of claim 4, wherein the distributing the dynamic part torque based on a preset required torque distribution method to obtain an engine dynamic part torque and a motor dynamic part torque comprises:

obtaining a dynamic partial torque of the motor based on a preset motor power coefficient and the dynamic partial torque;

6. The method of claim 4, wherein the distributing the static part torque based on a preset required torque distribution method to obtain an engine static part torque and a motor static part torque comprises:

7. The method of claim 6, wherein said distributing said static part torque using an ECMS energy management algorithm to obtain an engine static part torque and an electric machine static part torque comprises:

8. An in-vehicle control apparatus characterized by comprising:

9. An on-board control apparatus applied to a new energy vehicle, characterized by comprising a processor and a memory, the memory storing a computer program, the processor implementing the method of any one of claims 1 to 7 when executing the computer program.

10. A storage medium having a program stored thereon, which program, when executed by a processor, is adapted to carry out the method of any one of claims 1-7.