WO2013123832A1 - 一种基于车辆运行工况的发动机自适应系统及节油方法 - Google Patents

一种基于车辆运行工况的发动机自适应系统及节油方法 Download PDF

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Publication number
WO2013123832A1
WO2013123832A1 PCT/CN2013/070100 CN2013070100W WO2013123832A1 WO 2013123832 A1 WO2013123832 A1 WO 2013123832A1 CN 2013070100 W CN2013070100 W CN 2013070100W WO 2013123832 A1 WO2013123832 A1 WO 2013123832A1
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WIPO (PCT)
Prior art keywords
vehicle
current
module
road
engine
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PCT/CN2013/070100
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English (en)
French (fr)
Inventor
陈晓冰
徐一凡
周方明
叶伟宏
李伟
陈国强
黄磊
Original Assignee
厦门金龙机动车检测有限公司
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Application filed by 厦门金龙机动车检测有限公司 filed Critical 厦门金龙机动车检测有限公司
Priority to EP13752205.8A priority Critical patent/EP2818379B1/en
Publication of WO2013123832A1 publication Critical patent/WO2013123832A1/zh

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Classifications

    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/16—Driving resistance
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0625—Fuel consumption, e.g. measured in fuel liters per 100 kms or miles per gallon
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine

Definitions

  • the present invention relates to the field of vehicle engine control, and more particularly to an engine adaptive system and a fuel saving method based on vehicle operating conditions, which can be controlled by ensuring vehicle dynamics by controlling the engine.
  • the dynamic response characteristics of the engine when the throttle exhibits a steady-state change, the dynamic relationship between the torque and the engine speed of the engine is close to linear, and the curve is a curve that lags behind the throttle change; when the throttle changes stepwise, the engine output The torque increases instantaneously, and the engine fuel injection suddenly increases with the throttle change. As the engine speed and the booster system rises steadily, it cannot keep up with the change in fuel injection amount.
  • the test data shows that: Under the step of 100% throttle, the mixture in the cylinder is too rich in about 5 seconds, and there are problems such as incomplete combustion of fuel, rising fuel consumption and poor emission.
  • the driver often has a big throttle in order to speed up as soon as possible.
  • the throttle will be released. This operation will lead to changes in engine operating conditions. A large amount of fuel is completely discharged without exhausting, which causes the fuel consumption of the vehicle to increase.
  • the engine torque is instantaneously increased, the acceleration is too fast and the overshoot is caused. Therefore, the brake deceleration is often required, that is, the energy waste is increased; therefore, the economic driving mode is
  • the operation of the throttle should be gentle, without emergency acceleration and sudden braking.
  • the object of the present invention is to achieve the effect of reducing the fuel consumption of the entire vehicle under the premise of ensuring the dynamic performance of the vehicle.
  • An engine adaptive system based on vehicle operating conditions comprising: an information center and a plurality of vehicle-mounted terminals each connected to the information center;
  • Each of the vehicle terminals includes:
  • a GPS navigation module configured to acquire current location information of the vehicle, and send the current location information to the information center;
  • the vehicle operation data acquisition module is configured to collect operation data of the vehicle, and the vehicle operation data includes a current vehicle speed, an engine speed, an engine torque, an accelerator pedal opening degree, and a brake pedal opening degree;
  • Vehicle parameters and engine operating condition data storage modules for storing vehicle configuration parameters and engine operating parameters corresponding to different power requirements
  • the data operation module calculates a current running state parameter of the vehicle according to the vehicle running data collected by the vehicle running data collecting module, and the current running state parameter of the vehicle includes a vehicle acceleration, a throttle pedal opening degree change rate and a gear position; the data operation module further combines the whole Calculating the current road resistance characteristic coefficient by using vehicle parameters and vehicle configuration parameters in the engine operating condition data storage module;
  • the decision module determines the vehicle power demand according to the standard road resistance characteristic coefficient obtained from the line optimization data storage module, the current road segment road information of the map data storage module, and the current running state parameter calculated by the data operation module, and according to the The demand obtains the corresponding engine operating parameters from the vehicle parameter and the engine operating condition data storage module;
  • the information center includes:
  • a map data storage module configured to store map data of a running area of the vehicle, and extract current road information according to the current location information acquired by the GPS navigation module;
  • the historical data storage module is communicably connected to the plurality of vehicle-mounted terminals, and is configured to store the current road resistance characteristic coefficient calculated by the data calculation module when each vehicle-mounted terminal passes the current road section in the latest period of time, and the current road of the different vehicle-mounted terminals Analysis and comparison of resistance characteristic coefficients;
  • the line optimization data storage module is connected with the historical data storage module and extracts the standard road resistance characteristic coefficient corresponding to the current road section, and sends the corresponding standard road resistance characteristic coefficient to the decision module of the vehicle terminal according to the current position information.
  • each of the vehicle-mounted terminals further includes a human-machine interaction module, wherein the human-machine interaction module is configured to input, by the driver, vehicle operation information, where the vehicle operation information includes a vehicle load and a line state; and the decision module is based on the vehicle operation information and the current road segment.
  • Road information, standard road resistance characteristic coefficient and current running condition of the vehicle The state parameters determine the power demand of the vehicle.
  • the vehicle configuration parameters include a gearbox gear ratio, a main reduction ratio, a vehicle kerb mass, a tire rolling radius, a driveline mechanical efficiency, a vehicle moment of inertia conversion factor, a drag coefficient, and a vehicle windward area.
  • the current road segment road information includes slope, road surface state, road location attribute, and real-time road condition.
  • a fuel economy method based on vehicle operating conditions including an acquisition and record optimization step and an execution step, the acquisition and record optimization step comprising the following steps:
  • Each vehicle terminal collects current vehicle operation data and calculates vehicle current operating state parameters and current road resistance characteristic coefficients in combination with vehicle configuration parameters, and each vehicle terminal also acquires current position information of the vehicle, and the current road resistance of the vehicle
  • the feature coefficient is combined with the current location information and sent to the information center for storage to form historical data; and the historical data generates a standard road resistance characteristic coefficient corresponding to the current road segment;
  • the execution step includes the following steps:
  • step A1 the step of allowing the driver to input vehicle running information through the human-computer interaction module, the vehicle running information including the vehicle load and the line state; and combining the vehicle load when calculating the current running parameter of the vehicle in step A2; In the middle, it combines vehicle operation information, current road segment road information, standard road resistance characteristic coefficient and vehicle current operating state parameters to judge the vehicle power demand.
  • the vehicle configuration parameters include a gearbox gear ratio, a main reduction ratio, a vehicle kerb mass, a tire rolling radius, a driveline mechanical efficiency, a vehicle moment of inertia conversion factor, a drag coefficient, and a vehicle windward area.
  • the vehicle running data includes a current vehicle speed, an engine speed, an engine torque, an accelerator pedal opening degree, and a brake pedal opening degree;
  • the current operating state parameter of the vehicle includes a vehicle equivalent running resistance, a vehicle acceleration, and an accelerator pedal opening degree change rate.
  • gear Further, the current road segment road information includes slope, road surface state, road location attribute, and real-time road condition.
  • the invention relates to an engine adaptive system and a fuel saving method, which use a historical data storage module to record and summarize current road resistance characteristic coefficients calculated by all vehicle-mounted terminals, and after statistical analysis, obtain standard road resistance corresponding to corresponding road sections. Characteristic coefficient; then the decision module determines the vehicle power demand according to the current operating state parameter of the vehicle, the standard road resistance characteristic coefficient and the current road section road information, and then stores the vehicle parameter and the engine working condition data according to the current vehicle power demand. The corresponding engine operating parameters are obtained in the module and executed by the vehicle control module.
  • the vehicle control module of the present invention performs adjustment of engine response characteristics to reduce the influence of poor throttle operation; in addition, the standard road resistance characteristic coefficient used in the present invention is an optimized value obtained in combination with other vehicles, so that it has higher reference performance. Further, the present invention can achieve the effect of fuel economy by properly controlling the output characteristics of the engine under the premise of ensuring the power of the vehicle.
  • FIG. 1 is a structural block diagram of an engine adaptive system for a vehicle operating condition
  • FIG. 2 is a schematic structural view of a specific block diagram of an engine adaptive system including an in-vehicle terminal;
  • FIG. 3 is a schematic structural view of a specific block diagram of an information center of an engine adaptive system according to the present invention.
  • Engine adaptive system 100 vehicle terminal 1, GPS navigation module 11, vehicle operation data acquisition module 12, vehicle parameters and engine condition data storage module 13, wireless communication module 14, data calculation module 15, decision module 16, vehicle control Module 17, human-computer interaction module 18, information center 2, wireless communication module 21, map data storage module 22, historical data storage module 23, line optimization data storage module 24, implementing a preferred embodiment of the present invention
  • the structural block diagram of the system 100 includes an information center 2 and a plurality of vehicle-mounted terminals 1 that are communicatively coupled to the information center 2.
  • Each of the vehicle-mounted terminals 1 includes a GPS navigation module 11 , a vehicle operation data acquisition module 12 , a vehicle parameter and engine condition data storage module 13 , a wireless communication module 14 , a data calculation module 15 , a decision module 16 , and a vehicle control module 17 .
  • the information center 2 includes a wireless communication module 21, a map data storage module 22, a historical data storage module 23, and a line optimization data storage module 24.
  • the GPS navigation module 11 is configured to acquire current location information of the vehicle. Specifically, the GPS navigation module 11 includes a GPS antenna and a GPS receiver, which acquires the location information of the vehicle itself by using a well-known method, and passes the wireless communication module. This information is sent to the information center 2 so that positioning can be performed in the map data storage module 22.
  • the vehicle operation data acquisition module 12 is configured to collect operation data of the vehicle, and the vehicle operation data specifically includes a current vehicle speed, an engine speed, an engine torque, an accelerator pedal opening degree, and a brake pedal opening degree; Obtained by bus communication. For vehicles without CAN bus, additional sensors need to be configured for data acquisition.
  • the vehicle parameter and engine operating condition data storage module 13 is configured to store vehicle configuration parameters and engine operating parameters corresponding to different power requirements; specifically, in a specific embodiment, the vehicle configuration parameter includes a gearbox gear ratio , main reduction ratio, vehicle kerb mass, tire rolling radius, drive train mechanical efficiency, vehicle moment of inertia conversion factor, drag coefficient and vehicle windward area.
  • the engine operating parameters are parameters corresponding to the current vehicle engine, which are set in a pre-stored manner, the engine operating parameters being differentiated according to different power requirements.
  • the data operation module 15 calculates a current running state parameter of the vehicle according to the vehicle running data collected by the vehicle running data collecting module 12, and the current running state parameter of the vehicle includes a vehicle acceleration, an accelerator pedal opening degree change rate, and a gear position; the data operation module The current road resistance characteristic coefficient is also calculated by combining the vehicle parameters with the vehicle configuration parameters in the engine operating condition data storage module 13.
  • the decision module 16 determines the vehicle power based on the standard road resistance characteristic coefficient obtained from the line optimization data storage module 24, the current road segment road information of the map data storage module 22, and the current running state parameter calculated by the data operation module 15. Require, and obtain corresponding engine operating parameters from the vehicle parameter and the engine operating condition data storage module 13 according to the demand;
  • the map data storage module 22 is configured to store map data of the running area of the vehicle, and extract the current road section road information according to the current location information acquired by the GPS navigation module 11; specifically, the current road section road information includes the slope and the road surface state. Information such as road location attributes and real-time road conditions, which are mainly used to identify urban roads.
  • the historical data storage module 23 is connected to the plurality of vehicle-mounted terminals 1 for storing the current road resistance characteristic coefficient calculated by the data operation module 15 when each vehicle-mounted terminal 1 passes the current road section in the latest period of time, and is different.
  • the parameters of the vehicle terminal 1 are analyzed and compared; that is, the rationality of the on-board computer calculation structure can be verified through historical comparison, and the unreasonable result is adjusted; and the comparison history data storage module 23 and the line optimization data storage module 24 are in the same section.
  • the parameters can be found to change the state of the road that is not reflected on the map in time.
  • the line optimization data storage module 24 is connected to the historical data storage module 23 and extracts the standard road resistance characteristic coefficient corresponding to the current road segment, and delivers the corresponding standard road resistance characteristic coefficient to the vehicle terminal 1 according to the current position information. Decision module 16.
  • the present invention also provides a fuel economy method based on vehicle operating conditions, the fuel economy method comprising two steps, one is an acquisition and recording optimization step, and the other is an execution step.
  • the acquisition and record optimization step is for enriching the historical data storage module 23, and allows the historical data storage module 23 to store historical data and analyze the optimized data, which includes:
  • each vehicle terminal 1 prestores vehicle configuration parameters of the corresponding vehicle and engine operation parameters corresponding to different power requirements; in the information center 2, map data of the vehicle operation area is prestored; A2, each vehicle terminal 1 collects Calculating the current operating state parameter of the vehicle and the current road resistance characteristic coefficient by using the current vehicle running data and combining the vehicle configuration parameters, the vehicle-mounted terminal 1 also acquiring the current position information of the vehicle, and the current road resistance characteristic coefficient of the vehicle is at the current position.
  • the information is combined and sent to the information center 2 for storage to form historical data; and the historical data is used to generate a standard road resistance characteristic coefficient corresponding to the current road segment.
  • the execution step is to utilize the standard road resistance characteristic coefficient obtained by the historical data storage module 23 and the line optimization data storage module 24, thereby achieving more accurate and stable control, that is, stably ensuring vehicle dynamic performance;
  • B2 combining the current road section road information, the current operating state parameter of the vehicle and the standard road resistance characteristic coefficient to determine the vehicle power demand, and selecting corresponding engine operating parameters according to the demand; B3. Control the output characteristics of the engine according to engine operating parameters.
  • the engine adaptive system 100 and the fuel saving method according to the present invention use the historical data storage module 23 to record and summarize the current road resistance characteristic coefficients calculated by all the vehicle-mounted terminals 1, and after analysis and comparison, the corresponding correspondences are obtained.
  • the corresponding engine operating parameters are acquired from the engine operating condition data storage module 13 and executed by the vehicle control module 17.
  • the engine adaptive system 100 further includes a human-machine interaction module 18 for the driver to input vehicle operation information including vehicle load and line status; the decision module 16 operates according to the vehicle Information, current road segment road information, standard road resistance characteristic coefficient and vehicle current operating state parameters determine the vehicle power demand.
  • the human-computer interaction module 18 it is also possible to accept the driver's human manipulation, allowing the entire engine adaptive system 100 to exit the adaptive state or configure the corresponding engine state according to the driver's choice.
  • F t is the driving force
  • F f is the rolling resistance
  • F w is the air resistance
  • F w is the air resistance
  • Fj is the acceleration resistance
  • 1 ⁇ 3 is the engine torque
  • i g is the transmission ratio
  • i is the transmission ratio
  • r is the wheel radius
  • 77 ⁇ is the drive train mechanical efficiency
  • ⁇ is the vehicle moment of inertia conversion factor
  • m is the total vehicle mass
  • a is the vehicle acceleration
  • g is the gravity acceleration
  • f is the rolling resistance coefficient
  • ⁇ is the road gradient angle
  • V is the vehicle speed
  • C D is the drag coefficient
  • A is the windward area of the vehicle.
  • ⁇ is used as a road resistance characteristic coefficient or as a road equivalent slope.
  • the engine torque T tQ and the vehicle speed v can be obtained from the CAN network or by communicating with the corresponding electronic control unit.
  • Parameters such as r, ⁇ ⁇ , ⁇ , C D and ⁇ are stored in advance in the vehicle parameters of the vehicle-mounted terminal 1 and the engine operating condition data storage module 13, and the rate of change of the vehicle speed is also smoothed after the obtained vehicle speed is smoothed.
  • the acceleration a can be calculated:
  • T is the vehicle speed sampling interval, ⁇ to ⁇ . Is the speed value of the last 10 records, Vl . It is the latest speed value.
  • the data that is, only the data of the steady throttle or the timing of the throttle change rate is small and uniform; therefore, the accelerator pedal opening degree and the brake pedal opening degree collected by the vehicle operation data acquisition module 12 are excluded, and the abnormality at the corresponding time is excluded.
  • the current road's resistance characteristic coefficient ⁇ is calculated from the line optimization data storage module 24, and the resistance characteristic coefficient ⁇ characterizes the characteristics of the road, that is, includes the slope and the road surface state.
  • ⁇ is the smaller of the road speed limit and the design economic speed in the default case.
  • the real-time road condition information reflects the degree of road congestion
  • the value will change according to the degree of congestion.
  • the real-time road condition system will provide a qualitative description of the congestion level, such as congestion or unblocking, and quantitatively describe as "the current average speed of a certain section of the road. 20km/h", at this time V is the speed provided by the real-time road condition information, which reflects the road congestion degree, that is, the real-time road condition.
  • ⁇ is the power reserve coefficient, which is a fixed value related to the vehicle type. Its function is to ensure that the vehicle has sufficient power for acceleration. The selection of this value mainly considers the vehicle dynamics regulations and the driver's driving sense. Subject to ensuring that the vehicle's acceleration performance is within reasonable limits.
  • ⁇ is the line correction coefficient, which is affected by the line state of the input information of the human-computer interaction interface. For example, the fast line and the time-limited arrival line ensure that the vehicle has superior power by increasing the value of ⁇ .
  • the required traction force F t of the vehicle is determined according to the gear speed ratio of the vehicle in the configuration parameters and the economic gear position at the V speed. According to the first two equivalent equations
  • the corresponding engine operating parameters are obtained from the vehicle parameters and the engine operating condition data storage module according to these requirements, and are executed by the vehicle control module 17.
  • the present invention adjusts the engine throttle response through the vehicle control module 17 to reduce the impact of the poor throttle operation; in addition, the standard road resistance characteristic coefficient used in the present invention is an optimized value obtained in combination with other vehicles, so that it has a higher
  • the reference in turn, enables the present invention to achieve fuel economy by properly controlling the output characteristics of the engine under the premise of ensuring the vehicle's dynamic performance.
  • the present invention is easy to implement in the industry and has good industrial applicability.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Human Computer Interaction (AREA)
  • Transportation (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

本发明公开一种基于车辆运行工况的发动机自适应系统及节油方法，该发动机自适应系统包括信息中心以及均与信息中心通信相连的多个车载终端；每一车载终端均包括GPS导航模块、车辆运行数据采集模块、整车参数与发动机工况数据存储模块、无线通信模块、数据运算模块、决策模块以及车辆控制模块；该信息中心则包括无线通信模块、地图数据存储模块、历史数据存储模块以及线路优化数据存储模块。本发明的车辆控制模块执行调整发动机响应特性，降低不良油门操作的影响；另外本发明中采用的标准道路阻力特征系数是一个优化值，故具有更高的参考性，使得本发明能在保证车辆动力性的前提下，通过对发动机的输出特性进行合理控制，从而达到节油的功效。

Description

说 明 书
发明名称： 一种基于车辆运行工况的发动机自适应系统及节 油方法
技术领域
本发明涉及车辆发动机控制领域，更具体的说是涉及一种基于车辆运行工况 发动机自适应系统及节油方法， 其通过对发动机进行控制， 从而可以在确保车辆 动力性的前提下， 达到降低整车油耗的功效。 背景技术
根据发动机的动态响应特性， 当油门呈现稳态变化时， 发动机的扭矩与转速 之间的动态关系接近于线性， 其曲线是一条滞后于油门变化的曲线； 当油门呈现 阶跃变化时， 发动机输出扭矩瞬间增大， 发动机喷油量随油门变化而突然加大， 由于发动机转速和增压系统呈稳态上升， 故其无法跟上喷油量的变化。试验数据 表明： 100%的油门阶跃下， 在大约 5秒的时间内， 气缸内混合气过浓， 而存在燃 油燃烧不完全、 油耗上升以及排放变差等问题。
在车辆行驶过程中诸如起步、加速与换挡等工况下， 司机为了尽快提速常常 会大脚油门， 等车辆到达预期速度后再会放松油门， 这样的操作在发动机工况变 化的时刻， 会导致大量燃油没有燃烧完全就随尾气排出， 使得车辆油耗升高； 而 且由于发动机扭矩瞬间增加， 加速过快导致超调， 如此经常需要制动减速， 即增 加了能量浪费； 因此经济的驾驶方式中对油门的操作应该轻柔， 而不应急加速以 及急刹车。
有鉴于此，本发明人针对现有技术中司机不良操作而造成油耗较高的缺陷深 入研究， 遂有本案产生。 对发明的公开
技术问题
本发明的目的在于实现在确保车辆动力性的前提下， 降低整车油耗的功效。 问题的解决方案
为了达成上述目的， 本发明的解决方案是： 一种基于车辆运行工况的发动机自适应系统， 其中， 包括信息中心以及均与 信息中心通信相连的多个车载终端；
该每一车载终端均包括：
GPS导航模块， 用于获取车辆的当前位置信息， 并将当前位置信息发送至信 息中心；
车辆运行数据采集模块， 用于采集车辆的运行数据， 车辆运行数据包括车辆 当前车速、 发动机转速、 发动机扭矩、 油门踏板开度和制动踏板开度；
整车参数与发动机工况数据存储模块，用于存储车辆配置参数以及对应于不 同动力需求的发动机运行参数；
数据运算模块，根据车辆运行数据采集模块采集的车辆运行数据计算出车辆 当前运行状态参数， 该车辆当前运行状态参数包括车辆加速度、油门踏板开度变 化率和档位；该数据运算模块还结合整车参数与发动机工况数据存储模块中的车 辆配置参数而计算出当前道路阻力特征系数；
决策模块， 根据从下述线路优化数据存储模块获得的标准道路阻力特征系 数、地图数据存储模块的当前路段道路信息和数据运算模块计算的车辆当前运行 状态参数判断出整车动力需求，并根据该需求从整车参数与发动机工况数据存储 模块中获取所对应的发动机运行参数；
车辆控制模块， 接收发动机运行参数并控制发动机的输出特性； 该信息中心包括：
地图数据存储模块， 用于储存车辆运行区域的地图数据， 并根据 GPS导航模 块所获取的当前位置信息而提取出当前路段道路信息；
历史数据存储模块， 与多个车载终端均通信相连， 用于存储最近一段时间内 每一车载终端经过当前路段时其中数据运算模块计算得到的当前道路阻力特征 系数， 并对不同车载终端的当前道路阻力特征系数进行分析比较；
线路优化数据存储模块，与历史数据存储模块相连并从中提取出对应当前道 路路段的标准道路阻力特征系数，并根据当前位置信息将相应的标准道路阻力特 征系数下发至车载终端的决策模块。
进一步， 该每一车载终端还包括人机交互模块， 该人机交互模块用于供司机 输入车辆运行信息， 该车辆运行信息包括车辆载荷与线路状态； 该决策模块则根 据车辆运行信息、 当前路段道路信息、标准道路阻力特征系数和车辆当前运行状 态参数判断整车动力需求。
进一步， 该车辆配置参数包括变速箱档位速比、 主减速比、 车辆整备质量、 轮胎滚动半径、传动系机械效率、 车辆转动惯量换算系数、风阻系数和车辆迎风 面积。
进一步， 该当前路段道路信息包括坡度、 路面状态、道路位置属性和实时路 况。
一种基于车辆运行工况的节油方法， 其中， 包括采集与记录优化步骤以及执 行步骤， 该采集与记录优化步骤包括如下步骤：
Al、 在每一车载终端均预存有相应车辆的车辆配置参数以及对应于不同动 力需求的发动机运行参数； 在信息中心则预存有车辆运行区域的地图数据；
A2、 每一车载终端采集当前车辆运行数据并结合车辆配置参数而计算出车 辆当前运行状态参数及当前道路阻力特征系数，该每一车载终端还获取车辆的当 前位置信息，并该车辆当前道路阻力特征系数在与当前位置信息相结合后一起发 送至信息中心存储起来而形成历史数据；再由历史数据生成与当前道路路段对应 的标准道路阻力特征系数；
该执行步骤包括如下步骤：
Bl、 根据车辆当前位置信息提取出相对应的标准道路阻力特征系数；
B2、结合当前路段道路信息、车辆当前运行状态参数和标准道路阻力特征系 数判断出整车动力需求， 并根据该需求选出相对应的发动机运行参数；
B3、 根据发动机运行参数控制发动机的输出特性。
进一步， 在步骤 A1中还包括通过人机交互模块让司机输入车辆运行信息的 步骤， 该车辆运行信息包括车辆载荷与线路状态； 在步骤 A2计算车辆当前运行 参数时结合该车辆载荷； 在步骤 B2中则是结合车辆运行信息、 当前路段道路信 息、 标准道路阻力特征系数和车辆当前运行状态参数来判断整车动力需求。
进一步， 该车辆配置参数包括变速箱档位速比、 主减速比、 车辆整备质量、 轮胎滚动半径、传动系机械效率、 车辆转动惯量换算系数、风阻系数和车辆迎风 面积。
进一步， 该车辆运行数据包括车辆当前车速、 发动机转速、 发动机扭矩、 油 门踏板开度和制动踏板开度； 该车辆当前运行状态参数包括车辆等效行驶阻力、 车辆加速度、 油门踏板开度变化率和档位。 进一步， 该当前路段道路信息包括坡度、 路面状态、道路位置属性和实时路 况。
发明的有益效果
本发明涉及的发动机自适应系统及节油方法，其利用历史数据存储模块来对 所有车载终端计算得到的当前道路阻力特征系数进行记录总结，并经过统计分析 后得到对应于相应路段的标准道路阻力特征系数；接着由决策模块根据车辆当前 运行状态参数、 标准道路阻力特征系数与当前路段道路信息判断出整车动力需 求，然后再根据当前整车的动力需求在整车参数与发动机工况数据存储模块中获 取所对应的发动机运行参数， 并由车辆控制模块执行。如此本发明的车辆控制模 块执行调整发动机响应特性， 降低不良油门操作的影响； 另外本发明中采用的标 准道路阻力特征系数是一个结合其它车辆而获得的优化值， 故具有更高的参考 性， 进而使得本发明能在保证车辆动力性的前提下， 通过对发动机的输出特性进 行合理控制， 从而达到节油的功效。
对附图的简要说明
图 1为本发明涉及一种车辆运行工况发动机自适应系统的结构原理框图； 图 2 为本发明涉及发动机自适应系统含车载终端内部具体框图的结构示意 图；
图 3 为本发明涉及发动机自适应系统含信息中心内部具体框图的结构示意 图。
图中：
发动机自适应系统 100， 车载终端 1， GPS导航模块 11， 车辆运行数据采集 模块 12， 整车参数与发动机工况数据存储模块 13， 无线通信模块 14， 数据运算 模块 15， 决策模块 16， 车辆控制模块 17， 人机交互模块 18， 信息中心 2, 无线通信模块 21， 地图数据存储模块 22， 历史数据存储模块 23， 线路优化 数据存储模块 24 实施本发明的最佳实施例
为了进一步解释本发明的技术方案，下面通过具体实施例来对本发明进行详 细阐述。
如图 1至图 3所示，本发明涉及的一种基于车辆运行工况的发动机自适应系 统 100的结构原理框图，该发动机自适应系统 100包括信息中心 2以及多个车载 终端 1， 该多个车载终端 1与该信息中心 2均通信相连。
该每一车载终端 1均包括 GPS导航模块 11、 车辆运行数据采集模块 12、 整 车参数与发动机工况数据存储模块 13、 无线通信模块 14、 数据运算模块 15、 决 策模块 16以及车辆控制模块 17; 该信息中心 2则包括无线通信模块 21、地图数 据存储模块 22、 历史数据存储模块 23以及线路优化数据存储模块 24。
该 GPS导航模块 11， 用于获取车辆的当前位置信息； 具体的， 该 GPS导航 模块 11包括 GPS天线和 GPS接收器， 其是采用公知的方法来获取车辆自身的位 置信息， 并通过无线通信模块 14而将该信息发送至信息中心 2， 从而能在地图 数据存储模块 22中进行定位。
该车辆运行数据采集模块 12， 用于采集车辆的运行数据， 该车辆运行数据 具体包括车辆当前车速、发动机转速、发动机扭矩、 油门踏板开度和制动踏板开 度； 其可以直接通过车上 CAN总线通信而获取， 对于未设置 CAN总线的车辆， 则 需要额外配置相应的传感器进行数据采集。
该整车参数与发动机工况数据存储模块 13， 用于存储车辆配置参数以及对 应于不同动力需求的发动机运行参数； 具体地， 在具体实施例中， 该车辆配置参 数包括变速箱档位速比、 主减速比、 车辆整备质量、 轮胎滚动半径、 传动系机械 效率、 车辆转动惯量换算系数、风阻系数和车辆迎风面积。 该发动机运行参数则 为对应于当前车辆发动机的参数， 其采用预先存储的方式进行设置， 该发动机运 行参数根据不同的动力需求而有所区别。
该数据运算模块 15， 根据车辆运行数据采集模块 12采集的车辆运行数据计 算出车辆当前运行状态参数， 该车辆当前运行状态参数包括车辆加速度、油门踏 板开度变化率和档位； 该数据运算模块 15还结合整车参数与发动机工况数据存 储模块 13中的车辆配置参数而计算出当前道路阻力特征系数。
该决策模块 16， 根据从下述线路优化数据存储模块 24获得的标准道路阻力 特征系数、地图数据存储模块 22的当前路段道路信息和数据运算模块 15计算的 车辆当前运行状态参数判断出整车动力需求，并根据该需求从整车参数与发动机 工况数据存储模块 13中获取所对应的发动机运行参数；
该车辆控制模块 17， 与决策模块 16和发动机均相连， 其接收决策模块 16 调取的发动机运行参数并控制发动机的输出特性。 该地图数据存储模块 22， 用于储存车辆运行区域的地图数据， 并根据 GPS 导航模块 11所获取的当前位置信息而提取出当前路段道路信息； 具体地， 该当 前路段道路信息包括坡度、 路面状态、道路位置属性和实时路况等信息， 该道路 位置属性主要用于识别市区道路。
该历史数据存储模块 23， 与多个车载终端 1均通信相连， 用于存储最近一 段时间内每一车载终端 1经过当前路段时其中数据运算模块 15计算得到的当前 道路阻力特征系数， 并对不同车载终端 1的参数进行分析比较； 即可以通过历史 比较来验证车载电脑计算结构的合理性， 并对不合理的结果进行调整； 同时对照 历史数据存储模块 23与线路优化数据存储模块 24在同一路段的参数，可以发现 未及时在地图上反映出来的道路状态改变。
该线路优化数据存储模块 24， 与历史数据存储模块 23相连并从中提取出对 应当前道路路段的标准道路阻力特征系数，并根据当前位置信息将相应的标准道 路阻力特征系数下发至车载终端 1的决策模块 16。
本发明还提供一种基于车辆运行工况的节油方法， 该节油方法包括两个步 骤， 一个是采集与记录优化步骤， 另一个是执行步骤。
该采集与记录优化步骤是用于丰富历史数据存储模块 23， 并让历史数据存 储模块 23能存储历史数据并能分析得到优化数据， 其包括：
Al、 在每一车载终端 1均预存有相应车辆的车辆配置参数以及对应于不同 动力需求的发动机运行参数； 在信息中心 2则预存有车辆运行区域的地图数据； A2、 每一车载终端 1采集当前车辆运行数据并结合车辆配置参数而计算出 车辆当前运行状态参数及当前道路阻力特征系数，该每一车载终端 1还获取车辆 的当前位置信息，并该车辆当前道路阻力特征系数在与当前位置信息相结合后一 起发送至信息中心 2存储起来而形成历史数据；再由历史数据生成与当前道路路 段对应的标准道路阻力特征系数。
该执行步骤则为利用历史数据存储模块 23以及线路优化数据存储模块 24所 获得的标准道路阻力特征系数， 从而达到控制更加准确稳定的功效， 即能稳定地 保证车辆动力性； 其包括：
Bl、 根据车辆当前位置信息提取出相对应的标准道路阻力特征系数；
B2、结合当前路段道路信息、车辆当前运行状态参数和标准道路阻力特征系 数判断出整车动力需求， 并根据该需求选出相对应的发动机运行参数； B3、 根据发动机运行参数控制发动机的输出特性。
这样， 本发明涉及的发动机自适应系统 100及节油方法， 其利用历史数据存 储模块 23来对所有车载终端 1计算得到的当前道路阻力特征系数进行记录总结， 并经过分析比较后得到对应于相应路段的标准道路阻力特征系数；接着由决策模 块 16根据车辆当前运行状态参数、 标准道路阻力特征系数与当前路段道路信息 判断出整车动力需求，然后再根据当前整车的动力需求在整车参数与发动机工况 数据存储模块 13中获取所对应的发动机运行参数， 并由车辆控制模块 17执行。
优选地， 该发动机自适应系统 100还包括人机交互模块 18， 该人机交互模 块 18用于供司机输入车辆运行信息，该车辆运行信息包括车辆载荷与线路状态； 该决策模块 16根据车辆运行信息、 当前路段道路信息、 标准道路阻力特征系数 和车辆当前运行状态参数判断整车动力需求。 另外， 通过该人机交互模块 18， 还可以接受司机的人为操控，允许整个发动机自适应系统 100退出自适应状态或 者根据司机选择配置相应的发动机状态。
下面详细描述本发明涉及发动机自适应系统 100的实现过程：
在车辆行驶时，作用域车辆的各种外力在前进方向上可以归为驱动力与行驶 阻力。 车辆行驶阻力平衡方程为：
Figure imgf000009_0001
式中： Ft为驱动力， Ff为滚动阻力， Fw为空气阻力， 为坡度阻力， Fj为加 速阻力。
该公式等价于：
Figure imgf000009_0002
式中： 1\3为发动机扭矩， ig为变速器传动比， i。为主减速器传动比， r为车 轮半径， 77τ为传动系机械效率， δ为车辆转动惯量换算系数， m为车辆总质量， a为车辆加速度， g为重力加速度， f为滚动阻力系数， Θ为道路坡度角， V为车 速， CD为风阻系数， A为车辆迎风面积。
对于以上数据公式， 可以将其转换成：
v2
― Ά CDA
0 ma
X = ( sin e + coSe ) = ~ r- mg
λ作为道路阻力特征系数或称为道路等效坡度。 其中， 发动机扭矩 TtQ和车速 v均可以从 CAN网络中获取， 或通过与相应的 电控单元通信取得。 对于 ig、 i。、 r、 ητ、 δ、 CD和 Α等参数预先储存在车载终 端 1的整车参数与发动机工况数据存储模块 13内， 其还将获取的车速进行平滑 处理后， 由车速的变化率可以计算出加速度 a:
一（ v10 + v9 + v8 + v7 + v6) - (v5 + V4 + V3 + V2 + t)
ci
5T
T为车速采样间隔， ^至^。是最近 10次记录的车速值， Vl。是最新的车速值。 另外， 由于在油门变化率大的时候， 发动机扭矩会同样产生突变， 但车辆由 于自身大惯量无法良好地跟随发动机扭矩变化， 如此会导致计算出来的 λ偏大， 因此应该在使用中除去这部分的数据，即仅适用稳态油门或者油门变化率小而均 匀的时刻的数据进行计算； 因此通过车辆运行数据采集模块 12采集的油门踏板 开度及制动踏板开度，排除在相应时刻的异常扭矩并对余下的发动机扭矩进行平 滑处理； 同样地， 对于档位， 也具有同样的意义， 即通过考察当前档位， 如果在 目前的行驶车速下， 当前档位不正常或不合适， 则排除此时计算出来阻力特征系 数 λ的参考价值， 其主要也是因为不恰当的档位会导致车辆扭矩参数不正常时。 对于整车质量 m， 其除了包括车辆整备质量外， 还通过人机交互模块 18而可通 过司机的输入， 而将本次线路上车辆的载荷情况考虑在内。
对于整个决策过程， 则是从线路优化数据存储模块 24计算得到当前道路的 阻力特征系数 λ， 该阻力特征系数 λ表征了道路的特征， 即包括坡度、 路面状态
(即道路阻力大小）等信息， 接着则通过下述公司而计算出当前路段下车辆的动 力需求：
Figure imgf000010_0001
其中： ν在默认的情况下取值为道路限速与设计经济时速中较小的一个。 在 实时路况信息反映道路拥挤程度的情况下， 该值会根据拥挤的程度而改变， 实时 路况系统会对拥挤程度提出一个定性的描述比如拥挤或畅通， 同时定量描述为 "目前某某路段平均车速 20km/h" ， 此时 V取值为实时路况信息提供的车速， 其体现了道路拥挤程度即实时路况。
α为功率储备系数， 是一个与车型相关的定值， 其作用是保证了车辆有足够 的动力用于加速， 该值的选取主要考虑车辆动力性相关规定及驾驶者的驾驶感 受， 保证车辆加速性能在合理范围内。 β为线路修正系数， 该参数被人机交互界 面的输入信息的线路状态所影响， 如快线、 限时到达承诺的班线通过增大 β的取 值保证车辆具有较优越的动力性。
根据上述计算出的即车辆所需牵引力 Ft。根据配置参数中车辆各档速比及 V 车速下的经济档位确定速比 i。， 根据最开始的两个等价方程
Figure imgf000011_0001
tq '8 ·0"τ ¾ διηα + m sin Θ + mgf cosO + -
21.15 得 = ¾^L计算该状态下的 1\3发动机最大扭矩需求； 再由 P=Ft*v计算 r
发动机最大功率需求；该最终选择的发动机动力应该满足最大扭矩需求与最大功 率需求中的较大值。
最后根据这些需求从整车参数与发动机工况数据存储模块获取所对应的发 动机运行参数， 并通过车辆控制模块 17来执行。 综上可知， 本发明通过车辆控 制模块 17调整发动机油门响应， 降低不良油门操作的影响； 另外本发明中采用 的标准道路阻力特征系数是一个结合其它车辆而获得的优化值，故具有更高的参 考性， 进而使得本发明能在保证车辆动力性的前提下， 通过对发动机的输出特性 进行合理控制， 从而达到节油的功效。
上述实施例和图式并非限定本发明的产品形态和式样，任何所属技术领域的 普通技术人员对其所做的适当变化或修饰， 皆应视为不脱离本发明的专利范畴。 工业实用性
本发明容易在工业上实施， 具有良好的工业实用性。

Claims

权利要求书
[权利要求 1] 一种基于车辆运行工况的发动机自适应系统， 其特征在于， 包 括信息中心以及均与信息中心通信相连的多个车载终端； 该每一车载终端均包括：
GPS 导航模块， 用于获取车辆的当前位置信息， 并将当前位置 信息发送至信息中心；
车辆运行数据采集模块， 用于采集车辆的运行数据， 车辆运行 数据包括车辆当前车速、 发动机转速、 发动机扭矩、 油门踏板 开度和制动踏板开度；
整车参数与发动机工况数据存储模块， 用于存储车辆配置参数 以及对应于不同动力需求的发动机运行参数； 数据运算模块， 根据车辆运行数据采集模块采集的车辆运行数 据计算出车辆当前运行状态参数， 该车辆当前运行状态参数包 括车辆加速度、 油门踏板开度变化率和档位； 该数据运算模块 还结合整车参数与发动机工况数据存储模块中的车辆配置参 数而计算出当前道路阻力特征系数；
决策模块， 根据从下述线路优化数据存储模块获得的标准道路 阻力特征系数、 地图数据存储模块的当前路段道路信息和数据 运算模块计算的车辆当前运行状态参数判断出整车动力需求， 并根据该需求从整车参数与发动机工况数据存储模块中获取 所对应的发动机运行参数；
车辆控制模块， 接收发动机运行参数并控制发动机的输出特 性；
该信息中心包括：
地图数据存储模块， 用于储存车辆运行区域的地图数据， 并根 据 GPS导航模块所获取的当前位置信息而提取出当前路段道路 信息；
历史数据存储模块， 与多个车载终端均通信相连， 用于存储最 近一段时间内每一车载终端经过当前路段时其中数据运算模 块计算得到的当前道路阻力特征系数， 并对不同车载终端的当 前道路阻力特征系数进行分析比较；
线路优化数据存储模块， 与历史数据存储模块相连并从中提取 出对应当前道路路段的标准道路阻力特征系数， 并根据当前位 置信息将相应的标准道路阻力特征系数下发至车载终端的决 策模块。
[权利要求 2] 如权利要求 1所述的一种基于车辆运行工况的发动机自适应系 统， 其特征在于， 该每一车载终端还包括人机交互模块， 该人机 交互模块用于供司机输入车辆运行信息，该车辆运行信息包括车 辆载荷与线路状态； 该决策模块则根据车辆运行信息、当前路段 道路信息、标准道路阻力特征系数和车辆当前运行状态参数判断 整车动力需求。
[权利要求 3] 如权利要求 1所述的一种基于车辆运行工况的发动机自适应系 统， 其特征在于， 该车辆配置参数包括变速箱档位速比、主减速 比、 车辆整备质量、轮胎滚动半径、传动系机械效率、 车辆转动 惯量换算系数、 风阻系数和车辆迎风面积。
[权利要求 4] 如权利要求 1所述的一种基于车辆运行工况的发动机自适应系 统， 其特征在于， 该当前路段道路信息包括坡度、 路面状态、道 路位置属性和实时路况。
[权利要求 5] —种基于车辆运行工况的节油方法， 其特征在于， 包括采集与 记录优化步骤以及执行步骤，该采集与记录优化步骤包括如下步 骤：
A1、在每一车载终端均预存有相应车辆的车辆配置参数以及对应 于不同动力需求的发动机运行参数；在信息中心则预存有车辆运 行区域的地图数据；
A2、每一车载终端采集当前车辆运行数据并结合车辆配置参数而 计算出车辆当前运行状态参数及当前道路阻力特征系数，该每一 车载终端还获取车辆的当前位置信息，并该车辆当前道路阻力特 征系数在与当前位置信息相结合后一起发送至信息中心存储起 来而形成历史数据；再由历史数据生成与当前道路路段对应的标 准道路阻力特征系数； 该执行步骤包括如下步骤：
B1、根据车辆当前位置信息提取出相对应的标准道路阻力特征系 数；
B2、结合当前路段道路信息、车辆当前运行状态参数和标准道路 阻力特征系数判断出整车动力需求，并根据该需求选出相对应的 发动机运行参数；
B3、 根据发动机运行参数控制发动机的输出特性。
[权利要求 6] 如权利要求 5所述的一种基于车辆运行工况的节油方法， 其特 征在于， 在步骤 A1中还包括通过人机交互模块让司机输入车辆 运行信息的步骤，该车辆运行信息包括车辆载荷与线路状态；在 步骤 A2 计算车辆当前运行参数时结合该车辆载荷； 在步骤 B2 中则是结合车辆运行信息、当前路段道路信息、标准道路阻力特 征系数和车辆当前运行状态参数来判断整车动力需求。
[权利要求 7] 如权利要求 5所述的一种基于车辆运行工况的节油方法， 其特 征在于， 该车辆配置参数包括变速箱档位速比、主减速比、车辆 整备质量、轮胎滚动半径、传动系机械效率、车辆转动惯量换算 系数、 风阻系数和车辆迎风面积。
[权利要求 8] 如权利要求 5所述的一种基于车辆运行工况的节油方法， 其特 征在于， 该车辆运行数据包括车辆当前车速、发动机转速、发动 机扭矩、油门踏板开度和制动踏板开度； 该车辆当前运行状态参 数包括车辆等效行驶阻力、车辆加速度、油门踏板开度变化率和 档位。
[权利要求 9] 如权利要求 5所述的一种基于车辆运行工况的节油方法， 其特 征在于， 该当前路段道路信息包括坡度、路面状态、道路位置属 性和实时路况。
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