WO2020062745A1 - 一种米勒循环发动机扭矩控制方法和装置 - Google Patents

一种米勒循环发动机扭矩控制方法和装置 Download PDF

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WO2020062745A1
WO2020062745A1 PCT/CN2019/073216 CN2019073216W WO2020062745A1 WO 2020062745 A1 WO2020062745 A1 WO 2020062745A1 CN 2019073216 W CN2019073216 W CN 2019073216W WO 2020062745 A1 WO2020062745 A1 WO 2020062745A1
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target
angle
torque
engine
instantaneous
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French (fr)
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周鑫
连学通
苏庆鹏
刘巨江
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • 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
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1445—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being related to the exhaust flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/36—Control for minimising NOx emissions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to the technical field of engines, and in particular, to a torque control method and device for a Miller cycle engine.
  • the design goals of a hybrid vehicle control strategy include: good fuel economy, low exhaust emissions, low cost, and safe and stable system.
  • existing hybrid vehicle control strategies are basically based on torque or power for control, and mainly include optimization algorithm control strategies and rule control strategies based on optimization algorithms.
  • optimization algorithm control strategies are divided into two types: instantaneous optimization control strategies and global optimization control strategies.
  • the instantaneous optimization control strategy is to calculate the instantaneous fuel consumption and emissions of the three power sources under different power distributions in real time according to the power demand of the power system, and select the optimal distribution combination to control the hybrid power system for power output; at a certain moment According to a certain proportion, the electrical energy emitted by the generator and the electrical energy consumed by the motor are converted into the fuel consumption of the engine, thereby determining the fuel consumption of the entire hybrid power system.
  • the instantaneous optimization control strategy can achieve the optimal power distribution of the hybrid power system at a certain moment.
  • a rule control strategy based on an optimization algorithm is to use the optimization algorithm to calculate The power distribution scheme under various operating conditions, based on the calculation results of the optimization algorithm, formulates control rules, and finally uses the control rules derived from the optimization algorithm to control the hybrid vehicle.
  • Gaussian process regression is a new machine learning method developed based on Bayesian theory and statistical learning theory. It is suitable for dealing with complex regression problems such as high dimensions, small samples, and nonlinearity. It is also compatible with neural networks and support vector machines. Compared with this method, this method has the advantages of easy implementation, adaptive acquisition of hyperparameters, and probabilistic significance of the output. It is convenient to combine with predictive control, adaptive control, and Bayesian filtering.
  • the present invention provides a Miller cycle engine torque control method, including:
  • establishing a fuel consumption emission Gaussian model includes:
  • a Gaussian model of the relationship between the Miller cycle engine torque, throttle opening, intake WT angle, ignition angle and corresponding instantaneous fuel consumption and instantaneous pollutant emissions is generated.
  • the instantaneous emissions comprising ⁇ emissions, HC emissions instantaneous PM emission amount and the instantaneous instantaneous NO.
  • the optimization rule is that the instantaneous fuel consumption is on the premise that the total required torque of the engine is satisfied. And the sum of the instantaneous pollutant emissions is the smallest.
  • the total engine required torque is obtained by inputting a total target torque of a vehicle controller, and the total engine required torque includes a motor target torque and an engine target torque.
  • the global optimization of the torque control strategy includes:
  • the engine target torque range, the throttle target opening range, the intake VVT target angle range, and the target ignition angle range are divided into several feasible ranges, respectively;
  • [0026] Determine the engine torque and throttle opening, intake VVT angle, and ignition angle that satisfy the optimization rule, use the engine torque as the engine target torque, and use the throttle opening, intake VVT angle, and ignition angle as Throttle target opening, intake VVT target angle, target ignition angle.
  • the target ignition angle range is divided into m + 1 fourth feasible ranges.
  • an engine torque and a throttle opening degree, an intake VVT angle, and an ignition angle that satisfy the optimization rule are determined, and the engine torque therein is used as an engine target torque, and the throttle opening degree and the intake V VT angle thereof are determined , Ignition angle as throttle target opening, intake VVT target angle, target ignition angle include:
  • the engine torque when the sum of the instantaneous fuel consumption and the instantaneous pollutant emission is the lowest is used as the engine target torque, and the throttle opening, the intake VVT angle, and the ignition angle at this time are used as the throttle control of the Miller cycle engine torque Target opening, intake VVT target angle, and target ignition angle.
  • the present invention also provides a Miller cycle engine torque control device, including modeling software and a vehicle controller, a torque sensor, a throttle opening sensor, and an intake VVT angle connected to the modeling software signal.
  • Sensors, engine speed sensors, ignition angle sensors, fuel consumption sensors and pollutant emissions sensors, the modeling software receives engine torque information, throttle opening information, intake VVT angle information collected at different engine speeds and loads, The ignition angle information, fuel consumption information, and emissions information, and a Gaussian model of the relationship between engine torque, throttle opening, intake VVT angle, ignition angle, and fuel consumption and emissions is established based on the received information; the vehicle control The engine determines the feasibility range of the engine torque, the feasibility range of the throttle opening, the feasibility range of the intake VVT angle, and the feasibility range of the ignition angle according to the obtained total engine demand torque and Gaussian model, and according to the set engine Optimization rules for torque control Motive target torque, throttle target opening, intake VVT target angle, and target ignition angle.
  • the emissions of pollutant sensor comprises a NO ⁇ sensor emissions, HC emissions and PM emissions sensor sensor, the optimized minimum instantaneous fuel consumption and the instantaneous sum pollutant emissions rules.
  • the present invention predicts the target of the Miller cycle engine torque control based on the total engine demand torque, Gaussian model and optimization rules, and based on the prediction result, the hybrid vehicle meter
  • the torque control of the engine is optimized, and the total required engine torque is reasonably distributed to the electric motor and the Miller cycle engine, so that the vehicle's fuel consumption level and pollutant emissions reach To the lowest level.
  • FIG. 1 is a principle block diagram of a Miller cycle engine torque control device provided by the present invention
  • FIG. 2 is a principle block diagram of a specific embodiment of determining a target engine torque and a control parameter by using a Miller cycle engine torque control method of the present invention.
  • the Miller cycle engine torque control device includes modeling software and a vehicle controller, a torque sensor, a throttle opening sensor, and an intake VV that are signally connected to the modeling software.
  • the invention utilizes a torque sensor, a throttle opening sensor, an intake VVT angle sensor, an engine speed sensor, an ignition angle sensor, a fuel consumption sensor, and a pollutant emission sensor to collect different engine speeds and loads from the engine experimental bench and other equipment.
  • Engine torque information, throttle opening information, intake VVT angle information, ignition angle information, fuel consumption information, and emissions information during actual engine operation, and the above information is transmitted to the modeling software to establish engine torque and throttle A Gaussian model of the relationship between the opening degree, the intake VVT angle, the ignition angle, and the fuel consumption and emissions. Then, the vehicle controller determines the engine torque feasibility range and the throttle valve opening feasibility based on the Gaussian model and the total engine torque. Range, feasibility range of intake VVT angle, and feasibility range of ignition angle. Finally, according to the set optimization rules, global optimization is performed to finally determine the engine torque, throttle opening, intake VVT angle, and ignition angle that meet the optimization rules. Combination of the engines A target engine torque moments, in which the throttle opening degree, the intake VVT angle and ignition angle miller cycle engine as the target of control parameters.
  • pollutant emissions sensor comprising NO ⁇ sensor emissions, HC emissions sensor (hydrocarbon emissions sensor) sensor and PM emissions (particulate matter emission amount sensor).
  • the optimization rules are instantaneous fuel consumption and instantaneous pollutant discharge. (Including instantaneous NO ⁇ emissions, instantaneous HC emissions, and instantaneous PM emissions) is the smallest sum. In other embodiments of the present invention, the optimization rule may be that at least one of the instantaneous fuel consumption amount, the instantaneous NO ⁇ emission amount, the instantaneous HC emission amount, and the instantaneous PM emission amount is the smallest.
  • the present invention predicts the target of the Miller cycle engine torque control based on the total engine required torque, the Gaussian model and the optimization rule, and based on the prediction result, the hybrid vehicle Miller Cycle engine torque control is optimized, and the total required engine torque is reasonably distributed to the electric motor and the Miller cycle engine, so that the vehicle's fuel consumption level and pollutant emissions reach the minimum level.
  • the present invention also provides a Miller cycle engine torque control method, in which a Gaussian process regression and prediction method is applied to the field of hybrid vehicle Miller cycle engine fuel consumption emission optimization to perform real-time fuel consumption and emission levels of the vehicle.
  • Predictive analysis and optimization including:
  • Step S10 establishing a fuel consumption emission Gaussian model: establishing a Gaussian model of the relationship between the Miller cycle engine torque, throttle opening, intake VVT angle, and ignition angle and the instantaneous fuel consumption and instantaneous pollutant emissions;
  • Step S20 (establishing an optimization rule for torque control): determining an optimization rule for the target torque control of the Miller cycle engine;
  • Step S30 global optimization of the torque control strategy: determining a target torque of the engine and a parameter control target according to the total engine demand torque, a Gaussian model, and optimization rules;
  • step S10 (the establishment of a Gaussian model of the relationship between Miller cycle engine torque, throttle opening, intake WT angle, ignition angle, and emissions) includes the following steps:
  • step S11 Collect the Miller cycle engine torque, throttle opening, intake VVT angle, ignition angle, and corresponding engine instantaneous fuel consumption and instantaneous pollution at different engine operating point sampling frequencies.
  • matter emission amount including ⁇ emissions, HC emissions instantaneous PM emission amount and the instantaneous instantaneous NO
  • step S11 the Miller cycle engine torque at different load and speed, the throttle opening degree, intake VVT The angle, the ignition angle, and the corresponding instantaneous fuel consumption and instantaneous pollutant emissions of the engine are all data obtained during the actual operation of the engine collected by the engine test bench and other equipment.
  • S12 the collected engine torque, throttle opening, and intake VVT angle at different loads and speeds
  • the ignition angle and the corresponding instantaneous fuel consumption and pollutant emissions of the engine are imported into the modeling software dedicated to the Gaussian process (such as Matlab / ASCMO, etc.); [0053] S13: A Gaussian mathematical model capable of simulating the simulated Miller cycle engine speed, torque, throttle opening, intake VVT angle, and the corresponding relationship between the instantaneous fuel consumption of the engine and the amount of pollutant emissions is established.
  • step S20 according to actual requirements, taking into account the requirements of increasingly stringent fuel consumption and pollutant emission regulations, the optimization rule set in this step is the instantaneous fuel consumption and instantaneous pollution on the premise that the total required torque of the engine is met.
  • the total amount of emissions (including instantaneous NO ⁇ emissions, instantaneous HC emissions, and instantaneous PM emissions) is the smallest.
  • the optimization rule may also be set to one of the instantaneous fuel consumption amount, the instantaneous N 0 ⁇ emission amount, the instantaneous HC emission amount, and the instantaneous PM emission amount, which are not specifically limited.
  • control parameters include a throttle opening degree, an intake VVT angle, and an ignition angle.
  • the goal of the Miller cycle engine torque control strategy is, on the one hand, that the vehicle controller reasonably allocates the target torque of the motor and the Miller cycle engine according to the input total engine demand torque, and on the other hand is based on the target torque of the Miller cycle engine , Reasonably control the opening of the electronic throttle valve and the intake VVT angle and ignition angle of the engine to meet the optimization rules set in advance.
  • step S30 (determining a target torque and a parameter control target of the engine according to the total engine demand torque, a Gaussian model, and an optimization rule) includes:
  • S31 Predict the feasible target torque range of the engine according to the total engine demand torque and the Gaussian model
  • Throttle target opening range intake VVT target angle range and target ignition angle range
  • S33 Change the target engine torque range and / or the throttle target opening range and / or the intake VVT target angle range and / or the target ignition angle range to obtain each engine target torque, throttle target opening, Engine instantaneous fuel consumption and instantaneous pollutant emissions with a combination of intake VVT target angle and target ignition angle
  • the methods of dividing the target engine torque range, the throttle target opening range, the intake VVT target angle range, and the target ignition angle range into several feasible ranges include:
  • the target ignition angle range is divided into several fourth feasible ranges.
  • each feasible range (including the first feasible range, the second feasible range, the third feasible range, and the fourth feasible range) is simulated separately to obtain each torque and throttle valve opening Miller engine instantaneous fuel consumption and instantaneous pollutant emissions under the combination of degree of intake, intake VVT angle and ignition angle;
  • the engine torque when the sum of the instantaneous fuel consumption and the instantaneous pollutant emissions of the engine is the lowest is used as the engine target torque, and the corresponding throttle opening, intake VVT angle, and ignition angle are used as the throttle control for the Miller cycle engine torque Target opening, intake VVT target angle, and target ignition angle.
  • Step 1 Obtain the instantaneous fuel consumption and instantaneous pollutant emissions of the Miller cycle engine at different speeds, different loads, different torques, different intake VVT angles, and different ignition angles, and based on the Gaussian process, establish the meter Statistics of engine speed, load, torque, intake VVT angle, and ignition angle with instantaneous fuel consumption and instantaneous pollutant emissions (including instantaneous NO ⁇ emissions, instantaneous HC emissions, and instantaneous PM emissions) model.
  • instantaneous fuel consumption and instantaneous pollutant emissions including instantaneous NO ⁇ emissions, instantaneous HC emissions, and instantaneous PM emissions
  • Step 2 On the premise of ensuring the dynamic performance of the hybrid vehicle, the minimum sum of the instantaneous fuel consumption and instantaneous pollutant emissions of the Miller cycle engine is taken as the optimization target.
  • Step 3 The gross engine torque demand, the predicted range of feasible target engine torque [T _ n, T _ x ], and a torque to 5N * m search step, the target engine torque range Miller cycle min K + 1 fT levels: T emin , T emin + 5 * l, T emin + 5 * 2,.. T emin + 5 * (kl), T emax ;
  • Predictable throttle target opening range [e min , 0 ma J, with 5 ° as the throttle opening search step, divide the target throttle opening range into n + 1 feasibility levels: 0 min ) 0 min + 5 °, e min + io °, ..., 0 min + 5 * (nl), 0 max ;
  • Predictable target range of intake air VVT angle [e min , 8 m J, with 5 ° as the search step of intake VVT angle, divide the target range of air intake VT angle into j + 1 feasibility levels: e min , 8 min + 5 °, 8 mm +10 o ,.. E min + 5 * (jl) > e max;
  • Step 4 According to the Gaussian model obtained in Step 1, respectively simulate and predict
  • the instantaneous fuel consumption and instantaneous pollutant emissions of the engine at the level and calculate the sum of the instantaneous fuel consumption and the instantaneous pollutant emissions;
  • the engine torque T Mpt at this time is taken as the target torque of the Miller cycle engine, and the throttle valve opening degree 0 and the intake air VVT angle e at this time.
  • ⁇ And ignition angle T1 are the intake VVT target angle, intake VVT target angle range, and target ignition angle of the Miller cycle engine torque control, which is about (T ropt , 0, ri) as the engine's gas path fire path control parameter
  • T motor T total demand- Tropt , that is, the target motor torque is equal to the total engine demand minus the target engine torque.
  • the present invention applies the Gaussian model prediction method to the field of fuel consumption and pollutant emissions of a hybrid Miller cycle engine.
  • the model and optimization rules predict the target of Miller cycle engine torque control, and obtain the target torque of the engine based on the results of real-time prediction and analysis of the vehicle ’s fuel consumption and pollutant emission levels.
  • the vehicle ’s Fuel consumption and pollutant emissions reached a minimum.
  • the present invention applies a Gaussian model prediction method to the field of fuel consumption and pollutant emission of a hybrid Miller cycle engine, and on the premise of ensuring the power and drivability of the hybrid vehicle, based on the total engine torque, Gaussian model and optimization
  • the rules predict the target of Miller cycle engine torque control, and obtain the target torque of the engine based on the results of real-time prediction and analysis of vehicle fuel consumption and pollutant emission levels.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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Abstract

一种米勒循环发动机的扭矩控制方法，包括：建立油耗排放的高斯模型；确定发动机目标扭矩控制的优化规则；根据发动机总需求扭矩、高斯模型和优化规则，确定发动机目标扭矩和参数控制目标。一种米勒循环发动机的扭矩控制装置也被公开。

Description

一种米勒循环发动机扭矩控制方法和装置
[0001] 本专利申请要求 2018年 9月 26日提交的申请号为 CN 201811126346.0， 申请人为 广州汽车集团股份有限公司， 发明名称为“一种米勒循环发动机扭矩控制方法和 装置”的中国专利申请的优先权， 上述申请的全文以引用的方式并入本申请中。 技术领域
[0002] 本发明涉及发动机技术领域， 尤其涉及一种米勒循环发动机扭矩控制方法和装 置。
背景技术
[0003] 一般来说， 混合动力汽车控制策略的设计目标包括： 燃油经济性好、 尾气排放 低、 成本低以及系统安全稳定。
[0004] 早期的混合动力汽车控制策略大多基于速度控制， 即利用速度大小作为控制依 据， 当车速较低时， 关闭发动机， 由电动机驱动汽车； 当车速大于设定值时， 由发动机单独驱动汽车； 当汽车所需的驱动力大于发动机最大能提供的驱动力 时， 由发动机和电动机共同驱动汽车； 当车速为负时， 电动机收集能量， 并将 其储存于动力电池组中。 虽然基于速度的混合动力汽车控制策略简单， 且控制 器的开发比较容易， 但是由于其控制参数单一， 动态特性差， 并不能满足混合 动力汽车控制器的设计要求。
[0005] 目前现有的混合动力汽车控制策略基本上都基于转矩或者功率进行控制， 主要 有优化算法控制策略和基于优化算法的规则控制策略。
[0006] 优化算法控制策略分为瞬时优化控制策略和全局优化控制策略两种。 其中， 瞬 时优化控制策略是根据动力系统的动力需求， 实时计算三个动力源在不同动力 分配下的瞬时油耗和排放， 选择最优分配组合用以控制混合动力系统进行动力 输出； 在某一时刻， 将发电机发出的电能和电动机消耗的电能按照一定比例转 化为发动机的燃油消耗， 从而确定整个混合动力系统的燃油消耗。 瞬时优化控 制策略能达到某一时刻混合动力系统动力分配最优化。
[0007] 基于优化算法的规则控制策略是使用优化算法计算出混合动力汽车在其常规各 种工况下的动力分配方案， 依据优化算法的计算结果， 制定控制规则， 最终利 用由优化算法得出的控制规则对混合动力汽车进行控制。
[0008] 高斯过程回归是基于贝叶斯理论和统计学习理论发展起来的一种全新机器学习 方法， 适于处理高维数、 小样本和非线性等复杂回归问题， 与神经网络和支持 向量机相比， 该方法具有容易实现、 超参数自适应获取以及输出具有概率意义 等优点， 方便与预测控制、 自适应控制、 贝叶斯滤波等相结合。
[0009] 技术方案
[0010] 有鉴于此， 有必要提供一种通过高斯模型预测以对混合动力车辆的油耗排放水 平进行预测、 分析以及优化的米勒循环发动机扭矩控制方法和装置。
[0011] 本发明提供了一种米勒循环发动机扭矩控制方法， 其包括：
[0012] 建立油耗排放高斯模型： 以设定的发动机工况点采样频率， 采集不同负荷和转 速下的米勒循环发动机扭矩、 节气门开度、 进气 VVT角度、 点火角以及对应的 瞬时油耗和瞬时污染物排放量， 建立米勒循环发动机扭矩、 节气门开度、 进气 V VT角度以及点火角与瞬时油耗和瞬时污染物排放量之间关系的高斯模型；
[0013] 建立扭矩控制的优化规则： 确定米勒循环发动机目标扭矩控制的优化规则；
[0014] 扭矩控制策略的全局寻优： 根据发动机总需求扭矩、 高斯模型和优化规则， 确 定发动机目标扭矩和参数控制目标。
[0015] 进一步地， 建立油耗排放高斯模型包括：
[0016] 以设定的发动机工况点采样频率， 采集不同负荷和转速下的米勒循环发动机扭 矩、 节气门开度、 进气 VVT角度、 点火角以及对应的瞬时油耗和瞬时污染物排 放量；
[0017] 将采集的发动机扭矩、 节气门开度、 进气 VVT角度、 点火角以及与对应的瞬时 油耗和瞬时污染物排放量导入建模软件；
[0018] 生成米勒循环发动机扭矩、 节气门开度、 进气 WT角度、 点火角与对应的瞬时 油耗和瞬时污染物排放量关系的高斯模型。
[0019] 进一步地， 所述瞬时污染物排放量包括瞬时 NO \排放量、 瞬时 HC排放量和瞬 时 PM排放量。
[0020] 进一步地， 所述优化规则为在满足发动机总需求扭矩的前提下， 所述瞬时油耗 和所述瞬时污染物排放量的总和最小。
[0021] 进一步地， 所述发动机总需求扭矩由输入整车控制器的总目标扭矩获得， 所述 发动机总需求扭矩包括电机目标扭矩和发动机目标扭矩。
[0022] 进一步地， 扭矩控制策略的全局寻优包括：
[0023] 根据发动机总需求扭矩以及高斯模型， 预测可行的发动机目标扭矩范围、 节气 门目标开度范围、 进气 VVT目标角度范围、 目标点火角范围；
[0024] 将发动机目标扭矩范围、 节气门目标开度范围、 进气 VVT目标角度范围、 目标 点火角范围分别划分为若干个可行性范围；
[0025] 改变发动机目标扭矩范围和 /或节气门目标开度范围和 /或进气 VVT目标角度范 围和 /或目标点火角范围， 得到每一种范围下的发动机目标扭矩、 节气门目标开 度、 进气 VVT目标角度、 目标点火角组合下的发动机瞬时油耗和瞬时污染物排 放量；
[0026] 确定满足优化规则的发动机扭矩和节气门开度、 进气 VVT角度、 点火角， 将其 中的发动机扭矩作为发动机目标扭矩， 将其中的节气门开度、 进气 VVT角度、 点火角作为节气门目标开度、 进气 VVT目标角度、 目标点火角。
[0027] 进一步地， 将发动机目标扭矩范围、 节气门目标开度范围、 进气 VVT目标角度 范围、 目标点火角范围分别划分为若干个可行性范围包括：
[0028] 以设定的扭矩搜索步长， 将发动机目标扭矩范围分成 k+1个第一可行性范围；
[0029] 以设定的节气门开度搜索步长， 将节气门目标开度范围分成 n+1个第二可行性 范围；
[0030] 以设定的进气 WT角度搜索步长， 将 VVT目标角度范围分为 j+1个第三可行性 范围；
[0031] 以设定的点火角搜索步长， 将目标点火角范围分为 m+1个第四可行性范围。
[0032] 进一步地， 确定满足优化规则的发动机扭矩和节气门开度、 进气 VVT角度、 点 火角， 将其中的发动机扭矩作为发动机目标扭矩， 将其中的节气门开度、 进气 V VT角度、 点火角作为节气门目标开度、 进气 VVT目标角度、 目标点火角包括：
[0033] 基于高斯模型， 分别仿真 (k+l)*(n+l)*(j+l)*(m+l)个水平下发动机的瞬时油耗 和瞬时污染物排放量； [0034] 计算得到的瞬时油耗和瞬时污染物排放量之和；
[0035] 将瞬时油耗和瞬时污染物排放量之和最低时的发动机扭矩作为发动机目标扭矩 ， 将此时的节气门开度、 进气 VVT角度以及点火角作为米勒循环发动机扭矩控 制的节气门目标开度、 进气 VVT目标角度以及目标点火角。
[0036] 本发明还提供了一种米勒循环发动机扭矩控制装置， 包括建模软件以及与所述 建模软件信号连接的整车控制器、 扭矩传感器、 节气门开度传感器、 进气 VVT 角度传感器、 发动机转速传感器、 点火角传感器、 油耗传感器和污染物排放量 传感器， 所述建模软件接收在不同发动机转速和负荷下采集的发动机扭矩信息 、 节气门开度信息、 进气 VVT角度信息、 点火角信息、 油耗信息和排放量信息 ， 并基于接收的信息建立发动机扭矩、 节气门开度、 进气 VVT角度、 点火角与 油耗量和排放量之间关系的高斯模型； 所述整车控制器依据获取的发动机总需 求扭矩和高斯模型确定发动机扭矩的可行性范围、 节气门开度的可行性范围、 进气 VVT角度的可行性范围和点火角的可行性范围， 并依据设定的发动机扭矩 控制的优化规则， 确定满足优化规则的发动机目标扭矩、 节气门目标开度、 进 气 VVT目标角度和目标点火角。
[0037] 进一步地， 所述污染物排放量传感器包括 NO \排放量传感器、 HC排放量传感 器和 PM排放量传感器， 所述优化规则为瞬时油耗和瞬时污染物排放量的总和最 小。
发明概述
技术问题
问题的解决方案
发明的有益效果
有益效果
[0038] 本发明在保证混合动力车辆动力性和驾驶性的前提下， 基于发动机总需求扭矩 、 高斯模型和优化规则对米勒循环发动机扭矩控制的目标进行预测， 基于预测 结果对混合动力车辆米勒循环发动机扭矩控制进行优化， 将发动机总需求扭矩 合理分配至电机和米勒循环发动机， 使得车辆的燃油消耗水平和污染物排放达 到最低水平。
对附图的简要说明
附图说明
[0039] 图 1为本发明提供的米勒循环发动机扭矩控制装置的原理框图；
[0040] 图 2为本发明利用米勒循环发动机扭矩控制方法确定发动机目标扭矩及控制参 数的一具体实施例的原理框图。
发明实施例
本发明的实施方式
[0041] 为更进一步阐述本发明为达成预定发明目的所采取的技术手段及功效， 以下结 合附图及较佳实施例， 对本发明详细说明如下。
[0042] 如图 1所示， 本发明提供的米勒循环发动机扭矩控制装置， 包括建模软件以及 与建模软件信号连接的整车控制器、 扭矩传感器、 节气门开度传感器、 进气 VV T角度传感器、 发动机转速传感器、 点火角传感器、 油耗传感器和污染物排放量 传感器。 本发明利用扭矩传感器、 节气门开度传感器、 进气 VVT角度传感器、 发动机转速传感器、 点火角传感器、 油耗传感器和污染物排放量传感器， 由发 动机实验台架等设备中采集不同发动机转速和负荷下发动机实际运行过程中的 发动机扭矩信息、 节气门开度信息、 进气 VVT角度信息、 点火角信息、 油耗信 息和排放量信息， 并将上述信息传输至建模软件， 以建立发动机扭矩、 节气门 开度、 进气 VVT角度、 点火角与油耗量和排放量之间关系的高斯模型， 然后， 整车控制器依据高斯模型和发动机总需求扭矩确定发动机扭矩可行性范围、 节 气门开度可行性范围、 进气 VVT角度可行性范围和点火角可行性范围， 最后依 据设定的优化规则， 全局寻优以最终确定满足优化规则的发动机扭矩、 节气门 开度、 进气 VVT角度和点火角的组合， 将其中的发动机扭矩作为发动机目标扭 矩， 将其中的节气门开度、 进气 VVT角度和点火角作为米勒循环发动机参数控 制的目标。
[0043] 在本发明中， 污染物排放量传感器包括 NO \排放量传感器、 HC排放量传感器 （碳氢化合物排放量传感器） 和 PM排放量传感器 （微粒物排放量传感器） 。
[0044] 在本发明提供的一优选实施例中， 优化规则为瞬时油耗量和瞬时污染物排放量 （包括瞬时 NO \排放量、 瞬时 HC排放量和瞬时 PM排放量） 之和最小。 在本发明 的其它实施例中， 优化规则也可以为瞬时油耗量、 瞬时 NO \排放量、 瞬时 HC排 放量和瞬时 PM排放量至少其中之一最小。 如此， 本发明在保证混合动力车辆动 力性和驾驶性的前提下， 基于发动机总需求扭矩、 高斯模型和优化规则对米勒 循环发动机扭矩控制的目标进行预测， 基于预测结果对混合动力车辆米勒循环 发动机扭矩控制进行优化， 将发动机总需求扭矩合理分配至电机和米勒循环发 动机， 使得车辆的燃油消耗水平和污染物排放达到最低水平。
[0045] 本发明还提供了一种米勒循环发动机扭矩控制方法， 以将高斯过程回归及预测 方法应用于混合动力车辆米勒循环发动机油耗排放优化领域， 对车辆的油耗和 排放水平进行实时的预测分析和优化， 其包括：
[0046] 步骤 S10 （建立油耗排放高斯模型） ：建立米勒循环发动机扭矩、 节气门开度、 进气 VVT角度以及点火角与瞬时油耗量和瞬时污染物排放量之间关系的高斯模 型；
[0047] 步骤 S20 （建立扭矩控制的优化规则） ：确定米勒循环发动机目标扭矩控制的优 化规则；
[0048] 步骤 S30 （扭矩控制策略的全局寻优） ：根据发动机总需求扭矩、 高斯模型和优 化规则， 确定发动机的目标扭矩和参数控制目标；
[0049] 具体地， 步骤 S10 （建立米勒循环发动机扭矩、 节气门开度、 进气 WT角度、 点火角与排放量之间关系的高斯模型） 包括如下步骤：
[0050] S11： 以设定的发动机工况点采样频率， 采集不同负荷和转速下的米勒循环发 动机扭矩、 节气门开度、 进气 VVT角度、 点火角以及对应的发动机瞬时油耗和 瞬时污染物排放量 （包括瞬时 NO \排放量、 瞬时 HC排放量和瞬时 PM排放量） ； [0051] 在步骤 S11中， 不同负荷和转速下的米勒循环发动机扭矩、 节气门开度、 进气 VVT角度、 点火角以及对应的发动机瞬时油耗和瞬时污染物排放量均为通过发 动机实验台架等设备采集的发动机实际运行过程中的数据。
[0052] S12： 将采集的不同负荷和转速下的发动机扭矩、 节气门开度、 进气 VVT角度
、 点火角以及对应的发动机瞬时油耗和污染物排放量导入高斯过程专用的建模 软件 （例如 Matlab/ASCMO等） 中； [0053] S13： 建立能够仿真模拟混合动力车辆米勒循环发动机转速、 扭矩、 节气门开 度、 进气 VVT角度和对应的发动机瞬时油耗和污染物排放量之间关系的高斯数 学模型。
[0054] 在步骤 S20中， 根据实际需要， 考虑到目前日益严苛的油耗以及污染物排放法 规的要求， 本步骤设置的优化规则为在满足发动机总需求扭矩的前提下， 瞬时 油耗和瞬时污染物排放量 （包括瞬时 NO \排放量、 瞬时 HC排放量以及瞬时 PM排 放量） 的总和最小。
[0055] 可以理解， 在其他具体实施例中， 优化规则还可以设置为瞬时油耗量、 瞬时 N 0 \排放量、 瞬时 HC排放量以及瞬时 PM排放量中的其中一个最低， 具体不做限 制。
[0056] 在步骤 S30中， 控制参数包括节气门开度、 进气 VVT角度和点火角。
[0057] 米勒循环发动机扭矩控制策略的目标， 一方面在于整车控制器根据输入的发动 机总需求扭矩合理分配电机和米勒循环发动机的目标扭矩， 另一方面在于根据 米勒循环发动机目标扭矩， 合理控制电子节气门的开度和发动机的进气 VVT角 度和点火角， 以满足提前设定的优化规则。
[0058] 具体地， 步骤 S30 （根据发动机总需求扭矩、 高斯模型和优化规则， 确定发动 机的目标扭矩和参数控制目标） 包括：
[0059] S31： 根据发动机总需求扭矩以及高斯模型， 预测可行的发动机目标扭矩范围
、 节气门目标开度范围、 进气 VVT目标角度范围和目标点火角范围；
[0060] S32： 将发动机目标扭矩范围、 节气门目标开度范围、 进气 VVT目标角度范围 和目标点火角范围分别划分为若干个可行性范围；
[0061] S33： 改变发动机目标扭矩范围和 /或节气门目标开度范围和 /或进气 VVT目标角 度范围和 /或目标点火角范围， 得到每一种发动机目标扭矩、 节气门目标开度、 进气 VVT目标角度、 目标点火角组合下的发动机瞬时油耗和瞬时污染物排放量
[0062] S34： 确定满足优化规则的发动机扭矩和节气门开度、 进气 WT角度、 点火角
， 将其作为发动机目标扭矩和节气门目标开度、 进气 VVT目标角度、 目标点火 角。 ［0063］ 更具体地， 将发动机目标扭矩范围、 节气门目标开度范围、 进气 VVT目标角度 范围、 目标点火角范围分别划分为若干个可行性范围的方法包括：
［0064］ 以设定的扭矩搜索步长， 将发动机目标扭矩范围分成若干个第一可行性范围；
［0065］ 以设定的节气门开度搜索步长， 将节气门目标开度范围分成若干个第二可行性 范围；
［0066］ 以设定的进气 WT角度搜索步长， 将 VVT目标角度范围分为若干个第三可行性 范围；
［0067］ 以设定的点火角搜索步长， 将目标点火角范围分为若干个第四可行性范围。
［0068］ 基于高斯模型， 分别仿真每一个可行性范围 （包括第一可行性范围、 第二可行 性范围、 第三可行性范围、 第四可行性范围） ， 得到每一种扭矩、 节气门开度 、 进气 VVT角度和点火角组合下的米勒发动机瞬时油耗和瞬时污染物排放量；
［0069］ 将发动机瞬时油耗和瞬时污染物排放量之和最低时的发动机扭矩作为发动机目 标扭矩， 将对应的节气门开度、 进气 VVT角度以及点火角作为米勒循环发动机 扭矩控制的节气门目标开度、 进气 VVT目标角度以及目标点火角。
［0070］ 结合图 2, 下面根据一个具体实施例对本发明提供的米勒循环发动机扭矩控制 方法进行说明。
［0071］ 步骤 1 : 通过实验获取米勒循环发动机在不同转速、 不同负荷、 不同扭矩、 不 同进气 VVT角度和不同点火角下的瞬时油耗和瞬时污染物排放量， 并基于高斯 过程， 建立米勒循环发动机的转速、 负荷、 扭矩、 进气 VVT角度、 以及点火角 与瞬时油耗和瞬时污染物排放量 （包括瞬时 NO \排放量、 瞬时 HC排放量以及瞬 时 PM排放量） 之间的统计学模型。
［0072］ 步骤 2: 在保证混合动力车辆动力性的前提下， 以米勒循环发动机的瞬时油耗 和瞬时污染物排放量之和最低做为优化目标。
［0073］ 步骤 3: 根据发动机总需求扭矩， 预测可行的发动机目标扭矩范围［T _n， T _x ］， 并以 5N*m为扭矩搜索步长， 将米勒循环发动机的目标扭矩范围分为 k+1个可 fT性水平： T emin, T emin+5*l , T emin+5*2, . . T emin+5*（k-l） , T emax；
［0074］ 预测可行的节气门目标开度范围［e min， 0 maJ , 以 5°为节气门开度搜索步长， 将 目标节气门开度范围分为 n+1个可行性水平： 0 min） 0 min+5°， e min +io°， ......， 0 min+5*(n-l) , 0 max；
[0075] 预测可行的进气 VVT目标角度范围 [e min， 8 mJ , 以 5°为进气 VVT角度搜索步长 ， 将进气 WT目标角度范围分为 j+1个可行性水平： e min， 8 min +5° , 8 mm +10o , . . E min +5*(j-l) > e max；
[0076] 预测可行的目标点火角范围 [ri MIN， IT max] , 以 5°为点火角搜索步长， 将目标点火 角范围分为 m+1个可行性水平： T| min， IT min +5° , IT min +10° , . . T| min+5*(m-l)
[0077] 步骤 4: 根据步骤 1获得的高斯模型， 分别仿真预测
Figure imgf000010_0001
水平下发动机的瞬时油耗和瞬时污染物排放量， 计算瞬时油耗和瞬时污染物排 放量之和；
[0078] 在瞬时油耗和瞬时污染物排放量之和最低时， 将此时的发动机扭矩 T Mpt作为米 勒循环发动机的目标扭矩， 将此时的节气门开度 0 、 进气 VVT角度 e。^和点火 角 T1 作为米勒循环发动机扭矩控制的进气 VVT目标角度、 进气 VVT目标角度范 围和目标点火角， 即将 (T ropt， 0 ，
Figure imgf000010_0002
ri )作为发动机的气路火路控制参数
[0079] 此时分配至电机的电机目标扭矩 T电机的计算方法为： T电机 =T总需求 -T ropt， 即， 电机目标扭矩等于发动机总需求扭矩减去发动机目标扭矩。
[0080] 综上， 本发明通过将高斯模型预测方法应用于混合动力米勒循环发动机油耗以 及污染物排放领域， 在保证混合动力车辆动力性和驾驶性的前提下， 基于发动 机总需求扭矩、 高斯模型和优化规则对米勒循环发动机扭矩控制的目标进行预 测， 根据对车辆的油耗及污染物排放水平进行实时的预测分析的结果获得发动 机目标扭矩， 通过精确控制米勒发动机的扭矩， 使车辆的油耗以及污染物排放 达到最低水平。
[0081] 以上， 仅是本发明的较佳实施例而已， 并非对本发明作任何形式上的限制， 虽 然本发明已以较佳实施例揭露如上， 然而并非用以限定本发明， 任何熟悉本专 业的技术人员， 在不脱离本发明技术方案范围内， 当可利用上述揭示的技术内 容做出些许更动或修饰为等同变化的等效实施例， 但凡是未脱离本发明技术方 案内容， 依据本发明的技术实质对以上实施例所作的任何简单修改、 等同变化 与修饰， 均仍属于本发明技术方案的范围内。
工业实用性
[0082] 本发明通过将高斯模型预测方法应用于混合动力米勒循环发动机油耗以及污染 物排放领域， 在保证混合动力车辆动力性和驾驶性的前提下， 基于发动机总需 求扭矩、 高斯模型和优化规则对米勒循环发动机扭矩控制的目标进行预测， 根 据对车辆的油耗及污染物排放水平进行实时的预测分析的结果获得发动机目标 扭矩， 通过精确控制米勒发动机的扭矩， 使车辆的油耗以及污染物排放达到最 低水平。

Claims

权利要求书
[权利要求 1] 一种米勒循环发动机扭矩控制方法， 其特征在于， 其包括：
建立油耗排放高斯模型： 以设定的发动机工况点采样频率， 采集不同 负荷和转速下的米勒循环发动机扭矩、 节气门开度、 进气 VVT角度、 点火角以及对应的瞬时油耗和瞬时污染物排放量， 建立米勒循环发动 机扭矩、 节气门开度、 进气 VVT角度以及点火角与瞬时油耗和瞬时污 染物排放量之间关系的高斯模型；
建立扭矩控制的优化规则： 确定米勒循环发动机目标扭矩控制的优化 规则；
扭矩控制策略的全局寻优： 根据发动机总需求扭矩、 高斯模型和优化 规则， 确定发动机目标扭矩和参数控制目标。
[权利要求 2] 根据权利要求 1所述的米勒循环发动机扭矩控制方法， 其特征在于， 建立油耗排放高斯模型包括：
以设定的发动机工况点采样频率， 采集不同负荷和转速下的米勒循环 发动机扭矩、 节气门开度、 进气 VVT角度、 点火角以及对应的瞬时油 耗和瞬时污染物排放量；
将采集的发动机扭矩、 节气门开度、 进气 VVT角度、 点火角以及与对 应的瞬时油耗和瞬时污染物排放量导入建模软件； 生成米勒循环发动机扭矩、 节气门开度、 进气 VVT角度、 点火角与对 应的瞬时油耗和瞬时污染物排放量关系的高斯模型。
[权利要求 3] 根据权利要求 1所述的米勒循环发动机扭矩控制方法， 其特征在于， 所述瞬时污染物排放量包括瞬时 NO x
排放量、 瞬时 HC排放量和瞬时 PM排放量。
[权利要求 4] 根据权利要求 1所述的米勒循环发动机扭矩控制方法， 其特征在于， 所述优化规则为在满足发动机总需求扭矩的前提下， 所述瞬时油耗和 所述瞬时污染物排放量的总和最小。
[权利要求 5] 根据权利要求 1所述的米勒循环发动机扭矩控制方法， 其特征在于， 所述发动机总需求扭矩由输入整车控制器的总目标扭矩获得， 所述发 动机总需求扭矩包括电机目标扭矩和发动机目标扭矩。
[权利要求 6] 根据权利要求 1所述的米勒循环发动机扭矩控制方法， 其特征在于， 扭矩控制策略的全局寻优包括：
根据发动机总需求扭矩以及高斯模型， 预测可行的发动机目标扭矩范 围、 节气门目标开度范围、 进气 VVT目标角度范围、 目标点火角范围 将发动机目标扭矩范围、 节气门目标开度范围、 进气 VVT目标角度范 围、 目标点火角范围分别划分为若干个可行性范围；
改变发动机目标扭矩范围和 /或节气门目标开度范围和 /或进气 VVT目 标角度范围和 /或目标点火角范围， 得到每一种范围下的发动机目标 扭矩、 节气门目标开度、 进气 VVT目标角度、 目标点火角组合下的发 动机瞬时油耗和瞬时污染物排放量；
确定满足优化规则的发动机扭矩和节气门开度、 进气 VVT角度、 点火 角， 将其中的发动机扭矩作为发动机目标扭矩， 将其中的节气门开度 、 进气 VVT角度、 点火角作为节气门目标开度、 进气 VVT目标角度 、 目标点火角。
[权利要求 7] 根据权利要求 6所述的米勒循环发动机扭矩控制方法， 其特征在于， 将发动机目标扭矩范围、 节气门目标开度范围、 进气 VVT目标角度范 围、 目标点火角范围分别划分为若干个可行性范围包括：
以设定的扭矩搜索步长， 将发动机目标扭矩范围分成 k+1个第一可行 性范围；
以设定的节气门开度搜索步长， 将节气门目标开度范围分成 n+1个第 二可行性范围；
以设定的进气 VVT角度搜索步长， 将 VVT目标角度范围分为 j+1个第 三可行性范围；
以设定的点火角搜索步长， 将目标点火角范围分为 m+1个第四可行性 范围。
[权利要求 8] 根据权利要求 7所述的米勒循环发动机扭矩控制方法， 其特征在于， 确定满足优化规则的发动机扭矩和节气门开度、 进气 VVT角度、 点火 角， 将其中的发动机扭矩作为发动机目标扭矩， 将其中的节气门开度 、 进气 VVT角度、 点火角作为节气门目标开度、 进气 VVT目标角度 、 目标点火角包括：
基于高斯模型， 分别仿真 (k+l)*(n+l)*(j+l)*(m+l)个水平下发动机的 瞬时油耗和瞬时污染物排放量；
计算得到的瞬时油耗和瞬时污染物排放量之和； 将瞬时油耗和瞬时污染物排放量之和最低时的发动机扭矩作为发动机 目标扭矩， 将此时的节气门开度、 进气 VVT角度以及点火角作为米勒 循环发动机扭矩控制的节气门目标开度、 进气 VVT目标角度以及目标 点火角。
[权利要求 9] 一种米勒循环发动机扭矩控制装置， 其特征在于， 包括建模软件以及 与所述建模软件信号连接的整车控制器、 扭矩传感器、 节气门开度传 感器、 进气 VVT角度传感器、 发动机转速传感器、 点火角传感器、 油 耗传感器和污染物排放量传感器， 所述建模软件接收在不同发动机转 速和负荷下采集的发动机扭矩信息、 节气门开度信息、 进气 VVT角度 信息、 点火角信息、 油耗信息和排放量信息， 并基于接收的信息建立 发动机扭矩、 节气门开度、 进气 VVT角度、 点火角与油耗量和排放量 之间关系的高斯模型； 所述整车控制器依据获取的发动机总需求扭矩 和高斯模型确定发动机扭矩的可行性范围、 节气门开度的可行性范围 、 进气 VVT角度的可行性范围和点火角的可行性范围， 并依据设定的 发动机扭矩控制的优化规则， 确定满足优化规则的发动机目标扭矩、 节气门目标开度、 进气 VVT目标角度和目标点火角。
[权利要求 10] 根据权利要求 9所述的米勒循环发动机扭矩控制装置， 其特征在于， 所述污染物排放量传感器包括 NO \排放量传感器、 HC排放量传感器 和 PM排放量传感器， 所述优化规则为瞬时油耗和瞬时污染物排放量 的总和最小。
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