Engine rotating speed control method and device
阅读说明：本技术 发动机转速控制方法及装置 (Engine rotating speed control method and device ) 是由 冯春涛 刘丽冉 于 2021-09-22 设计创作，主要内容包括：本申请实施例提供一种发动机转速控制方法及装置,该方法包括：获取发动机的水温、液压油温、实际转速、实际扭矩,以及获取车辆所处的档位。根据发动机的发动机参数和实际扭矩,确定档位对应的第一修正值。根据水温和液压油温,获取发动机的工作状态,工作状态为低温工作状态或者非低温工作状态。根据档位、档位对应的修正值、发动机的实际转速、档位目标转速和工作状态,确定发动机的目标转速。其中,通过对发动机处于低温工作状态和非低温工作状态采用了不同的发动机转速控制方法,提高了发动机正常工作的可靠性,避免车辆工作在低温工作状态时容易出现熄火或油耗大的问题。(The embodiment of the application provides an engine rotating speed control method and device, and the method comprises the following steps: and acquiring the water temperature, the hydraulic oil temperature, the actual rotating speed and the actual torque of the engine, and acquiring the gear of the vehicle. And determining a first correction value corresponding to the gear according to the engine parameter and the actual torque of the engine. And acquiring the working state of the engine according to the water temperature and the hydraulic oil temperature, wherein the working state is a low-temperature working state or a non-low-temperature working state. And determining the target rotating speed of the engine according to the gear, the correction value corresponding to the gear, the actual rotating speed of the engine, the gear target rotating speed and the working state. The engine is in a low-temperature working state and a non-low-temperature working state, different engine rotating speed control methods are adopted, the reliability of normal working of the engine is improved, and the problem that flameout or high oil consumption easily occurs when a vehicle works in the low-temperature working state is solved.)
1. An engine speed control method, characterized by being applied to a vehicle in which an engine is provided, the method comprising:
acquiring the water temperature, the hydraulic oil temperature, the actual rotating speed and the actual torque of the engine, and acquiring the gear of the vehicle;
determining a first correction value corresponding to the gear according to the engine parameter of the engine and the actual torque;
acquiring the working state of the engine according to the water temperature and the hydraulic oil temperature, wherein the working state is a low-temperature working state or a non-low-temperature working state;
and determining the target rotating speed of the engine according to the gear, the first correction value corresponding to the gear, the actual rotating speed of the engine, the gear target rotating speed and the working state.
2. The method according to claim 1, wherein the determining the target rotation speed of the engine based on the first correction value corresponding to the gear, the actual rotation speed of the engine, the gear target rotation speed, and the operating state includes:
determining a load state corresponding to the vehicle according to the actual rotating speed and the gear target rotating speed, wherein the load state is a weight increasing state or a weight reducing state;
and determining the target rotating speed of the engine according to the target rotating speed of the gear, the first correction value corresponding to the gear, the working state and the load state.
3. The method according to claim 2, wherein the determining a target rotation speed of the engine based on the shift range target rotation speed, the first correction value, the operating state, and the load state includes:
determining a correction coefficient according to the working state;
updating the first correction value according to the correction coefficient to obtain a second correction value;
and determining the target rotating speed of the engine according to the gear target rotating speed, the load state and the second correction value.
4. The method of claim 3, wherein determining a correction factor based on the operating condition comprises:
if the working state is the low-temperature working state, determining that the correction coefficient is a first coefficient, wherein the first coefficient is greater than or equal to 0 and less than or equal to 1;
and if the working state is the non-low-temperature working state, determining that the correction coefficient is a second coefficient, wherein the second coefficient is greater than or equal to 0 and less than or equal to 1, and the first coefficient is less than the second coefficient.
5. The method according to claim 3 or 4, wherein the determining a target rotation speed of the engine based on the gear target rotation speed, the load state, and the second correction value includes:
if the load state is a weight increasing state, determining the difference between the gear target rotating speed and the second correction value as the target rotating speed;
and if the load state is a weight reduction state, determining the sum of the gear target rotating speed and the second correction value as the target rotating speed.
6. A method according to any of claims 1-3, wherein the engine parameters include a stall factor and a pull-up torque of the engine; the determining a first correction value corresponding to the gear according to the engine parameter of the engine and the actual torque comprises:
obtaining the difference between the actual torque and the pull-up torque to obtain a first torque;
determining a product of the stall coefficient and the first torque as the first correction value.
7. The method according to any one of claims 1-3, wherein said obtaining the operating state of the engine from the water temperature and the hydraulic oil temperature comprises:
if the water temperature is smaller than or equal to a first threshold value and the hydraulic oil temperature is smaller than or equal to a second threshold value, determining that the working state of the engine is a low-temperature working state;
and if the water temperature is greater than the first threshold value or the hydraulic oil temperature is greater than the second threshold value, determining that the working state of the engine is a non-low-temperature working state.
8. An engine speed control apparatus, characterized by being applied to a vehicle in which an engine is provided, the apparatus comprising:
the first acquisition module is used for acquiring the water temperature, the hydraulic oil temperature, the actual rotating speed and the actual torque of the engine and acquiring the gear of the vehicle;
the determining module is used for determining a first correction value corresponding to the gear according to engine parameters of the engine and the actual torque;
the second acquisition module is used for acquiring the working state of the engine according to the water temperature and the hydraulic oil temperature, wherein the working state is a low-temperature working state or a non-low-temperature working state;
and the processing module is used for determining the target rotating speed of the engine according to the gear, the first correction value corresponding to the gear, the actual rotating speed of the engine, the gear target rotating speed and the working state.
9. An engine, comprising:
a memory for storing a program;
a processor for executing the program stored by the memory, the processor being configured to perform the method of any of claims 1 to 7 when the program is executed.
10. A vehicle characterized by comprising the engine of claim 9.
11. A computer-readable storage medium comprising instructions which, when executed on a computer, cause the computer to perform the method of any one of claims 1 to 7.
12. A computer program product comprising a computer program, characterized in that the computer program realizes the method of any of claims 1 to 7 when executed by a processor.
Technical Field
The embodiment of the application relates to an engine control technology, in particular to an engine rotating speed control method and device.
Background
When a construction machine vehicle is operated, a controller of the vehicle generally controls the output of a target rotation speed to an electronic control unit, and the electronic control unit controls the rotation speed of an engine to be in the vicinity of the target rotation speed. Since the target rotation speed of the controller control output tends to increase when the load of the vehicle suddenly increases, the electronic control unit needs to increase the fuel injection rate of the accelerator of the engine to make the engine of the vehicle from the initial rotation speed with low rotation speed to the vicinity of the new target rotation speed. Since the difference between the new target rotation speed and the initial rotation speed is large, in order to increase the rotation speed of the engine, the fuel injection rate of the accelerator needs to be significantly larger than the rotation speed of the engine when the engine operates at a stable rotation speed, which results in a large increase in fuel consumption.
In order to solve the above problem, in the prior art, a correction value is determined by measuring an actual torque of a vehicle and determining the correction value according to the actual torque and the launch-off torque of the vehicle. After the load of the vehicle is increased or decreased, the difference or the sum of the target rotating speed and the correction value is respectively determined as the corrected target rotating speed, so that the difference between the corrected target rotating speed and the initial rotating speed is reduced, and the increase of the fuel consumption is avoided. However, in the prior art, when the vehicle is in a low-temperature operating state, a phenomenon that the vehicle stalls may be caused when the load of the vehicle suddenly increases; alternatively, when the load of the vehicle is suddenly reduced, there is still a problem of high fuel consumption.
Disclosure of Invention
The embodiment of the application provides an engine rotating speed control method and device, and aims to solve the problem that flameout or high oil consumption is easy to occur when a vehicle works in a low-temperature working state.
In a first aspect, an embodiment of the present application provides an engine speed control method, which is applied to a vehicle in which an engine is provided, and includes:
acquiring the water temperature, the hydraulic oil temperature, the actual rotating speed and the actual torque of the engine, and acquiring the gear of the vehicle;
determining a first correction value corresponding to the gear according to the engine parameter of the engine and the actual torque;
acquiring the working state of the engine according to the water temperature and the hydraulic oil temperature, wherein the working state is a low-temperature working state or a non-low-temperature working state;
and determining the target rotating speed of the engine according to the gear, the first correction value corresponding to the gear, the actual rotating speed of the engine, the gear target rotating speed and the working state.
In one possible design, the determining the target rotation speed of the engine according to the first correction value corresponding to the gear, the actual rotation speed of the engine, the gear target rotation speed, and the operating state includes:
determining a load state corresponding to the vehicle according to the actual rotating speed and the gear target rotating speed, wherein the load state is a weight increasing state or a weight reducing state;
and determining the target rotating speed of the engine according to the target rotating speed of the gear, the first correction value corresponding to the gear, the working state and the load state.
In one possible design, the determining a target rotation speed of the engine based on the shift target rotation speed, the first correction value, the operating state, and the load state includes:
determining a correction coefficient according to the working state;
updating the first correction value according to the correction coefficient to obtain a second correction value;
and determining the target rotating speed of the engine according to the gear target rotating speed, the load state and the second correction value.
In one possible design, the determining a correction factor according to the operating state includes:
if the working state is the low-temperature working state, determining that the correction coefficient is a first coefficient, wherein the first coefficient is greater than or equal to 0 and less than or equal to 1;
and if the working state is the non-low-temperature working state, determining that the correction coefficient is a second coefficient, wherein the second coefficient is greater than or equal to 0 and less than or equal to 1, and the first coefficient is less than the second coefficient.
In one possible design, the determining the target rotation speed of the engine based on the shift target rotation speed, the load state, and the second correction value includes:
if the load state is a weight increasing state, determining the difference between the gear target rotating speed and the second correction value as the target rotating speed;
and if the load state is a weight reduction state, determining the sum of the gear target rotating speed and the second correction value as the target rotating speed.
In one possible design, the engine parameters include a stall factor and a pull-up torque of the engine; the determining a first correction value corresponding to the gear according to the engine parameter of the engine and the actual torque comprises:
obtaining the difference between the actual torque and the pull-up torque to obtain a first torque;
determining a product of the stall coefficient and the first torque as the first correction value.
In one possible design, the obtaining the operating state of the engine according to the water temperature and the hydraulic oil temperature includes:
if the water temperature is smaller than or equal to a first threshold value and the hydraulic oil temperature is smaller than or equal to a second threshold value, determining that the working state of the engine is a low-temperature working state;
and if the water temperature is greater than the first threshold value or the hydraulic oil temperature is greater than the second threshold value, determining that the working state of the engine is a non-low-temperature working state.
In a second aspect, an embodiment of the present application provides an engine speed control apparatus, which is applied to a vehicle in which an engine is provided, the apparatus including:
the first acquisition module is used for acquiring the water temperature, the hydraulic oil temperature, the actual rotating speed and the actual torque of the engine and acquiring the gear of the vehicle;
the determining module is used for determining a first correction value corresponding to the gear according to engine parameters of the engine and the actual torque;
the second acquisition module is used for acquiring the working state of the engine according to the water temperature and the hydraulic oil temperature, wherein the working state is a low-temperature working state or a non-low-temperature working state;
and the processing module is used for determining the target rotating speed of the engine according to the gear, the first correction value corresponding to the gear, the actual rotating speed of the engine, the gear target rotating speed and the working state.
In one possible design, the processing module is specifically configured to:
determining a load state corresponding to the vehicle according to the actual rotating speed and the gear target rotating speed, wherein the load state is a weight increasing state or a weight reducing state;
and determining the target rotating speed of the engine according to the target rotating speed of the gear, the first correction value corresponding to the gear, the working state and the load state.
In one possible design, the processing module is specifically configured to:
determining a correction coefficient according to the working state;
updating the first correction value according to the correction coefficient to obtain a second correction value;
and determining the target rotating speed of the engine according to the gear target rotating speed, the load state and the second correction value.
In one possible design, the processing module is specifically configured to:
if the working state is the low-temperature working state, determining that the correction coefficient is a first coefficient, wherein the first coefficient is greater than or equal to 0 and less than or equal to 1;
and if the working state is the non-low-temperature working state, determining that the correction coefficient is a second coefficient, wherein the second coefficient is greater than or equal to 0 and less than or equal to 1, and the first coefficient is less than the second coefficient.
In one possible design, the processing module is specifically configured to:
if the load state is a weight increasing state, determining the difference between the gear target rotating speed and the second correction value as the target rotating speed;
and if the load state is a weight reduction state, determining the difference between the target gear speed and the second correction value as the target speed.
In one possible design, the engine parameters include a stall factor and a pull-up torque of the engine; the determining module is specifically configured to:
obtaining the difference between the actual torque and the pull-up torque to obtain a first torque;
determining a product of the stall coefficient and the first torque as the first correction value.
In one possible design, the second obtaining module is specifically configured to:
if the water temperature is smaller than or equal to a first threshold value and the hydraulic oil temperature is smaller than or equal to a second threshold value, determining that the working state of the engine is a low-temperature working state;
and if the water temperature is greater than the first threshold value or the hydraulic oil temperature is greater than the second threshold value, determining that the working state of the engine is a non-low-temperature working state.
In a third aspect, an embodiment of the present application provides an engine, including:
a memory for storing a program;
a processor for executing the program stored by the memory, the processor being adapted to perform the method as described above in the first aspect and any one of the various possible designs of the first aspect when the program is executed.
In a fourth aspect, embodiments of the present application provide a vehicle including the engine of the third aspect.
In a fifth aspect, embodiments of the present application provide a computer-readable storage medium, comprising instructions which, when executed on a computer, cause the computer to perform the method as described above in the first aspect and any one of the various possible designs of the first aspect.
In a sixth aspect, an embodiment of the present application provides a computer program product, where the program product includes: a computer program stored in a readable storage medium, from which at least one processor of an electronic device can read the computer program, execution of the computer program by the at least one processor causing the electronic device to perform the method as set forth in the first aspect above and any one of the various possible designs of the first aspect.
The embodiment of the application provides an engine rotating speed control method and device, and the method comprises the following steps: and acquiring the water temperature, the hydraulic oil temperature, the actual rotating speed and the actual torque of the engine, and acquiring the gear of the vehicle. And determining a first correction value corresponding to the gear according to the engine parameter and the actual torque of the engine. And acquiring the working state of the engine according to the water temperature and the hydraulic oil temperature, wherein the working state is a low-temperature working state or a non-low-temperature working state. And determining the target rotating speed of the engine according to the gear, the correction value corresponding to the gear, the actual rotating speed of the engine, the gear target rotating speed and the working state. The engine is in a low-temperature working state and a non-low-temperature working state, different engine rotating speed control methods are adopted, the reliability of normal working of the engine is improved, and the problem that flameout or high oil consumption is easy to occur when a vehicle works in the low-temperature working state is solved.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a first flowchart of a method for controlling engine speed according to an embodiment of the present disclosure;
FIG. 2 is a second flowchart of an engine speed control method provided in an embodiment of the present application;
FIG. 3 is a third flowchart of an engine speed control method according to an embodiment of the present application;
FIG. 4 is a schematic structural diagram of an engine speed control apparatus according to an embodiment of the present disclosure;
fig. 5 is a schematic hardware structure diagram of an engine according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. 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 order to facilitate understanding of the technical solutions of the present application, first, related concepts related to the present application are introduced:
a plurality of gears are arranged in the engineering vehicle, and each gear corresponds to a certain engine rotating speed range. It is understood that, in the starting of the vehicle, when the engine of the vehicle is operated in a gear and the load state of the vehicle is not suddenly changed, the actual rotation speed of the engine is within the engine rotation speed range corresponding to the gear.
The Torque of the engine refers to a Torque output from the crankshaft end of the engine. Under the condition of fixed power, the engine speed and the engine speed are in inverse proportion relation, the higher the engine speed and the higher the torque, and the lower the engine speed and the lower the torque, the load bearing capacity of the vehicle can be reflected.
Usually, a Proportional Integral (PI) algorithm is used to control the rotation speed of the engine. In the formula for calculating the torque by using the PI algorithm, reference may be made to formula one.
Wherein Trp is the torque of the engine，KpIs the proportionality coefficient of the engine, KiIs the integral coefficient of the engine, vgoalTarget speed of engine for gear position of vehiclerealIs the actual speed of the engine.
When the torque of the engine is equal to or less than 0, the fuel injection amount of the engine is 0.
And the Electronic Control Unit (ECU) is used for receiving the automobile running condition information detected by each sensor and carrying out corresponding decision and processing according to the received automobile running condition information. For example, an electronic control unit is used to control engine speed.
The following describes the conventional techniques according to the present invention, technical problems of the conventional techniques, and technical ideas of the present invention.
In the prior art, a correction value is determined by measuring the actual torque of the vehicle and based on the actual torque and the breakaway torque of the vehicle. After the load of the vehicle is increased or decreased, the difference or the sum of the target rotating speed and the correction value is respectively determined as the target rotating speed after the load is increased or decreased and the target rotating speed after the load is decreased and corresponding correction is carried out respectively, so that the difference between the target rotating speed after the correction and the initial rotating speed is reduced, and the increase of the fuel consumption is avoided.
However, in the prior art, when the vehicle is in a low-temperature operating state, the drop in the engine speed when the load of the vehicle is suddenly increased may cause a phenomenon in which the vehicle stalls; or, when the engine speed significantly increases or even exceeds the target gear speed when the load of the vehicle suddenly decreases, problems such as increased fuel consumption and vehicle driving hesitation are caused.
Based on the existing problems, the application provides the following technical concepts: the operating state of the vehicle engine is considered to be different when the vehicle is in a low-temperature environment and a non-low-temperature environment. In contrast, low temperatures have a large negative effect on the operating state of the engine, for example: the engine is difficult to start, the rotating resistance of the crankshaft of the engine is large, and parts are easy to wear. Therefore, when the engine speed is controlled, the operating state of the vehicle is firstly judged to be a low-temperature operating state or a non-low-temperature operating state. And aiming at different working states, different engine speed control methods are adopted. In addition, it is considered that the rotation speed of the engine is affected when there is a sudden change in the load state of the vehicle. For example, when the vehicle is suddenly heavily loaded, the engine speed may drop; when the vehicle suddenly reduces the load, the engine speed rises. Therefore, when the rotating speed of the engine is controlled, different control methods can be adopted for the engines in different temperature working states, and different control methods are adopted for different load states at the same temperature, so that the problem that flameout or high oil consumption easily occurs when the vehicle works in a low-temperature working state in the prior art is solved.
The technical means shown in the present application will be described in detail below with reference to specific examples. It should be noted that the following embodiments may exist alone or in combination with each other, and description of the same or similar contents is not repeated in different embodiments.
Based on the technical concept described above, the engine speed control method provided by the present application is described in detail below with reference to fig. 1 and a specific embodiment, and fig. 1 is a first flowchart of the engine speed control method provided by the embodiment of the present application.
As shown in fig. 1, the method includes:
s101, acquiring water temperature, hydraulic oil temperature, actual rotating speed and actual torque of an engine, and acquiring a gear of a vehicle.
The main execution body of the embodiment of the present application is an Electronic Control Unit (ECU). The rotation speed control device provided in the ECU may be used. The rotation speed control device in the ECU may be implemented by software and/or hardware.
In order to determine the temperature conditions at which the engine is operating, an engine coolant temperature sensor is provided in the engine and the coolant temperature is typically displayed on the vehicle dashboard. As the coolant of the construction machine type vehicle, water may be used. When the coolant of the vehicle is water, the temperature measured by the coolant sensor is the water temperature.
The hydraulic oil is used as a medium in a hydraulic transmission system, plays a role in transferring and converting energy, and simultaneously has the functions of lubricating, preventing corrosion, cooling and the like among components in the hydraulic transmission system. Both high and low hydraulic temperatures can affect components within the hydraulic drive system. Therefore, a hydraulic oil temperature sensor is generally provided in a hydraulic transmission system of a vehicle for measuring the temperature of hydraulic oil in real time. For example, when the temperature of hydraulic oil is higher, the viscosity is reduced, the lubricity is reduced, the abrasion of a hydraulic oil pump and a hydraulic element is accelerated during working, and leakage is easily caused; when the temperature of the hydraulic oil is low, the viscosity of the hydraulic oil is increased, the movement flexibility of the hydraulic element is reduced, and in severe cases, the movement of the moving element cannot be performed, so that the normal operation is affected.
In general, an engine is provided with a rotation speed sensor. A common speed sensor is a hall sensor and typically displays engine speed on the vehicle dashboard.
Meanwhile, a torque sensor is provided in the engine. The torque sensor is used for detecting the torque degree of a torque lever in the engine, and converting the torque degree into an electric signal to calculate the torque on the torque lever, namely the actual torque of the engine.
In general, a vehicle of a construction machine type is a manual gear, that is, at least two or more gears are included in the vehicle. The target engine speed is different for different gears. The operating range of the engine is generally determined by the driver. For example, a driver controls the engine or changes the operating range of the engine by operating a hydraulic controller. Generally, a vehicle is provided with a shift position sensor (also referred to as a shift position switch sensor) for detecting a shift position signal. Wherein, there are a plurality of contact points on the gear position sensor. When the vehicle shifts gears, the contact moves to the corresponding gear, the voltage value changes, and the gear sensor detects a gear shifting signal.
Based on the above description, in one possible implementation manner, the water temperature of the engine is obtained through the water temperature sensor, the hydraulic oil temperature is obtained through the hydraulic oil temperature sensor, the actual rotating speed of the engine is obtained through the rotating speed sensor, the actual torque of the engine is obtained through the torque sensor, and the gear position of the vehicle is obtained through the gear position sensor.
In controlling the engine speed by using the engine speed control method provided by the embodiment, the engine speed needs to be controlled by considering the water temperature of the engine, the hydraulic oil temperature, the actual speed, the actual torque, and the gear factor of the vehicle.
And S102, determining a first correction value corresponding to the gear according to the engine parameter and the actual torque of the engine.
Parameters of the engine. Including, for example, the engine stall coefficient and the launch torque.
Wherein the stall coefficient is used to represent the degree of engine stall. Generally, the larger the stall coefficient, the larger the engine stall. The takeoff torque refers to the torque of the engine before the engine is decelerated.
In the following, a possible implementation of determining the first correction value corresponding to the gear is exemplarily described.
In one possible implementation, the first correction value corresponding to the gear is determined according to a stall coefficient, a launch torque and an actual torque of the engine. Specifically, the calculation method may refer to formula two:
Vfirst correction value＝α×(Trpreal-TrpBefore) Formula two
Wherein, VFirst correction valueA first correction value corresponding to the gear position of the engine, alpha is a stall coefficient of the engine, TrprealIs the actual torque of the engine, TrpBeforeIs the pull-up torque of the engine.
In this embodiment, only two possible ways of determining the first correction value corresponding to the shift position according to the stall factor, the start-up torque, and the actual torque of the engine are exemplarily described with reference to the formula, but the way of determining the first correction value corresponding to the shift position is not limited as long as the first correction value corresponding to the shift position is determined according to the stall factor, the start-up torque, and the actual torque of the engine.
S103, acquiring the working state of the engine according to the water temperature and the hydraulic oil temperature, wherein the working state is a low-temperature working state or a non-low-temperature working state.
In the present embodiment, it is considered that the operating state of the vehicle engine is different when the vehicle is in a low-temperature and non-low-temperature environment. Therefore, in the process of controlling the engine speed, the operating state of the engine needs to be acquired. The working state of the engine is a low-temperature working state or a non-low-temperature working state.
In the following, two possible implementations of obtaining the operating state of the engine according to the water temperature and the hydraulic oil temperature are exemplarily described.
In one possible implementation manner, whether the working state of the engine is the low-temperature working state is determined by judging whether the water temperature of the engine is less than or equal to a first threshold value and whether the hydraulic oil temperature is less than or equal to a second threshold value. Wherein the first threshold value and the second threshold value are temperature values representing the same or different. Specifically, if the water temperature is less than or equal to a first threshold value and the hydraulic oil temperature is less than or equal to a second threshold value, the working state of the engine is determined to be a low-temperature working state; and if the water temperature is greater than the first threshold value or the hydraulic oil temperature is greater than the second threshold value, determining that the working state of the engine is a non-low-temperature working state.
And S104, determining the target rotating speed of the engine according to the gear, the correction value corresponding to the gear, the actual rotating speed of the engine, the gear target rotating speed and the working state.
In the present embodiment, it is considered that different rotation speed control methods are adopted to determine the target rotation speed of the engine according to different operating states of the engine.
It is to be noted that the load state of the vehicle is also considered in each operating state, considering that the rotation speed of the engine is affected when the load state of the vehicle suddenly changes. Wherein the load state comprises a weight gain state and a weight loss state. Therefore, before describing the method for controlling the rotational speed of the engine in the low-temperature operating state and the non-low-temperature operating state, a description will be given of a possible implementation manner of determining the load state of the vehicle.
In one possible implementation manner, if the difference value between the gear target rotating speed and the actual rotating speed of the engine is larger than a preset threshold value, determining that the load state of the engine is a weight increasing state; and if the difference value between the gear target rotating speed and the actual rotating speed of the engine is smaller than or equal to a preset threshold value, determining that the load state of the engine is a weight reduction state. The preset threshold value is a numerical value representing the magnitude of the rotating speed.
In the following, an exemplary description will be given of a possible rotation speed control method when the engine is in a low temperature operating state and the load state of the vehicle is a weight increasing state.
In one possible implementation manner, the rotating speed correction coefficient corresponding to the condition that the vehicle is in the weight increasing state and the engine is in the low-temperature working state is obtained. And determining a second correction value of the engine in the low-temperature working state by multiplying the rotation speed correction coefficient corresponding to the low-temperature working state by the first correction value. Wherein the second correction value is a change value to a shift target rotation speed of the engine. And determining the difference between the target rotation speed of the gear position of the engine and the second correction value of the engine in the low-temperature working state as the target rotation speed of the engine.
Next, an exemplary description will be given of a possible rotation speed control method when the engine is in a low-temperature operating state and the load state of the vehicle is a reduced-weight state.
In one possible implementation manner, the rotating speed correction coefficient corresponding to the condition that the vehicle is in the weight-reducing state and the engine is in the low-temperature working state is obtained. And determining a second correction value of the engine in the low-temperature working state by multiplying the rotation speed correction coefficient corresponding to the low-temperature working state by the first correction value. Wherein the second correction value is a change value to a shift target rotation speed of the engine. And then, determining the sum of the target rotation speed of the gear position of the engine and the second correction value of the engine in the low-temperature working state as the target rotation speed of the engine.
Next, an exemplary description will be given of a possible rotation speed control method in which the engine is in a non-low temperature operating state.
In the following, an exemplary description will be given of a possible rotation speed control method when the engine is in a non-low temperature operating state and the load state of the vehicle is a weight increasing state.
In one possible implementation manner, the rotating speed correction coefficient corresponding to the condition that the vehicle is in the weight increasing state and the engine is in the non-low-temperature working state is obtained. And determining a second correction value of the engine in the non-low-temperature working state by multiplying the rotation speed correction coefficient corresponding to the non-low-temperature working state by the first correction value. Wherein the second correction value is a change value to a shift target rotation speed of the engine. And determining the difference between the target rotation speed of the gear position of the engine and the second correction value of the engine in the non-low-temperature working state as the target rotation speed of the engine.
In the following, an exemplary description will be given of a possible rotation speed control method when the engine is in a non-low temperature operating state and the load state of the vehicle is a reduced weight state.
In one possible implementation manner, the rotating speed correction coefficient corresponding to the condition that the vehicle is in the weight-reducing state and the engine is in the non-low-temperature working state is obtained. And determining a second correction value of the engine in the non-low-temperature working state by multiplying the rotation speed correction coefficient corresponding to the non-low-temperature working state by the first correction value. Wherein the second correction value is a change value to a shift target rotation speed of the engine. And then, determining the sum of the target rotation speed of the gear position of the engine and the second correction value of the engine in the non-low-temperature working state as the target rotation speed of the engine.
The engine speed control method provided by the embodiment of the application comprises the following steps: and acquiring the water temperature, the hydraulic oil temperature, the actual rotating speed and the actual torque of the engine, and acquiring the gear of the vehicle. And determining a first correction value corresponding to the gear according to the engine parameter and the actual torque of the engine. And acquiring the working state of the engine according to the water temperature and the hydraulic oil temperature, wherein the working state is a low-temperature working state or a non-low-temperature working state. And determining the target rotating speed of the engine according to the gear, the correction value corresponding to the gear, the actual rotating speed of the engine, the gear target rotating speed and the working state. The engine is in a low-temperature working state and a non-low-temperature working state, different engine rotating speed control methods are adopted, the reliability of normal working of the engine is improved, and the problem that flameout or high oil consumption is easy to occur when a vehicle works in the low-temperature working state is solved.
Based on the foregoing embodiments, the engine speed control method provided by the present application is further described below with reference to a specific embodiment, and with reference to fig. 2 and fig. 3, fig. 2 is a second flowchart of the engine speed control method provided by the embodiment of the present application, and fig. 3 is a third flowchart of the engine speed control method provided by the embodiment of the present application.
As shown in fig. 2, the method includes:
s201, acquiring water temperature, hydraulic oil temperature, actual rotating speed and actual torque of an engine, and acquiring a gear of a vehicle.
Step S201 is similar to the specific implementation manner of step S101, and is not described herein again.
S202, obtaining the difference between the actual torque and the pull-out torque to obtain a first torque.
And S203, determining the product of the stall coefficient and the first torque as a first correction value.
Next, step S202 and step S203 will be explained together.
After the actual torque and the start-up torque of the engine are acquired based on step S201, the first correction value is determined based on the actual torque, the start-up torque, and the stall coefficient. Specifically, the first correction value may be determined with reference to equation two. The difference between the actual torque and the pull-up torque is determined as a first torque. The product of the stall coefficient and the first torque is determined as a first correction value.
And S204, judging whether the working state of the engine is a low-temperature working state, if so, executing S205, and if not, executing S208.
In the present embodiment, the operating state of the engine refers to the temperature condition at which the engine operates. The operating state includes, but is not limited to, a low temperature operating state or a non-low temperature operating state.
In the following, a possible implementation of the determination of the operating state of the engine is exemplarily described.
In one possible implementation manner, when the water temperature is less than or equal to a first threshold value and the hydraulic oil temperature is less than or equal to a second threshold value, the working state of the engine is determined to be a low-temperature working state; and when the water temperature is greater than a first threshold value or the hydraulic oil temperature is greater than a second threshold value, determining that the working state of the engine is a non-low-temperature working state.
S205, determining the correction coefficient as a first coefficient, wherein the first coefficient is greater than or equal to 0 and less than or equal to 1.
And S206, updating the first correction value according to the correction coefficient to obtain a second correction value.
Next, step S205 and step S206 will be explained together.
The second correction value is a change value to a shift target rotation speed of the engine.
In the present embodiment, when the operating state of the engine is the low temperature operating state, the second correction value for correcting the shift position target rotation speed is determined.
In one possible implementation manner, a correction coefficient corresponding to the low-temperature operating state of the engine is obtained, and the correction coefficient corresponding to the low-temperature operating state of the engine is determined as the first coefficient. Wherein the first coefficient is greater than or equal to 0 and less than or equal to 1. The calculation method for updating the first correction value according to the correction coefficient to obtain the second correction value can refer to formula three.
Wherein the content of the first and second substances,is the second correction value, betaLow temperatureCorrection factor, i.e. beta, for engine operation at low temperatureLow temperatureIs the first coefficient.
And S207, determining the correction coefficient as a second coefficient, wherein the second coefficient is greater than or equal to 0 and less than or equal to 1, and the first coefficient is less than the second coefficient.
And S208, updating the first correction value according to the second coefficient to obtain a second correction value.
Next, step S207 and step S208 will be explained together.
In the present embodiment, when the operating state of the engine is the non-low temperature operating state, the second correction value for correcting the shift position target rotation speed is determined.
In one possible implementation manner, the correction coefficient corresponding to the non-low-temperature working state of the engine is obtained, and the correction coefficient corresponding to the non-low-temperature working state of the engine is determined as the second coefficient. Wherein the second coefficient is greater than or equal to 0 and less than or equal to 1, and the first coefficient is less than the second coefficient. The calculation method for updating the first correction value according to the second coefficient to obtain the second correction value may refer to formula three.
Wherein the content of the first and second substances,is the second correction value, betaNon-cryogenic temperaturesCorrection factor, i.e. beta, for engine operating conditions other than low temperatureNon-cryogenic temperaturesIs the second coefficient.
In the above steps S201 to S208, the second correction value of the rotation speed corresponding to the low-temperature operating state or the non-low-temperature operating state of the engine is determined. Next, target rotational speeds corresponding to the low temperature operating state or the non-low temperature operating state of the engine are determined according to steps S301-S304, respectively. The steps of calculating the target rotating speed are consistent when the engine is in a low-temperature working state and when the engine is not in the low-temperature working state. Next, an implementation of determining the target rotation speed will be described, taking as an example that the operating state of the engine is a low-temperature operating state.
As shown in fig. 3, the method includes:
s301, determining a load state corresponding to the vehicle according to the actual rotating speed and the gear target rotating speed, wherein the load state is a weight increasing state or a weight reducing state.
In a possible implementation manner, if the difference value between the gear target rotating speed and the actual rotating speed of the engine is greater than a preset threshold value, determining that the corresponding load state of the vehicle is a weight increasing state; and if the difference value between the gear target rotating speed and the actual rotating speed of the engine is smaller than or equal to a preset threshold value, determining that the load state corresponding to the vehicle is a weight reduction state.
And S302, judging whether the load state is the weight increasing state, if so, executing S303, and if not, executing S304.
When the corresponding load states of the vehicle are different, the engine speed control method employed is also different.
And S303, determining the difference between the target gear speed and the second correction value as the target speed.
In the present embodiment, a possible implementation of determining the target rotation speed when the engine is in the low-temperature operating state and the load state of the vehicle is the weight-increased state will be exemplified.
In one possible embodiment, the difference between the target gear speed and the second correction value is determined as the target speed.
In the following, such a possible implementation is explained by a specific example.
For example, when the target rotation speed of the gear in which the vehicle is located is 1800r/s, the first coefficient corresponding to the low-temperature operating state is 0.1, the first correction value is 100r/s, Kp is 2n.m/rpm s, Ki is 2, and the actual rotation speed of the engine is 1600 r/s. Firstly, the gear target rotating speed of the gear is updated, and the gear target rotating speed corresponding to the gear of the vehicle is updated as follows: 1800-0.1 × 100 ═ 1790 r/s.
According to a formula I, determining the torque corresponding to the vehicle after the gear target rotating speed is updated as follows:
in contrast, in the vehicle without the rotation speed correction function, when the gear target rotation speed of the vehicle is 1800r/s, Kp is 1800r/s2n.m/rpm, Ki 2, the actual engine speed is 1600 r/s. The torque of the vehicle without the rotation speed correction function is:
when the same vehicle is in the same gear and the actual rotating speed, the proportional coefficient and the integral coefficient of the vehicle are the same, the torque of the vehicle with the rotating speed correction function is 760N.m and the torque of the vehicle without the rotating speed correction function is 800N.m in the low-temperature working state by comparing the vehicle with the rotating speed correction function with the vehicle without the rotating speed correction function. Therefore, the rotation speed control method provided by the application can achieve the problem of torque supplement, so that the problem that the vehicle can be flameout when the load of the vehicle is suddenly increased when the vehicle is in a low-temperature working state can be avoided; alternatively, when the load of the vehicle is suddenly reduced, there is still a problem of high fuel consumption.
And S304, determining the sum of the gear target rotating speed and the second correction value as the target rotating speed.
In the present embodiment, a possible implementation of determining the target rotation speed when the engine is in the non-low temperature operating state and the load state of the vehicle is the weight reduction state will be exemplified.
In one possible embodiment, the sum of the target gear speed and the second correction value is determined as the target speed.
In the following, such a possible implementation is explained by a specific example.
For example, when the target rotation speed of the gear in the gear is 1800r/s, the first coefficient corresponding to the low-temperature operating state is 0.8, the first correction value is 100r/s, Kp is 2n.m/rpm s, Ki is 2, and the actual rotation speed of the engine is 1900 r/s. Firstly, the gear target rotating speed of the gear is updated, and the gear target rotating speed corresponding to the gear of the vehicle is updated as follows: 1800-0.9 × 100 ═ 1720 r/s.
According to a formula I, determining the torque corresponding to the vehicle after the gear target rotating speed is updated as follows:
in contrast, in the vehicle without the rotation speed correction function, when the target rotation speed of the gear of the vehicle is 1800r/s, Kp is 2n.m/rpm s, and Ki is 2, the actual rotation speed of the engine is 1900 r/s. The torque of the vehicle without the rotation speed correction function is:
therefore, when the same vehicle is in the same gear and the actual rotating speed, the proportional coefficient and the integral coefficient of the vehicle are the same, the torque of the vehicle with the rotating speed correction function is-720 N.m and the torque of the vehicle without the rotating speed correction function is-400 N.m in the low-temperature working state by comparing the vehicle with the rotating speed correction function with the vehicle without the rotating speed correction function. Therefore, the rotating speed control method provided by the application can achieve the speed of accelerating the torque to be 0, so that the problem that the fuel consumption is high due to the fact that the fuel cannot be cut off quickly possibly caused when the vehicle is in a low-temperature working state and the load of the vehicle is increased suddenly can be avoided.
The engine speed control method provided by the embodiment of the application comprises the following steps: and acquiring the water temperature, the hydraulic oil temperature, the actual rotating speed and the actual torque of the engine, and acquiring the gear of the vehicle. And acquiring the difference between the actual torque and the pull-up torque to obtain a first torque. The product of the stall coefficient and the first torque is determined as a first correction value. And if the water temperature is less than or equal to the first threshold value and the hydraulic oil temperature is less than or equal to the second threshold value, determining that the working state of the engine is a low-temperature working state. And if the water temperature is greater than the first threshold value or the hydraulic oil temperature is greater than the second threshold value, determining that the working state of the engine is a non-low-temperature working state. And determining a corresponding load state of the vehicle according to the actual rotating speed and the gear target rotating speed, wherein the load state is a weight increasing state or a weight reducing state. And if the working state is the low-temperature working state, determining the correction coefficient as a first coefficient, wherein the first coefficient is greater than or equal to 0 and less than or equal to 1. And if the working state is a high-temperature working state, determining the correction coefficient as a second coefficient, wherein the second coefficient is greater than or equal to 0 and less than or equal to 1, and the first coefficient is less than the second coefficient. And updating the first correction value according to the correction coefficient to obtain a second correction value. And if the load state is the weight increasing state, determining the difference between the target rotating speed of the gear and the second correction value as the target rotating speed. And if the load state is a weight reduction state, determining the sum of the target gear rotating speed and the second correction value as the target rotating speed.
Fig. 4 is a schematic structural diagram of an engine speed control device according to an embodiment of the present application, where the device is applied to a vehicle, and an engine is provided in the vehicle. As shown in fig. 4, the apparatus 400 includes: a first obtaining module 401, a determining module 402, a second obtaining module 403 and a processing module 404.
The first obtaining module 401 is configured to obtain a water temperature of the engine, a hydraulic oil temperature, an actual rotation speed, and an actual torque, and obtain a gear of the vehicle;
a determination module 402, configured to determine a first correction value corresponding to the gear according to an engine parameter of the engine and the actual torque;
a second obtaining module 403, configured to obtain a working state of the engine according to the water temperature and the hydraulic oil temperature, where the working state is a low-temperature working state or a non-low-temperature working state;
and the processing module 404 is configured to determine a target rotation speed of the engine according to the gear, the first correction value corresponding to the gear, the actual rotation speed of the engine, the gear target rotation speed, and the working state.
In one possible design, the processing module 404 is specifically configured to:
determining a load state corresponding to the vehicle according to the actual rotating speed and the gear target rotating speed, wherein the load state is a weight increasing state or a weight reducing state;
and determining the target rotating speed of the engine according to the target rotating speed of the gear, the first correction value corresponding to the gear, the working state and the load state.
In one possible design, the processing module 404 is specifically configured to:
determining a correction coefficient according to the working state;
updating the first correction value according to the correction coefficient to obtain a second correction value;
and determining the target rotating speed of the engine according to the gear target rotating speed, the load state and the second correction value.
In one possible design, the processing module 404 is specifically configured to:
if the working state is the low-temperature working state, determining that the correction coefficient is a first coefficient, wherein the first coefficient is greater than or equal to 0 and less than or equal to 1;
and if the working state is the non-low-temperature working state, determining that the correction coefficient is a second coefficient, wherein the second coefficient is greater than or equal to 0 and less than or equal to 1, and the first coefficient is less than the second coefficient.
In one possible design, the processing module 404 is specifically configured to:
if the load state is a weight increasing state, determining the difference between the gear target rotating speed and the second correction value as the target rotating speed;
and if the load state is a weight reduction state, determining the sum of the gear target rotating speed and the second correction value as the target rotating speed.
In one possible design, the engine parameters include a stall factor and a pull-up torque of the engine; the determining module 402 is specifically configured to:
obtaining the difference between the actual torque and the pull-up torque to obtain a first torque;
determining a product of the stall coefficient and the first torque as the first correction value.
In a possible design, the second obtaining module 403 is specifically configured to:
if the water temperature is smaller than or equal to a first threshold value and the hydraulic oil temperature is smaller than or equal to a second threshold value, determining that the working state of the engine is a low-temperature working state;
and if the water temperature is greater than the first threshold value or the hydraulic oil temperature is greater than the second threshold value, determining that the working state of the engine is a non-low-temperature working state.
The apparatus provided in this embodiment may be used to implement the technical solutions of the above method embodiments, and the implementation principles and technical effects are similar, which are not described herein again.
Fig. 5 is a schematic diagram of a hardware structure of an engine according to an embodiment of the present application, and as shown in fig. 5, an engine 500 according to the present embodiment includes: a processor 501 and a memory 502; wherein
A memory 502 for storing computer-executable instructions;
a processor 501 for executing computer-executable instructions stored in the memory to implement the steps performed by the engine speed control method in the above-described embodiments. Reference may be made in particular to the description relating to the method embodiments described above.
Alternatively, the memory 502 may be separate or integrated with the processor 501.
When the memory 502 is provided separately, the engine further comprises a bus 503 for connecting said memory 502 and the processor 501.
An embodiment of the application provides a vehicle, which is characterized by comprising the engine of any embodiment.
The embodiment of the application provides a computer-readable storage medium, wherein a computer executing instruction is stored in the computer-readable storage medium, and when a processor executes the computer executing instruction, the engine rotating speed control method executed by the engine is realized.
An embodiment of the present application further provides a computer program product, where the program product includes: a computer program, stored in a readable storage medium, from which at least one processor of the electronic device can read the computer program, the at least one processor executing the computer program causing the electronic device to perform the solution provided by any of the embodiments described above.
In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described device embodiments are merely illustrative, and for example, the division of the modules is only one logical division, and other divisions may be realized in practice, for example, a plurality of modules may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or modules, and may be in an electrical, mechanical or other form.
The integrated module implemented in the form of a software functional module may be stored in a computer-readable storage medium. The software functional module is stored in a storage medium and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) or a processor (processor) to execute some steps of the methods according to the embodiments of the present application.
It should be understood that the Processor may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the present invention may be embodied directly in a hardware processor, or in a combination of the hardware and software modules within the processor.
The memory may comprise a high-speed RAM memory, and may further comprise a non-volatile storage NVM, such as at least one disk memory, and may also be a usb disk, a removable hard disk, a read-only memory, a magnetic or optical disk, etc.
The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, the buses in the figures of the present application are not limited to only one bus or one type of bus.
The storage medium may be implemented by any type or combination of volatile or non-volatile memory devices, such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disks. A storage media may be any available media that can be accessed by a general purpose or special purpose computer.
Those of ordinary skill in the art will understand that: all or a portion of the steps of implementing the above-described method embodiments may be performed by hardware associated with program instructions. The program may be stored in a computer-readable storage medium. When executed, the program performs steps comprising the method embodiments described above; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.
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