CN118810728A - Control method, device, storage medium and vehicle based on vehicle climbing - Google Patents

Abstract

The present application discloses a control method, device, storage medium and vehicle based on vehicle climbing. The method is as follows: when the vehicle is in a climbing state, the engine required torque is determined based on the current gear position, current speed, current weight and current slope of the road; the torque required increment is determined based on the difference between the engine required torque and the current output torque of the engine; based on the torque required increment, the pre-injection parameters of the engine fuel injection system are corrected to obtain the corrected pre-injection parameters; according to the corrected pre-injection parameters, the engine fuel injection system is controlled to inject so that the engine output power meets the power demand corresponding to the engine required torque. The method improves the engine output power and the vehicle's climbing power by correcting the pre-injection parameters of the engine fuel injection system, so as to avoid the risk of the vehicle failing to climb or slipping due to insufficient power during the climbing process, thereby improving the vehicle's operating safety.

Description

Control method, device, storage medium and vehicle based on vehicle climbing

Technical Field

The present application relates to the field of vehicle control, and in particular to a control method, device, storage medium and vehicle based on vehicle climbing.

Background Art

Due to component deviations or production assembly deviations, the consistency of mass-produced engines will deteriorate. Compared with the performance development status, the actual operating status of the engine will also deviate. Poor engine status can easily lead to problems such as worsening fuel consumption and insufficient power output. In addition, during the use of the user, due to factors such as uncertainty in the actual load, the engine power performance will also be differentiated. Especially when the vehicle is climbing a slope, the problem of difficulty in climbing the slope due to deterioration of the engine status or excessive actual load becomes prominent, resulting in difficulty in climbing the slope or slipping of the vehicle, and even causing safety accidents.

Summary of the invention

The present application provides a control method, device, storage medium and vehicle based on vehicle climbing, aiming to improve the engine output power of the vehicle when climbing a slope to avoid the vehicle climbing with difficulty or slipping.

In order to achieve the above objectives, this application provides the following technical solutions:

A control method based on vehicle climbing, comprising:

When the vehicle is in a climbing state, determining the engine required torque based on the current gear position, current vehicle speed, current weight and current slope of the road of the vehicle;

determining a torque demand increment based on a difference between the engine demand torque and a current engine output torque;

Based on the torque demand increment, a pilot injection parameter of the engine fuel injection system is corrected to obtain a corrected pilot injection parameter; the pilot injection parameter is determined based on a current engine speed and an engine cycle injection amount;

According to the modified pilot injection parameter, the engine fuel injection system is controlled to perform injection so that the engine output power meets the power demand corresponding to the engine required torque.

Optionally, the pilot injection parameter includes a pilot injection amount, and the process of determining the pilot injection amount based on the current engine speed and the engine cycle injection amount includes:

Get the current engine speed and engine cycle injection amount;

Determine a target pre-injection amount corresponding to the current engine speed and the engine cycle injection amount based on a first relationship table; the first relationship table includes a plurality of sample pre-injection amounts, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample pre-injection amounts;

Based on the target pilot injection amount, a pilot injection amount of the engine fuel injection system is determined.

Optionally, based on the torque demand increment, a pilot injection parameter of the engine fuel injection system is corrected to obtain a corrected pilot injection parameter, including:

Based on a second relationship table, determining a target torque-oil conversion coefficient corresponding to the current engine speed and the engine cycle injection amount; the second relationship table includes a plurality of sample torque-oil conversion coefficients, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample torque-oil conversion coefficients;

Determining a pilot injection requirement increment based on a product of the torque requirement increment and the target torque oil quantity conversion coefficient;

The pre-injection fuel quantity of the engine fuel injection system is corrected by using the pre-injection demand increment to obtain a corrected pre-injection fuel quantity; the corrected pre-injection fuel quantity is the sum of the pre-injection demand increment and the pre-injection fuel quantity.

Optionally, the pre-spray parameter further includes a pre-spray angle, and the method further includes:

Determining a pilot injection angle of a fuel injection system of the engine based on the current engine speed and the engine cycle injection amount;

Based on a third relationship table, determining a target pilot injection angle correction value corresponding to the corrected pilot injection amount; the third relationship table includes a plurality of sample pilot injection angle correction values and a sample pilot injection amount corresponding to each sample pilot injection angle correction value;

The target pilot injection angle correction value is used to correct the pilot injection angle of the engine fuel injection system to obtain a corrected pilot injection angle; the corrected pilot injection angle is the sum of the target pilot injection angle correction value and the pilot injection angle.

Optionally, determining the pilot injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount includes:

Based on a fourth relationship table, determining a target pilot injection angle corresponding to the current engine speed and the engine cycle injection amount; the fourth relationship table includes a plurality of sample pilot injection angles, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample pilot injection angles;

Based on the target pilot injection angle, a pilot injection angle of the engine fuel injection system is determined.

Optionally, the pre-spray parameter further includes a main spray angle, and the method further includes:

Determining a main injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount;

Based on a fifth relationship table, determining a target main injection angle correction value corresponding to the corrected pilot injection amount; the fifth relationship table includes a plurality of sample main injection angle correction values and a sample pilot injection amount corresponding to each sample main injection angle correction value;

The target main injection angle correction value is used to correct the main injection angle of the engine fuel injection system to obtain a corrected main injection angle; the corrected main injection angle is the sum of the target main injection angle correction value and the main injection angle.

Optionally, determining a main injection angle of the engine fuel injection system based on the current engine speed and the engine cyclic injection amount includes:

Based on a sixth relationship table, determining a target main injection angle corresponding to the current engine speed and the engine cycle injection amount; the sixth relationship table includes a plurality of sample main injection angles, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample main injection angles;

Based on the target main injection angle, a main injection angle of the engine fuel injection system is determined.

A control device based on vehicle climbing, comprising:

A demand determination unit, configured to determine the engine demand torque based on the current gear position, current vehicle speed, current weight and current slope of the road of the vehicle when the vehicle is in a climbing state;

an increment determination unit, configured to determine a torque demand increment based on a difference between the engine demand torque and a current engine output torque;

a parameter correction unit, configured to correct a pilot injection parameter of an engine fuel injection system based on the torque demand increment to obtain a corrected pilot injection parameter; the pilot injection parameter is determined based on a current engine speed and a cycle fuel injection amount of the engine;

The injection control unit is used to control the engine fuel injection system to perform injection according to the modified pre-injection parameters so that the engine output power meets the power demand corresponding to the engine required torque.

Optionally, the pilot injection parameter includes a pilot injection amount, and the parameter correction unit determines the pilot injection amount based on the current engine speed and the engine cycle injection amount, including:

Get the current engine speed and engine cycle injection amount;

Determine a target pre-injection amount corresponding to the current engine speed and the engine cycle injection amount based on a first relationship table; the first relationship table includes a plurality of sample pre-injection amounts, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample pre-injection amounts;

Based on the target pilot injection amount, a pilot injection amount of the engine fuel injection system is determined.

Optionally, the parameter correction unit is specifically used to:

Based on a second relationship table, determining a target torque-oil conversion coefficient corresponding to the current engine speed and the engine cycle injection amount; the second relationship table includes a plurality of sample torque-oil conversion coefficients, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample torque-oil conversion coefficients;

Determining a pilot injection requirement increment based on a product of the torque requirement increment and the target torque oil quantity conversion coefficient;

The pre-injection fuel quantity of the engine fuel injection system is corrected by using the pre-injection demand increment to obtain a corrected pre-injection fuel quantity; the corrected pre-injection fuel quantity is the sum of the pre-injection demand increment and the pre-injection fuel quantity.

Optionally, the pre-spray parameter further includes a pre-spray angle, and the parameter correction unit is further used for:

Determining a pilot injection angle of a fuel injection system of the engine based on the current engine speed and the engine cycle injection amount;

Based on a third relationship table, determining a target pilot injection angle correction value corresponding to the corrected pilot injection amount; the third relationship table includes a plurality of sample pilot injection angle correction values and a sample pilot injection amount corresponding to each sample pilot injection angle correction value;

The target pilot injection angle correction value is used to correct the pilot injection angle of the engine fuel injection system to obtain a corrected pilot injection angle; the corrected pilot injection angle is the sum of the target pilot injection angle correction value and the pilot injection angle.

Optionally, the parameter correction unit is specifically used to:

Based on a fourth relationship table, determining a target pilot injection angle corresponding to the current engine speed and the engine cycle injection amount; the fourth relationship table includes a plurality of sample pilot injection angles, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample pilot injection angles;

Based on the target pilot injection angle, a pilot injection angle of the engine fuel injection system is determined.

Optionally, the pre-spray parameter also includes a main spray angle, and the parameter correction unit is further used for:

Determining a main injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount;

Based on a fifth relationship table, determining a target main injection angle correction value corresponding to the corrected pilot injection amount; the fifth relationship table includes a plurality of sample main injection angle correction values and a sample pilot injection amount corresponding to each sample main injection angle correction value;

The target main injection angle correction value is used to correct the main injection angle of the engine fuel injection system to obtain a corrected main injection angle; the corrected main injection angle is the sum of the target main injection angle correction value and the main injection angle.

Optionally, the parameter correction unit is specifically used to:

Based on a sixth relationship table, determining a target main injection angle corresponding to the current engine speed and the engine cycle injection amount; the sixth relationship table includes a plurality of sample main injection angles, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample main injection angles;

Based on the target main injection angle, a main injection angle of the engine fuel injection system is determined.

A storage medium includes a stored program, wherein the program is executed by a processor to execute the control method based on vehicle climbing.

A vehicle, comprising: a processor, a memory and a bus; the processor and the memory are connected via the bus;

The memory is used to store programs, and the processor is used to run programs, wherein the program executes the control method based on vehicle climbing when the processor runs it.

The technical solution provided by the present application determines the engine required torque based on the vehicle's current gear, current speed, current weight and the current slope of the road when the vehicle is in a climbing state. The torque requirement increment is determined based on the difference between the engine required torque and the engine's current output torque. Based on the torque requirement increment, the pre-injection parameters of the engine fuel injection system are corrected to obtain corrected pre-injection parameters. According to the corrected pre-injection parameters, the engine fuel injection system is controlled to perform injection so that the engine output power meets the power requirement corresponding to the engine required torque. The present application improves the engine output power and the vehicle's climbing power by correcting the pre-injection parameters of the engine fuel injection system, thereby avoiding the risk of the vehicle failing to climb or slipping due to insufficient power during the climbing process, thereby improving the vehicle's operating safety.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

FIG1 is a flow chart of a control method based on vehicle climbing provided by an embodiment of the present application;

FIG2 is a flow chart of another control method based on vehicle climbing provided in an embodiment of the present application;

FIG3 is a flow chart of another control method based on vehicle climbing provided in an embodiment of the present application;

FIG4 is a flow chart of another control method based on vehicle climbing provided in an embodiment of the present application;

FIG5 is a flow chart of another control method based on vehicle climbing provided in an embodiment of the present application;

FIG6 is a schematic diagram of the architecture of a control device based on vehicle climbing provided in an embodiment of the present application.

DETAILED DESCRIPTION

The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

In this application, relational terms such as first and second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of more restrictions, the elements defined by the sentence "comprise one..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

As shown in FIG1 , it is a flow chart of a control method based on vehicle climbing provided in an embodiment of the present application, which includes the following steps.

S101: When the vehicle is in a climbing state, the engine required torque is determined based on the vehicle's current gear position, current vehicle speed, current weight and current road slope.

Among them, the slope sensor pre-installed on the vehicle can be used to monitor in real time whether the vehicle is in a climbing state.

In some examples, a road slope signal value collected by a slope sensor is obtained in real time. If the road slope signal value meets a specified threshold, it can be determined that the vehicle is in a climbing state. If the road slope signal value does not meet the specified threshold, it can be determined that the vehicle is not in a climbing state.

In some examples, a vehicle (eg, a heavy vehicle) has multiple forward gears, such as 1 to 16 forward gears. In a possible implementation, the current gear of the vehicle may be obtained by querying an ECU (Electronic Control Unit) of the vehicle.

In some examples, the vehicle's current speed may also be obtained by querying the vehicle's ECU.

It should be noted that the current weight of the vehicle includes the sum of the body weight and the load weight. The body weight can be obtained by querying the vehicle model, and the load weight can be measured in real time using sensors pre-installed on the vehicle (such as slope sensors, pressure sensors, etc.).

In some examples, the slope of the road on which the vehicle is currently located can be acquired in real time using a slope sensor pre-installed on the vehicle.

It should be noted that after obtaining the vehicle's current gear, current speed, current weight and current road slope, the current gear, current speed, current weight and slope can be substituted into the preset driving dynamics equation to calculate the vehicle's engine required torque.

In a possible implementation manner, the preset driving dynamics equation can be shown in formula (1).

(1)

In formula (1), _Ttq represents the engine demand torque, _ig represents the gearbox ratio (the corresponding gearbox ratio can be determined based on the current gear position), _io represents the final drive ratio, η represents the transmission mechanical efficiency, r represents the wheel rolling radius, G represents the current weight, f represents the rolling resistance coefficient, α represents the slope of the road on which the vehicle is currently located, _CD represents the air resistance coefficient, A represents the frontal area, v represents the current vehicle speed, δ represents the vehicle rotation mass conversion coefficient, m represents the vehicle mass, and dv/dt represents the acceleration.

In some examples, the transmission ratio, the final drive ratio, the drive train mechanical efficiency, the wheel rolling radius, the rolling resistance coefficient, the air resistance coefficient, the frontal area, the vehicle rotational mass conversion coefficient, and the vehicle mass can be obtained by querying a local database based on the vehicle model.

S102: Determine a torque demand increment based on a difference between the engine demand torque and the current engine output torque.

The current output torque of the engine can be obtained by querying the ECU of the vehicle. In a possible implementation, the torque demand increment=engine demand torque-engine current output torque.

S103: Based on the torque demand increment, correct the pilot injection parameter of the engine fuel injection system to obtain a corrected pilot injection parameter.

The pre-injection parameters are determined based on the current engine speed and the engine cycle injection amount.

In some examples, the pre-injection parameters include the pre-injection amount, which refers to the amount of diesel injected into the cylinder through the injector before the main injection of the engine (such as a diesel engine). Control of the pre-injection amount is an important part of the combustion control strategy of modern diesel engines. The engine performance and emissions can be optimized by adjusting the pre-injection amount.

Optionally, for the pre-injection amount, the implementation process of determining the pre-injection amount based on the current engine speed and the engine cycle injection amount can refer to the steps shown in Figure 2 and the explanation of the steps.

Optionally, for the pre-injection amount, based on the torque demand increment, the pre-injection parameters of the engine fuel injection system are corrected to obtain the implementation process of the corrected pre-injection parameters. Please refer to the steps shown in Figure 3 and the explanation of the steps.

In some examples, the pilot injection parameter also includes a pilot injection angle, where the pilot injection angle refers to the angle of rotation of the crankshaft between the moment when the fuel begins to enter the combustion chamber through the fuel injector and the moment when the piston reaches the top dead center.

Optionally, for the pilot injection angle, based on the torque demand increment, the pilot injection parameters of the engine fuel injection system are corrected to obtain the implementation process of correcting the pilot injection parameters. Please also refer to the steps shown in Figure 4 and the explanation of the steps.

In some examples, the pilot injection parameters also include a main injection angle, where the main injection angle refers to an angle formed by the fuel injector and the internal structure of the engine when injecting fuel.

Optionally, based on the torque demand increment, the pre-injection parameters of the engine fuel injection system are corrected to obtain the implementation process of correcting the pre-injection parameters. Please also refer to the steps shown in Figure 5 and the explanation of the steps.

S104: Controlling the engine fuel injection system to perform injection according to the modified pilot injection parameter, so that the engine output power meets the power demand corresponding to the engine required torque.

Among them, the corrected pre-injection parameters include corrected pre-injection amount, corrected pre-injection angle and corrected main injection angle. According to the corrected pre-injection amount, corrected pre-injection angle and corrected main injection angle, the engine fuel injection system can be controlled to perform injection so that the engine output power meets the power demand corresponding to the engine required torque.

It should be noted that, in combination with the methods shown in Figures 2, 3, 4 and 5, the embodiments of the present application can improve the output power of the engine and the climbing power by controlling the pre-injection amount, so as to avoid the risk of the vehicle failing to climb or slipping due to insufficient power during the climbing process, thereby improving the safety of vehicle operation. In addition, the impact of the increase in the pre-injection amount on the combustion state or engine performance is also considered, and a correction function for the pre-injection angle and the main injection angle based on the pre-injection increment is added to prevent the pre-injection from sticking to the main injection, while controlling the explosion pressure in the cylinder and the original nitrogen oxide generation to ensure the basic performance level of the engine.

In the process shown in S101-S104 above, when it is detected that the engine is underpowered during the vehicle climbing process, the engine output power is increased by correcting the pre-injection parameters of the engine fuel injection system, thereby improving the vehicle's climbing power, thereby avoiding the risk of the vehicle failing to climb or slipping due to insufficient power during the climbing process, thereby improving the vehicle's operating safety.

As shown in FIG2 , a flow chart of another control method based on vehicle climbing provided in an embodiment of the present application is provided, which includes the following steps.

S201: Obtain the current engine speed and the engine cycle injection amount.

Among them, the current engine speed and engine cycle injection amount can be obtained through the vehicle's ECU query. The engine cycle injection amount refers to the engine's cycle injection amount, that is, the amount of fuel injected into the cylinder per engine cycle. In practical applications, the cycle injection amount can be understood as a basic concept in the field of mechanical engineering, which is used to describe the amount of fuel injected into the engine in each working cycle.

S202: Determine a target pre-injection amount corresponding to the current engine speed and the engine cycle injection amount based on the first relationship table.

The first relationship table includes a plurality of sample pre-injection quantities, and a sample engine speed and a sample cycle injection quantity corresponding to each sample pre-injection quantity.

In some examples, the first relationship tables corresponding to different types of engines (or vehicles) may be different, and the correspondence between the sample pre-injection amount, the sample engine speed, and the sample cycle injection amount shown in the first relationship table may be pre-set by a technician based on actual conditions (e.g., a large amount of actual measured data).

S203: Determine the pre-injection amount of the engine fuel injection system based on the target pre-injection amount.

After obtaining the target pre-injection amount corresponding to the current engine speed and the engine cycle injection amount by querying the first relationship table, the pre-injection amount of the engine fuel injection system can be determined based on the target pre-injection amount.

The process shown in S201-S203 above can use the current engine speed and the engine cycle injection amount in combination with the first relationship table to determine the pre-injection amount of the engine fuel injection system.

As shown in FIG3 , a flow chart of another control method based on vehicle climbing provided in an embodiment of the present application is provided, which includes the following steps.

S301: Based on the second relationship table, determine the target torque-fuel conversion coefficient corresponding to the current engine speed and the engine cycle injection amount.

The second relationship table includes a plurality of sample torque-oil quantity conversion coefficients, and a sample engine speed and a sample cycle injection quantity corresponding to each sample torque-oil quantity conversion coefficient.

In some examples, the second relationship table corresponding to different types of engines (or vehicles) may be different, and the correspondence between the sample torque-to-oil quantity conversion coefficient, the sample engine speed, and the sample cycle injection quantity shown in the second relationship table may be pre-set by a technician based on actual conditions (e.g., a large amount of actual measured data).

S302: Determine the pilot injection requirement increment based on the product of the torque requirement increment and the target torque oil quantity conversion coefficient.

Among them, the pre-injection demand increment = torque demand increment × target torque oil quantity conversion coefficient.

S303: Correcting the pre-injection fuel quantity of the engine fuel injection system by using the pre-injection demand increment to obtain a corrected pre-injection fuel quantity.

The corrected pre-injection amount is the sum of the pre-injection demand increment and the pre-injection amount. Specifically, the corrected pre-injection amount=the pre-injection demand increment+the pre-injection amount.

It should be noted that the vehicle's climbing torque requirement (i.e., the engine's required torque) is calculated through driving dynamics, and the pre-injection demand increment is calculated based on the difference between the engine's required torque and the actual torque (i.e., the engine's current output torque). The engine output power is increased by increasing the pre-injection amount (i.e., corrected pre-injection amount = pre-injection demand increment + pre-injection amount), thereby solving the problem of insufficient power when the vehicle is climbing.

The process shown in S301-S303 above uses the current engine speed, engine cycle injection amount, torque demand increment and the second relationship table to determine the pre-injection demand increment, and uses the pre-injection demand increment to correct the pre-injection amount of the engine fuel injection system. By increasing the pre-injection amount, the engine output power is increased, thereby effectively solving the problem of insufficient power when the vehicle climbs a slope.

As shown in FIG4 , a flow chart of another control method based on vehicle climbing provided in an embodiment of the present application is provided, which includes the following steps.

S401: Determine a pilot injection angle of an engine fuel injection system based on a current engine speed and an engine cycle injection amount.

Optionally, the implementation process of determining the pilot injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount can be as follows: based on a fourth relationship table, determining a target pilot injection angle corresponding to the current engine speed and the engine cycle injection amount, the fourth relationship table including multiple sample pilot injection angles, and sample engine speeds and sample cycle injection amounts corresponding to each sample pilot injection angle; based on the target pilot injection angle, determining the pilot injection angle of the engine fuel injection system.

In some examples, the fourth relationship table corresponding to different types of engines (or vehicles) may be different, and the correspondence between the sample pre-injection angle, the sample engine speed, and the sample cycle injection amount shown in the fourth relationship table may be pre-set by a technician based on actual conditions (e.g., a large amount of actual measured data).

S402: Determine a target pilot injection angle correction value corresponding to the corrected pilot injection amount based on the third relationship table.

The third relationship table includes a plurality of sample pilot injection angle correction values and a sample pilot injection oil quantity corresponding to each sample pilot injection angle correction value.

In some examples, the third relationship table corresponding to different types of engines (or vehicles) may be different, and the correspondence between the sample pre-injection angle correction value and the sample pre-injection fuel amount shown in the third relationship table may be pre-set by a technician based on actual conditions (such as a large amount of actual measured data).

S403: Correcting the pilot injection angle of the engine fuel injection system by using the target pilot injection angle correction value to obtain a corrected pilot injection angle.

The corrected pre-injection angle is the sum of the target pre-injection angle correction value and the pre-injection angle. Specifically, the corrected pre-injection angle=the target pre-injection angle correction value+the pre-injection angle.

It should be noted that the target pilot angle correction value is used to correct the pilot angle of the engine fuel injection system in order to prevent the increase in the pilot fuel volume and the extension of the pilot power-on time, which may lead to the problem of the pilot injection and the main injection sticking together.

The process shown in S401-S403 above utilizes the current engine speed and the engine cycle injection amount, combined with the third relationship table, to determine the target pre-injection angle correction value corresponding to the corrected pre-injection amount, and utilizes the target pre-injection angle correction value to correct the pre-injection angle of the engine fuel injection system, thereby effectively preventing the problem of the pre-injection amount increasing and the pre-injection power-on time being prolonged, resulting in the pre-injection and the main injection sticking together.

As shown in FIG5 , a flow chart of another control method based on vehicle climbing provided in an embodiment of the present application is provided, which includes the following steps.

S501: Determine a main injection angle of an engine fuel injection system based on a current engine speed and an engine cycle injection amount.

Optionally, the implementation process of determining the main injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount can be as follows: based on the sixth relationship table, determine the target main injection angle corresponding to the current engine speed and the engine cycle injection amount, the sixth relationship table including multiple sample main injection angles, and the sample engine speed and sample cycle injection amount corresponding to each sample main injection angle; based on the target main injection angle, determine the main injection angle of the engine fuel injection system.

In some examples, the sixth relationship table corresponding to different types of engines (or vehicles) may be different, and the correspondence between the sample main injection angle, sample engine speed, and sample cycle injection amount shown in the sixth relationship table may be pre-set by a technician based on actual conditions (e.g., a large amount of actual measured data).

S502: Determine a target main injection angle correction value corresponding to the corrected pilot injection amount based on the fifth relationship table.

The fifth relationship table includes a plurality of sample main injection angle correction values and a sample pre-injection oil quantity corresponding to each sample main injection angle correction value.

In some examples, the fifth relationship table corresponding to different types of engines (or vehicles) may be different, and the correspondence between the sample main injection angle correction value and the sample main injection angle correction value shown in the fifth relationship table may be pre-set by a technician based on actual conditions (such as a large amount of measured data).

S503: Correcting the main injection angle of the engine fuel injection system using the target main injection angle correction value to obtain a corrected main injection angle.

The corrected main injection angle is the sum of the target main injection angle correction value and the main injection angle.

It should be noted that the target main injection angle correction value is used to correct the main injection angle of the engine fuel injection system. The purpose is that when the pre-injection amount increases, the explosion pressure in the cylinder will increase, and at the same time, the original nitrogen oxides produced in the cylinder will also increase. In order to prevent the explosion pressure from increasing too much, resulting in poor reliability, and the increase in tail emissions due to increased nitrogen oxides production, a main injection angle correction based on the pre-injection increment (i.e., corrected pre-injection amount) is added. As the pre-injection amount gradually increases, the main injection angle is appropriately reduced to control the explosion pressure in the cylinder and the original nitrogen oxides at the original level.

The process shown in S501-S503 above utilizes the current engine speed and the engine cycle injection amount, combined with the fifth relationship table, to determine the target main injection angle correction value corresponding to the corrected pre-injection amount, and utilizes the target main injection angle correction value to correct the main injection angle of the engine fuel injection system to control the explosion pressure in the cylinder and the original nitrogen oxides at the original level.

As shown in FIG6 , it is a schematic diagram of the architecture of a control device based on vehicle climbing provided in an embodiment of the present application, including the units shown below.

The demand determination unit 100 is used to determine the engine demand torque based on the current gear position, current vehicle speed, current weight and current slope of the road of the vehicle when the vehicle is in a climbing state.

The increment determination unit 200 is used to determine the torque demand increment based on the difference between the engine demand torque and the current engine output torque.

The parameter correction unit 300 is used to correct the pre-injection parameter of the engine fuel injection system based on the torque demand increment to obtain a corrected pre-injection parameter; the pre-injection parameter is determined based on the current engine speed and the engine cycle injection amount.

The injection control unit 400 is used to control the engine fuel injection system to perform injection according to the modified pre-injection parameters so that the engine output power meets the power demand corresponding to the engine required torque.

Optionally, the pre-injection parameters include the pre-injection amount, and the parameter correction unit 300 determines the pre-injection amount based on the current engine speed and the engine cycle injection amount. The process includes: obtaining the current engine speed and the engine cycle injection amount; based on the first relationship table, determining the target pre-injection amount corresponding to the current engine speed and the engine cycle injection amount; the first relationship table includes multiple sample pre-injection amounts, and the sample engine speed and sample cycle injection amount corresponding to each sample pre-injection amount; based on the target pre-injection amount, determining the pre-injection amount of the engine fuel injection system.

Optionally, the parameter correction unit 300 is specifically used to: determine the target torque-fuel quantity conversion coefficient corresponding to the current engine speed and the engine cycle injection quantity based on the second relationship table; the second relationship table includes multiple sample torque-fuel quantity conversion coefficients, and the sample engine speed and sample cycle injection quantity corresponding to each sample torque-fuel quantity conversion coefficient; determine the pre-injection demand increment based on the product of the torque demand increment and the target torque-fuel quantity conversion coefficient; use the pre-injection demand increment to correct the pre-injection quantity of the engine fuel injection system to obtain a corrected pre-injection quantity; the corrected pre-injection quantity is the sum of the pre-injection demand increment and the pre-injection quantity.

Optionally, the pre-injection parameters also include a pre-injection angle, and the parameter correction unit 300 is also used to: determine the pre-injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount; determine the target pre-injection angle correction value corresponding to the corrected pre-injection amount based on a third relationship table; the third relationship table includes multiple sample pre-injection angle correction values, and the sample pre-injection amount corresponding to each sample pre-injection angle correction value; use the target pre-injection angle correction value to correct the pre-injection angle of the engine fuel injection system to obtain a corrected pre-injection angle; the corrected pre-injection angle is the sum of the target pre-injection angle correction value and the pre-injection angle.

Optionally, the parameter correction unit 300 is specifically used to: determine the target pilot injection angle corresponding to the current engine speed and the engine cycle injection amount based on the fourth relationship table; the fourth relationship table includes multiple sample pilot injection angles, and the sample engine speed and sample cycle injection amount corresponding to each sample pilot injection angle; based on the target pilot injection angle, determine the pilot injection angle of the engine fuel injection system.

Optionally, the pre-injection parameters also include a main injection angle, and the parameter correction unit 300 is also used to: determine the main injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount; determine the target main injection angle correction value corresponding to the corrected pre-injection amount based on the fifth relationship table; the fifth relationship table includes multiple sample main injection angle correction values, and the sample pre-injection amount corresponding to each sample main injection angle correction value; use the target main injection angle correction value to correct the main injection angle of the engine fuel injection system to obtain a corrected main injection angle; the corrected main injection angle is the sum of the target main injection angle correction value and the main injection angle.

Optionally, the parameter correction unit 300 is specifically used to: determine the target main injection angle corresponding to the current engine speed and the engine cycle injection amount based on the sixth relationship table; the sixth relationship table includes multiple sample main injection angles, and the sample engine speed and sample cycle injection amount corresponding to each sample main injection angle; based on the target main injection angle, determine the main injection angle of the engine fuel injection system.

When the above-mentioned units detect that the engine is underpowered during the vehicle climbing process, the pre-injection parameters of the engine fuel injection system are corrected to increase the engine output power, thereby improving the vehicle's climbing power, thereby avoiding the risk of the vehicle failing to climb or slipping due to insufficient power during the climbing process, thereby improving the vehicle's operating safety.

The present application also provides a computer-readable storage medium, which includes a stored program, wherein the program executes the vehicle climbing control method provided by the present application.

The present application also provides a vehicle, including: a processor, a memory and a bus. The processor and the memory are connected via a bus, the memory is used to store a program, and the processor is used to run the program, wherein the control method based on vehicle climbing provided by the present application is executed when the program is run.

In addition, the functions described above in the embodiments of the present application may be at least partially performed by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

Although the subject matter has been described in language specific to structural features and/or methodological logical actions, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. On the contrary, the specific features and actions described above are merely example forms of implementing the claims.

Although several specific implementation details are included in the above discussion, these should not be interpreted as limiting the scope of the present application. Certain features described in the context of a separate embodiment can also be implemented in a single embodiment in combination. On the contrary, the various features described in the context of a single embodiment can also be implemented in multiple embodiments individually or in any suitable sub-combination.

The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope of disclosure involved in the present application is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above disclosed concept. For example, the above features are replaced with the technical features with similar functions disclosed in this application (but not limited to) by each other to form a technical solution.

Claims (10)

1. A control method based on vehicle climbing, characterized by comprising: When the vehicle is in a climbing state, determining the engine required torque based on the current gear position, current vehicle speed, current weight and current slope of the road of the vehicle; determining a torque demand increment based on a difference between the engine demand torque and a current engine output torque; Based on the torque demand increment, a pilot injection parameter of the engine fuel injection system is corrected to obtain a corrected pilot injection parameter; the pilot injection parameter is determined based on a current engine speed and an engine cycle injection amount; According to the modified pilot injection parameter, the engine fuel injection system is controlled to perform injection so that the engine output power meets the power demand corresponding to the engine required torque. 2. The method according to claim 1, characterized in that the pilot injection parameter includes a pilot injection amount, and the process of determining the pilot injection amount based on the current engine speed and the engine cycle injection amount includes: Get the current engine speed and engine cycle injection amount; Determine a target pre-injection amount corresponding to the current engine speed and the engine cycle injection amount based on a first relationship table; the first relationship table includes a plurality of sample pre-injection amounts, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample pre-injection amounts; Based on the target pilot injection amount, a pilot injection amount of the engine fuel injection system is determined. 3. The method according to claim 2, characterized in that, based on the torque demand increment, the pilot injection parameter of the engine fuel injection system is corrected to obtain the corrected pilot injection parameter, comprising: Based on a second relationship table, determining a target torque-oil conversion coefficient corresponding to the current engine speed and the engine cycle injection amount; the second relationship table includes a plurality of sample torque-oil conversion coefficients, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample torque-oil conversion coefficients; Determining a pilot injection requirement increment based on a product of the torque requirement increment and the target torque oil quantity conversion coefficient; The pre-injection fuel quantity of the engine fuel injection system is corrected by using the pre-injection demand increment to obtain a corrected pre-injection fuel quantity; the corrected pre-injection fuel quantity is the sum of the pre-injection demand increment and the pre-injection fuel quantity. 4. The method according to claim 3, characterized in that the pilot spray parameter further comprises a pilot spray angle, and the method further comprises: Determining a pilot injection angle of a fuel injection system of the engine based on the current engine speed and the engine cycle injection amount; Based on a third relationship table, determining a target pilot injection angle correction value corresponding to the corrected pilot injection amount; the third relationship table includes a plurality of sample pilot injection angle correction values and a sample pilot injection amount corresponding to each sample pilot injection angle correction value; The target pilot injection angle correction value is used to correct the pilot injection angle of the engine fuel injection system to obtain a corrected pilot injection angle; the corrected pilot injection angle is the sum of the target pilot injection angle correction value and the pilot injection angle. 5. The method according to claim 4, characterized in that determining the pilot injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount comprises: Based on a fourth relationship table, determining a target pilot injection angle corresponding to the current engine speed and the engine cycle injection amount; the fourth relationship table includes a plurality of sample pilot injection angles, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample pilot injection angles; Based on the target pilot injection angle, a pilot injection angle of the engine fuel injection system is determined. 6. The method according to claim 3, characterized in that the pre-spray parameter also includes a main spray angle, and the method further includes: Determining a main injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount; Based on a fifth relationship table, determining a target main injection angle correction value corresponding to the corrected pilot injection amount; the fifth relationship table includes a plurality of sample main injection angle correction values and a sample pilot injection amount corresponding to each sample main injection angle correction value; The target main injection angle correction value is used to correct the main injection angle of the engine fuel injection system to obtain a corrected main injection angle; the corrected main injection angle is the sum of the target main injection angle correction value and the main injection angle. 7. The method according to claim 6, characterized in that determining the main injection angle of the engine fuel injection system based on the current engine speed and the engine cycle injection amount comprises: Based on a sixth relationship table, determining a target main injection angle corresponding to the current engine speed and the engine cycle injection amount; the sixth relationship table includes a plurality of sample main injection angles, and a sample engine speed and a sample cycle injection amount corresponding to each of the sample main injection angles; Based on the target main injection angle, a main injection angle of the engine fuel injection system is determined. 8. A control device based on vehicle climbing, characterized by comprising: A demand determination unit, configured to determine the engine demand torque based on the current gear position, current vehicle speed, current weight and current slope of the road of the vehicle when the vehicle is in a climbing state; an increment determination unit, configured to determine a torque demand increment based on a difference between the engine demand torque and a current engine output torque; a parameter correction unit, configured to correct a pilot injection parameter of an engine fuel injection system based on the torque demand increment to obtain a corrected pilot injection parameter; the pilot injection parameter is determined based on a current engine speed and a cycle fuel injection amount of the engine; The injection control unit is used to control the engine fuel injection system to perform injection according to the modified pre-injection parameters so that the engine output power meets the power demand corresponding to the engine required torque. 9. A storage medium, characterized in that the storage medium comprises a stored program, wherein the program, when executed by a processor, executes the vehicle climbing control method according to any one of claims 1 to 7. 10. A vehicle, comprising: a processor, a memory and a bus; the processor and the memory are connected via the bus; The memory is used to store programs, and the processor is used to run programs, wherein the program, when run by the processor, executes the vehicle climbing control method according to any one of claims 1 to 7.