Vehicle control method and control system

Abstract

The present invention provides a vehicle control method and control system, and relates to the field of vehicle technology. The vehicle control method of the present invention includes: obtaining the vehicle's operating condition information; judging whether it is necessary to filter the engine's torque according to the vehicle's operating condition information; if necessary, filtering the engine's torque according to the torque filtering method to obtain the filtered torque; and controlling the engine's operation according to the filtered torque. Since the vehicle's torque is filtered under the operating condition where the vehicle's torque needs to be filtered, the vehicle of the present invention improves the vehicle's smoothness and avoids impact when the torque passes through zero during acceleration or deceleration in each gear. When the vehicle is accelerating or decelerating and the torque is not passing through zero, the response is accelerated as much as possible while ensuring comfort.

Description

[0001] This case is CN 202110044831.9, filed on January 13, 2021, and is a divisional application entitled “Vehicle control method and control system”. Technical Field

[0002] The present invention relates to the technical field of vehicles, and in particular to a vehicle control method and a vehicle control system. Background Art

[0003] With the increasingly stringent national regulations on fuel consumption and emissions, as well as the development of electrification systems, hybrid technology is the key to achieving energy conservation and emission reduction. In order to adapt to national policies and meet emission regulations, vehicle manufacturers and parts suppliers are looking for solutions. However, the battery technology of the current pure electric vehicle technology system is complex and costly. The structure of the hybrid system determines the types of working modes that can be achieved. Therefore, in order to achieve multiple working modes, the hybrid system usually has a relatively complex structure. This complex structure causes the hybrid system to occupy a relatively large space, greatly reducing the space utilization rate inside the vehicle. For the P2.5 configuration hybrid system motor, there are three torque output paths, ISG path, Efad path, and Disengaged path. The ISG path refers to the motor being connected to the engine through the C2 clutch while the motor is disconnected from the even-numbered shaft of the gearbox. The Efad path refers to the motor being directly connected to the gearbox even-numbered shaft gear (2, 4, 6) for power assistance or charging, and the motor is disconnected from the engine. The Disengaged path refers to the motor being disconnected from both the engine and the even-numbered shaft of the gearbox.

[0004] Tip in (stepping on the accelerator) is one of the basic driving operations. On the one hand, it is necessary to ensure that the response of the vehicle powertrain can meet the driver's demand for the vehicle's acceleration power. On the other hand, it is necessary to smoothly achieve the transition from idle to steady-state conditions to avoid shock as much as possible. For the P2.5 configuration hybrid system, the response of the motor is much faster than that of the engine. In addition, due to the obvious response lag of the supercharger, the acceleration torque characteristics of the engine show obvious two-stage characteristics. This is superimposed on the faster-responding motor torque, which will cause the acceleration of the vehicle to also show two-stage characteristics. The driver's subjective feeling is shock.

[0005] Tip out (releasing the accelerator) is a basic driving operation corresponding to tip in. On the one hand, it ensures that the response of the vehicle's powertrain can meet the driver's demand for the vehicle's deceleration power. On the other hand, it requires a smooth transition from acceleration to deceleration conditions.

[0006] The function of engine torque filter control is to avoid the impact of the transmission system in dynamic conditions by controlling the gradient of the increase or decrease of engine torque. The difference is that the engine's operating conditions are more variable, and factors such as speed, gear, altitude, and intake temperature all affect the engine torque performance.

[0007] The control objects of the engine torque filter include the engine gas circuit and the fire circuit request torque, which need to be coordinated. The size of the gas circuit torque determines the output capacity of the fire circuit torque, while the size of the fire circuit torque request determines the engine ignition angle adjustment and whether to use fuel cut-off. If the gas circuit torque is too large and the fire circuit torque is too small, it will cause too much retreat angle, which is not good for fuel consumption. In serious cases, it may cause excessive exhaust temperature to damage the catalyst; if the gas circuit torque is too small and the fire circuit torque is too large, it will cause the engine to respond slowly and not use the power output when the throttle is large. The engine torque filter is a compromise between impact, response and smoothness.

[0008] For some vehicles, due to the difference in the installation positions of the motor and the engine, the motor is connected to the input shaft end of the even-numbered shaft of the transmission. When the shafts for transmitting torque from the engine and the motor are different, the engine and motor torques may not pass through zero at the same time. When the system torque passes through zero, the engine and motor are only processed for passing through zero separately, which will cause a greater impact and seriously affect the driving experience. Summary of the invention

[0009] An object of the first aspect of the present invention is to provide a vehicle control method and control system to solve the problem of complex torque filtering methods in the prior art.

[0010] Another object of the first aspect of the present invention is to solve the problem of vehicle jitter caused by poor filtering effect in existing technologies.

[0011] An object of the second aspect of the present invention is to solve the problem of excessive impact of the system when the torque passes through zero.

[0012] Another object of the second aspect of the present invention is to solve the problem of slow acceleration response of the vehicle when the torque of the engine and the motor does not exceed zero in the existing technology.

[0013] An object of a third aspect of the present invention is to provide a control system for a vehicle.

[0014] In particular, the present invention provides a vehicle control method, comprising:

[0015] Obtain vehicle operating condition information;

[0016] determining whether it is necessary to filter the torque of the engine according to the operating condition information of the vehicle;

[0017] If necessary, filtering the torque of the engine according to a torque filtering method to obtain a filtered torque;

[0018] Operation of the engine is controlled according to the filtered torque.

[0019] Optionally, the vehicle operating condition information includes the vehicle being in an accelerator-pressing acceleration condition;

[0020] When the vehicle is in an accelerator-pressing acceleration condition and all of the first conditions are not met, it is determined that the torque of the engine needs to be filtered;

[0021] The first condition includes:

[0022] The vehicle is in the process of shifting gears; or

[0023] The gearbox of the vehicle is in gear but the clutch of the vehicle is disengaged;

[0024] Optionally, the vehicle operating condition information also includes the vehicle being in a deceleration condition of releasing the accelerator pedal;

[0025] When the vehicle is in a deceleration condition with the accelerator pedal released and all of the second conditions are not satisfied, it is determined that the torque of the engine needs to be filtered;

[0026] The second condition includes:

[0027] The vehicle is in neutral;

[0028] The engine speed of the vehicle is less than a preset speed; or

[0029] The transmission of the vehicle is in gear, but the clutch of the vehicle is in a disengaged state.

[0030] Optionally, the torque filtering method includes a first filtering method, and the first filtering method includes the following steps:

[0031] Get vehicle information;

[0032] calculating the overall torque based on the vehicle information;

[0033] According to the overall torque, a filter coefficient, a fast reference of a torque change rate, and a slow reference of a torque change rate are obtained;

[0034] Calculate a filter gradient according to the filter coefficient, the fast reference of the torque change rate, and the slow reference of the torque change rate;

[0035] The engine torque is filtered according to the filtering gradient to obtain a filtered torque.

[0036] Optionally, after the filter gradient is calculated according to the filter coefficient, the fast reference of the torque change rate and the slow reference of the torque change rate, the method further includes:

[0037] Determining whether the vehicle has other requested torques, wherein the other requested torques include a requested torque when the vehicle is in a cruise mode, a requested torque when the vehicle is in a speed limit mode, a requested torque when wheels slip, and a requested torque of a vehicle stability system;

[0038] If so, taking the maximum value among the filter gradient and the change rate of other requested torques as the final filter gradient of the engine;

[0039] The torque of the engine is filtered according to the final filtering gradient to obtain a filtered torque.

[0040] Optionally, the torque of the engine includes a throttle-on fire-circuit torque and a throttle-off fire-circuit torque;

[0041] When the accelerator pedal is pressed, the ignition path torque is filtered when the ignition path torque satisfies the following third condition, wherein the third condition includes:

[0042] When all of the first conditions are not met, and the difference between the required crankshaft torque and its filtered value is greater than a first threshold;

[0043] The accelerator pedal fire torque is filtered according to the first filtering method to obtain a filtered accelerator pedal fire torque.

[0044] When the accelerator is released, the fire circuit torque is filtered when the fire circuit torque satisfies the following fourth condition at the same time, and the fourth condition includes:

[0045] When none of the second conditions are satisfied, the difference between the required crankshaft torque of the vehicle and the filtered value thereof is less than a second threshold;

[0046] The throttle release fire circuit torque is filtered according to the first filtering method to obtain a filtered throttle release fire circuit torque.

[0047] Optionally, the torque filtering method includes a second filtering method, and the second filtering method includes the following steps:

[0048] Get vehicle information;

[0049] calculating the overall torque based on the vehicle information;

[0050] Obtaining a filter coefficient, a fast torque reference, and a slow torque reference according to the overall torque;

[0051] The torque of the engine is filtered according to the filter coefficient, the fast torque reference, and the slow torque reference to obtain a filtered torque.

[0052] Optionally, the engine torque includes accelerator gas circuit torque;

[0053] When the accelerator-pressed gas circuit torque satisfies any one of the following fifth conditions, the gas circuit torque when the accelerator is pressed is filtered; wherein the fifth condition includes:

[0054] The actual crankshaft torque is less than the third threshold and the requested engine torque rising slope is greater than the fourth threshold and the first condition is satisfied, and the actual crankshaft torque satisfies the third condition; or

[0055] When the pure electric mode is switched to the hybrid mode, the accelerator pedal acceleration condition satisfies the first condition and the accelerator pedal fire circuit torque satisfies the third condition;

[0056] Optionally, the filtered gas circuit torque after the accelerator is obtained by adding the filtered reserve torque to the filtered fire circuit torque after the accelerator is pressed;

[0057] Wherein, the filtered reserve torque is obtained after the reserve torque is filtered according to the second filtering method;

[0058] Optionally, the step of filtering the reserve torque according to the second filtering method comprises:

[0059] calculating the overall torque based on the vehicle information;

[0060] Obtaining a filter coefficient, a reserve torque fast reference, and a reserve torque slow reference according to the overall torque;

[0061] The reserve torque is filtered according to the filter coefficient, the reserve torque fast reference, and the reserve torque slow reference to obtain a filtered reserve torque.

[0062] Optionally, the engine torque includes a throttle release gas circuit torque;

[0063] When the throttle release gas circuit torque satisfies all of the following sixth conditions, the throttle release gas circuit torque filtering is performed;

[0064] The sixth condition includes:

[0065] The required crankshaft torque slope of the vehicle is less than a fifth threshold;

[0066] The required crankshaft torque of the vehicle is less than the maximum crankshaft torque at the current speed;

[0067] The difference between the filtered fire circuit torque and the required crankshaft torque before filtering is greater than a sixth threshold;

[0068] The second condition of releasing the accelerator pedal is all satisfied;

[0069] The fourth condition of releasing the accelerator pedal is satisfied;

[0070] The vehicle was not out of fuel;

[0071] The throttle release gas circuit torque is obtained by filtering according to the second filtering method;

[0072] Optionally, the step of filtering the throttle release gas circuit torque according to the second filtering method includes:

[0073] calculating the overall torque based on the vehicle information;

[0074] According to the overall torque, a filter coefficient, a gas path torque fast reference and a gas path torque slow reference are obtained;

[0075] The throttle-off gas circuit torque is filtered according to the filter coefficient, the gas circuit torque fast reference, and the gas circuit torque slow reference to obtain a filtered throttle-off gas circuit torque.

[0076] Optionally, the vehicle information includes: engine speed, engine wheel end request torque before filtering, motor wheel end request torque before filtering, engine wheel end request torque after filtering, motor wheel end request torque T4 after filtering, and speed ratio of the engine torque transmission shaft;

[0077] The overall torque includes the overall torque before filtering and the overall torque after filtering; and the overall torque before filtering and the overall torque after filtering are respectively obtained by the following formulas:

[0078] T6 = (T1 + T2) / i, T5 = (T3 + T4) / i, where

[0079] T6 is the overall torque before filtering, T5 is the overall torque after filtering, v is the engine speed, T1 is the engine wheel end request torque before filtering, T2 is the motor wheel end request torque before filtering, T3 is the engine wheel end request torque after filtering, T4 is the motor wheel end request torque after filtering, and i is the speed ratio of the engine torque transmission shaft;

[0080] Optionally, the filter coefficient is calibrated according to the overall torque before filtering and the engine speed;

[0081] The slow reference of the torque change rate and the fast reference of the torque change rate are obtained by calibration according to the filtered overall torque and the engine speed;

[0082] Optionally, a filter gradient is calculated according to the filter coefficient, the fast reference of the torque change rate and the slow reference of the torque change rate;

[0083] Alternatively, the filter coefficient, the fast torque reference, and the slow torque reference are obtained according to the overall torque to filter the torque of the engine to obtain the filtered torque, which is calculated using the following formula:

[0084] L=R×FR+(1-R)×SR

[0085] Wherein, L is the filter gradient, R is the filter coefficient, FR is the fast reference of the torque change rate or the fast reference of the torque, and SR is the slow reference of the torque change rate or the slow reference of the torque.

[0086] In particular, the present invention also provides a vehicle control system, including a memory and a processor, wherein a control program is stored in the memory, and when the control program is executed by the processor, it is used to implement the vehicle control method described above.

[0087] The vehicle control method of the present invention filters the vehicle torque under the working condition that the vehicle torque needs to be filtered, so that the vehicle in this embodiment improves the vehicle's smoothness and avoids impact when the torque passes through zero in the acceleration or deceleration working condition of each gear. When the vehicle is accelerating or decelerating and the torque is not passing through zero, the response is accelerated as much as possible while ensuring comfort.

[0088] The torque filtering method of the present invention can obtain the overall torque according to the vehicle information, and then obtain the filtering gradient according to the overall torque, and finally filter the engine torque according to the filtering gradient, so that the torque filtering method of the present invention is simple, and according to the torque after filtering by the method, the torque change rate is increased where the change trend needs to be increased, and the torque change rate is reduced where the torque change trend needs to be reduced, thereby ensuring that the entire vehicle has good smoothness and fast response when using the filtered torque.

[0089] Based on the following detailed description of specific embodiments of the present invention in conjunction with the accompanying drawings, those skilled in the art will become more aware of the above and other objects, advantages and features of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0090] Hereinafter, some specific embodiments of the present invention will be described in detail in an exemplary and non-limiting manner with reference to the accompanying drawings. The same reference numerals in the accompanying drawings indicate the same or similar components or parts. It should be understood by those skilled in the art that these drawings are not necessarily drawn to scale. In the accompanying drawings:

[0091] Figure 1 is a schematic flow chart of a vehicle control method according to an embodiment of the present invention;

[0092] Figure 2 is a schematic flow chart of a first filtering method according to an embodiment of the present invention;

[0093] Figure 3 The process of obtaining the filter coefficient, the fast reference of the torque change rate and the slow reference of the torque change rate according to one embodiment of the present invention;

[0094] Figure 4 It is a principle diagram of vehicle accelerator-pressed fire-road torque and accelerator-released fire-road torque filtering according to an embodiment of the present invention;

[0095] Figure 5 is a schematic flow chart of a first filtering method according to an embodiment of the present invention;

[0096] Figure 6 is a schematic diagram of a vehicle accelerator gas path torque filter according to an embodiment of the present invention;

[0097] Figure 7 is a schematic diagram of a vehicle throttle release gas path torque filter according to an embodiment of the present invention;

[0098] Figure 8 is a curve of changes of the engine request torque and the motor request torque with time before and after filtering under the vehicle accelerator pedal condition according to one embodiment of the present invention;

[0099] Fig. 9 3 is a curve showing changes of the engine request torque and the motor request torque with time before and after filtering in a vehicle throttle release condition according to an embodiment of the present invention. DETAILED DESCRIPTION

[0100] Figure 1 FIG. 1 is a schematic flow chart of a vehicle control method according to an embodiment of the present invention. The vehicle control method of the present invention comprises the following steps:

[0101] S10, obtaining vehicle operating condition information.

[0102] S20, judging whether it is necessary to filter the torque of the engine according to the working condition information of the vehicle; if it is necessary, it means that it is necessary to filter the torque of the engine, and then executing S30.

[0103] S30, filtering the torque of the engine according to a torque filtering method to obtain a filtered torque.

[0104] S40, controlling the operation of the engine according to the filtered torque.

[0105] The vehicle control method of this embodiment filters the vehicle torque under the working condition that the vehicle torque needs to be filtered, so that the vehicle in this embodiment improves the vehicle's smoothness and avoids impact when the torque passes through zero in the acceleration or deceleration working condition of each gear. When the vehicle is accelerating or decelerating and the torque is not passing through zero, the response is accelerated as much as possible while ensuring comfort.

[0106] Specifically, the vehicle operating condition information includes the vehicle being in an accelerator-pressing acceleration condition;

[0107] When the vehicle is in an accelerator-pressing acceleration condition and all of the first conditions are not met, it is determined that the engine torque needs to be filtered;

[0108] The first condition includes:

[0109] The vehicle is in the process of shifting gears; or

[0110] The vehicle's transmission is in gear but the vehicle's clutch is disengaged.

[0111] In addition, the vehicle's operating condition information also includes the vehicle being in a deceleration condition of releasing the accelerator pedal;

[0112] When the vehicle is in a deceleration condition with the accelerator released and all the second conditions are not met, it is determined that the engine torque needs to be filtered;

[0113] The second condition includes:

[0114] The vehicle is in neutral;

[0115] The vehicle's engine speed is less than a preset speed; or

[0116] The vehicle's transmission is in gear, but the vehicle's clutch is disengaged.

[0117] In this embodiment, the preset rotation speed may be 300-400 rpm, for example, 300 rpm, 350 rpm or 400 rpm.

[0118] When the first condition or the second condition is not met, it means that there is no need to filter the engine torque, and the engine operates according to the actual torque.

[0119] As a specific embodiment of the present invention, the torque filtering method includes a first filtering method. Specifically, the first filtering method is as follows: Figure 2 As shown, the first filtering method comprises the following steps:

[0120] SS10, obtain vehicle information;

[0121] SS20, calculates overall torque based on vehicle information;

[0122] SS30, obtains the filter coefficient, the fast reference of the torque change rate and the slow reference of the torque change rate according to the overall torque;

[0123] SS40, a filter gradient is calculated based on a filter coefficient, a fast reference of a torque change rate, and a slow reference of a torque change rate;

[0124] SS50, filters the engine torque according to the filter gradient to obtain the filtered torque.

[0125] In the filtering method of the present embodiment, the overall torque is obtained according to the vehicle information, and then the filtering gradient is obtained according to the overall torque, and finally the engine torque is filtered according to the filtering gradient, so that the torque filtering method of the present embodiment is simple, and according to the torque after filtering by the method, the rate of change of the torque is increased where the change trend needs to be increased, and the rate of change of the torque is reduced where the torque change trend needs to be reduced, thereby ensuring that the entire vehicle has good smoothness and fast response when using the filtered torque.

[0126] Specifically, as another embodiment, the first filtering method flow chart is as follows: Figure 3 After the filter gradient is calculated based on the filter coefficient, the fast reference of the torque change rate and the slow reference of the torque change rate, it also includes:

[0127] SS60, determining whether the vehicle has other requested torques, wherein the other requested torques include a requested torque when the vehicle is in a cruise mode, a requested torque when the vehicle is in a speed limit mode, a requested torque when the wheels slip, and a requested torque of a vehicle stability system;

[0128] SS70, if yes, then take the maximum value among the filter gradient and the change rate of other requested torque as the final filter gradient of the engine;

[0129] SS80, filters the engine torque according to the final filter gradient to obtain the filtered torque.

[0130] In this embodiment, the final filter gradient of the engine is obtained by adding the filter gradient to the change rate of other requested torques, and then filtering the engine torque according to the final filter gradient can improve the accuracy of vehicle torque filtering, while improving the driving dynamics or smoothness of the vehicle under different working conditions, further improving the driving experience of the vehicle.

[0131] Specifically, the torque of the engine includes the accelerator-on fire-road torque and the accelerator-off fire-road torque;

[0132] The fire-road torque is filtered when the vehicle meets the following third condition, the third condition including:

[0133] When all of the first conditions are not met, and the difference between the required crankshaft torque and its filtered value is greater than the first threshold.

[0134] Specifically, when the vehicle satisfies the third condition, the accelerator pedal torque of the vehicle is filtered according to the first filtering method to obtain the filtered accelerator pedal torque.

[0135] In a vehicle with a P2.5 architecture, the first threshold is approximately 3 Nm.

[0136] The release-throttle fire-circuit torque is filtered when the vehicle satisfies the following fourth condition at the same time, and the fourth condition includes:

[0137] When neither of the second conditions is satisfied, the difference between the required crankshaft torque of the vehicle and the filtered value thereof is less than a second threshold;

[0138] The throttle release fire torque is filtered according to the first filtering method to obtain the filtered throttle release fire torque. In a vehicle with a P2.5 architecture, the second threshold is approximately -3Nm.

[0139] Specifically, the vehicle information in this embodiment includes: engine speed, engine wheel end request torque before filtering, motor wheel end request torque before filtering, engine wheel end request torque after filtering, motor wheel end request torque after filtering and speed ratio of the engine torque transmission shaft.

[0140] The overall torque includes the overall torque before filtering and the overall torque after filtering; wherein, the overall torque before filtering and the overall torque after filtering are respectively obtained by the following formulas: T6=(T1+T2) / i, T5=(T3+T4) / i, wherein T6 is the overall torque before filtering, T5 is the overall torque after filtering, v is the engine speed, T1 is the engine wheel end request torque before filtering, T2 is the motor wheel end request torque before filtering, T3 is the engine wheel end request torque after filtering, T4 is the motor wheel end request torque after filtering, and i is the speed ratio of the engine torque transmission shaft.

[0141] The filter coefficient, the fast reference of the torque change rate and the slow reference of the torque change rate are obtained by looking up the table based on the overall torque before filtering, the overall torque after filtering and the engine speed, which are all calibrated according to the actual vehicle.

[0142] In addition, the specific calibration method for obtaining the filter coefficient in this embodiment is to change the requested torque and engine speed in different gears according to the following working conditions in manual mode, and compromise between smoothness and response. The specific working conditions include: the handle position is in M ​​gear, the gear is fixed, and a stable vehicle speed is maintained in each gear (the vehicle speed range is 10km / h to 160km / h, and the interval is 10km / h). During the steady speed period, the small, medium and large throttles are pressed respectively (small throttle: 10% to 40%, medium throttle 40% to 70%, and large throttle 70% to 100%), and accelerated for 5 seconds.

[0143] Specifically, in this embodiment, the vehicle information is all known data collected or calculated by the system. For example, the engine speed in this embodiment is the engine speed information directly collected by the sensor. The engine wheel end request torque before filtering and the motor wheel end request torque before filtering are also torque information calculated by the vehicle controller. The engine wheel end request torque after filtering and the motor wheel end request torque after filtering are the request torque values ​​at the wheel end after filtering calculated by the vehicle controller. The speed ratio of the engine torque transmission shaft is also directly collected by the gear sensor.

[0144] Since in the actual data processing process, both data collection and processing are periodic. Therefore, the data before filtering in this embodiment is the data before filtering in the current cycle, and the data after filtering is the data after filtering in the previous cycle. For example, in this embodiment, the engine wheel end request torque after filtering is the engine wheel end request torque after filtering in the previous cycle. The motor wheel end request torque after filtering is the motor wheel end request torque after filtering in the previous cycle.

[0145] In this embodiment, the overall torque before filtering is used as the input of the filter control to define the ratio of the interpolation between the fast reference and the slow reference when the vehicle is stepping on or releasing the accelerator, so as to improve the response of the vehicle when the driver has a large torque request. The overall torque after filtering is used to control the trend of increase or decrease of the engine torque after filtering. The engine torque filtering is slowed down under the premise of ensuring stable and reliable combustion of the engine, and the engine torque is smoothed when the overall torque of the powertrain passes through 0.

[0146] Specifically, the filter coefficient is calibrated according to the overall torque and engine speed before filtering and obtained by looking up the table.

[0147] The slow reference of the torque change rate and the fast reference of the torque change rate are obtained by searching the table of the overall torque and engine speed calibration after filtering. In one specific embodiment, the chart of the overall torque and engine speed calibration is calibrated on a real vehicle of the P2.5 framework, and the corresponding data of the slow reference of the torque change rate, the fast reference of the torque change rate and the filter coefficient can be found in the calibrated table.

[0148] As a specific embodiment of the present invention, the filter gradient calculated according to the filter coefficient, the fast reference of the torque change rate and the slow reference of the torque change rate includes: L=R×FR+(1-R)×SR, wherein L is the filter gradient, R is the filter coefficient, FR is the fast reference of the torque change rate, and SR is the slow reference of the torque change rate.

[0149] Specifically, in a vehicle with a P2.5 architecture, the specific filtering principle of the accelerator fire torque is as follows: Figure 4 In addition, an embodiment of the calibration method and the specific numerical value of the calibration is as follows:

[0150] Calibrate the slow reference of the rate of change of the increase in engine fire circuit torque: Generally, it is calibrated in manual mode 1st gear and clutch locked (if it cannot be locked, 2nd gear can be used). The ratio of 1st gear needs to be set to 0 to shield the influence of the fast reference. The gradient near the zero point torque should be set to be gentle to reduce the zero-crossing impact caused by the rapid change of engine torque. Other areas should respond as quickly as possible while ensuring comfort, as shown in the following table, where X is the overall torque after filtering and Y is the engine speed.

[0151]

[0152]

[0153] Calibrate the fast reference of the rate of change of the increase in engine fire circuit torque: Generally, it is calibrated in the highest gear in manual mode and locked. The highest gear 7th gear needs to be set to 1 to shield the influence of the slow reference. The gradient near the zero point torque should be set gently to weaken the zero-crossing impact caused by the rapid change of the motor torque. Other areas should respond as quickly as possible while ensuring comfort. The specific calibrated values ​​are shown in the following table, where X is the overall torque after filtering and Y is the engine speed.

[0154] y / x -40 -20 -10 0 10 30 100 300 736 448 448 336 346.5 360 510 600 600 1504 448 448 336 346.5 360 510 600 600 1792 448 448 336 346.5 360 510 600 600 2016 448 448 336 346.5 360 510 600 600 3008 448 448 336 346.5 360 510 600 600 4000 448 448 336 346.5 360 510 600 600 4992 448 448 336 346.5 360 510 600 600 6016 448 448 336 346.5 360 510 600 600

[0155] Calibrate the filter coefficients for the speed of increase in engine fire circuit torque in different gears: In manual mode, according to the following working conditions, by changing the requested torque and engine speed sweep points in different gears, a compromise is made between smoothness and responsiveness.

[0156] Working conditions: Put the handle in M ​​gear, fix the gear, maintain a stable speed in each gear (speed range 10km / h ~ 160km / h, interval 10km / h), press small, medium and large throttle respectively during steady speed (small throttle: 10% ~ 40%, medium throttle 40% ~ 70%, large throttle 70% ~ 100%), and accelerate for 5 seconds.

[0157] In vehicles with P2.5 architecture, the filter coefficient calibration for 1st gear is shown in the following table: In the table, X: overall torque before filtering, Y: engine speed.

[0158]

[0159]

[0160] In vehicles with P2.5 architecture, the filter coefficient calibration of gear 2 is shown in the following table: In the table, X: overall torque before filtering, Y: engine speed.

[0161] y / x -20 0 20 40 80 120 200 270 992 0.02 0.02 0.03 0.04 0.06 0.09 0.13 0.18 1504 0.04 0.04 0.04 0.05 0.07 0.10 0.18 0.30 2016 0.05 0.05 0.06 0.07 0.09 0.13 0.22 0.30 2496 0.06 0.07 0.09 0.09 0.12 0.16 0.25 0.33 3008 0.05 0.06 0.08 0.11 0.15 0.19 0.27 0.34 4000 0.05 0.06 0.08 0.13 0.18 0.21 0.28 0.34 4992 0.05 0.06 0.08 0.15 0.20 0.23 0.29 0.34 6016 0.05 0.06 0.08 0.16 0.20 0.23 0.29 0.34

[0162] In vehicles with P2.5 architecture, the filter coefficient calibration of gear 3 is shown in the following table: In the table, X: overall torque before filtering, Y: engine speed.

[0163] y / x -20 0 20 40 80 120 200 270 992 0.14 0.14 0.05 0.08 0.10 0.13 0.24 0.34 1504 0.08 0.09 0.05 0.06 0.08 0.10 0.24 0.34 2016 0.04 0.04 0.05 0.07 0.10 0.14 0.30 0.35 2496 0.04 0.05 0.06 0.10 0.14 0.21 0.32 0.38 3008 0.04 0.05 0.06 0.12 0.18 0.24 0.34 0.39 4000 0.04 0.05 0.09 0.14 0.20 0.27 0.36 0.39 4992 0.04 0.05 0.09 0.14 0.23 0.30 0.37 0.39 6016 0.04 0.05 0.09 0.14 0.23 0.30 0.37 0.39

[0164] In vehicles with P2.5 architecture, the filter coefficient calibration of 4th gear is shown in the following table: In the table, X: overall torque before filtering, Y: engine speed.

[0165]

[0166]

[0167] In vehicles with P2.5 architecture, the filter coefficient calibration of 5th gear is shown in the following table: In the table, X: overall torque before filtering, Y: engine speed.

[0168] y / x -20 0 20 40 80 120 200 270 992 0.04 0.04 0.06 0.09 0.14 0.20 0.37 0.52 1504 0.04 0.04 0.06 0.09 0.14 0.20 0.37 0.52 2016 0.04 0.04 0.06 0.10 0.17 0.26 0.45 0.53 2496 0.04 0.05 0.07 0.12 0.20 0.32 0.49 0.59 3008 0.04 0.05 0.07 0.15 0.25 0.37 0.52 0.60 4000 0.04 0.05 0.07 0.17 0.29 0.40 0.54 0.60 4992 0.04 0.05 0.07 0.17 0.32 0.45 0.55 0.60 6016 0.04 0.05 0.07 0.17 0.32 0.45 0.55 0.60

[0169] In vehicles with P2.5 architecture, the filter coefficient calibration of 6th gear is shown in the following table: In the table, X: overall torque before filtering, Y: engine speed.

[0170] y / x -20 0 20 40 80 120 200 270 992 0.07 0.09 0.14 0.18 0.27 0.38 0.71 1.00 1504 0.07 0.09 0.14 0.18 0.27 0.38 0.71 1.00 2016 0.07 0.10 0.15 0.20 0.33 0.51 0.86 1.05 2496 0.07 0.10 0.16 0.23 0.39 0.61 0.95 1.13 3008 0.07 0.10 0.17 0.28 0.50 0.71 1.02 1.16 4000 0.07 0.10 0.22 0.33 0.57 0.79 1.06 1.16 4992 0.07 0.10 0.22 0.34 0.64 0.86 1.09 1.16 6016 0.07 0.10 0.22 0.34 0.64 0.86 1.09 1.16

[0171] In vehicles with P2.5 architecture, the filter coefficients for the 7th gear are calibrated as shown in the following table: In the table, X: overall torque before filtering, Y: engine speed.

[0172]

[0173]

[0174] In vehicles with P2.5 structure, the filter coefficient calibration of R gear is shown in the following table: In the table, X: overall torque before filtering, Y: engine speed.

[0175] y / x -20 0 20 40 80 120 200 270 992 0.02 0.07 0.07 0.07 0.13 0.18 0.30 0.39 1504 0.02 0.07 0.07 0.07 0.13 0.18 0.30 0.39 2016 0.02 0.07 0.07 0.09 0.16 0.23 0.39 0.47 2496 0.02 0.07 0.07 0.11 0.20 0.29 0.47 0.55 3008 0.02 0.07 0.07 0.13 0.24 0.34 0.54 0.64 4000 0.02 0.07 0.09 0.16 0.28 0.40 0.62 0.70 4992 0.02 0.07 0.09 0.16 0.28 0.40 0.62 0.70 6016 0.02 0.07 0.09 0.16 0.28 0.40 0.62 0.70

[0176] Based on the gear position, the overall torque before filtering, and the engine speed, an interpolation coefficient (0-1) is obtained by looking up the table; the fast reference and slow reference are obtained by looking up the table based on the overall torque after filtering and the engine speed calculated in the previous cycle, and the required filtering gradient is obtained based on the interpolation coefficient. When the vehicle has other public functions, it is necessary to take the maximum value among the obtained filtering gradient and the filtering rates of cruise control, speed limit, slip control, and body stability control to obtain the final tip in (accelerator) fire road torque filtering gradient, and the engine fire road torque is filtered according to the final filtering gradient.

[0177] Specifically, the actual vehicle calibration is carried out in the vehicle of the P2.5 framework. The filtering principle diagram of the torque of the fire circuit when the accelerator is released is the same as the filtering principle diagram of the torque of the fire circuit when the accelerator is pressed. Figure 5 As shown. However, the calibration method for the filter coefficient, the fast reference of the torque change rate, and the slow reference of the torque change rate during the throttle release fire circuit torque filtering is different from that during the throttle release. Specifically, the calibration method and calibration value of the filter coefficient, the fast reference of the torque change rate, and the slow reference of the torque change rate during the throttle release fire circuit torque filtering are as follows:

[0178] Calibrate the slow reference of the rate of change of the engine fire circuit torque reduction. Calibrate in manual mode 1st gear and clutch lock (if it cannot be locked, 2nd gear can be used). The 1st gear coefficient needs to be set to 0 to shield the influence of the fast reference. The gradient near the zero point torque should be set gentle to weaken the zero-crossing impact caused by the rapid change of the motor torque. For the energy recovery area, the torque gradient in the negative torque area should be fast in order to improve the regen response. The response in other areas should be as fast as possible while ensuring comfort.

[0179] In the table, X is the overall torque after filtering, and Y is the engine speed.

[0180]

[0181]

[0182] Calibrate the fast reference of the rate of change of the engine fire circuit torque reduction. Calibrate in the highest gear in manual mode and lock. Set the coefficient 7 to 1 to shield the influence of the slow reference. The gradient near the zero point torque should be set gentle to reduce the zero-crossing impact caused by the rapid change of the motor torque. In other areas, the response should be as fast as possible while ensuring comfort.

[0183] In the table, X is the overall torque after filtering, and Y is the engine speed.

[0184] y / x -50 -20 0 20 50 100 150 300 1000 405 315 225 315 405 405 405 405 1500 405 315 225 315 405 405 405 405 2000 405 315 225 315 405 405 405 405 2500 405 315 225 315 405 405 405 405 3000 405 315 225 315 405 405 405 405 4000 405 315 225 315 405 405 405 405 5000 405 315 225 315 405 405 405 405 6000 405 315 225 315 405 405 405 405

[0185] The filter coefficients for reducing the engine fire-circuit torque at different gears are calibrated, and a compromise is achieved between smoothness and deceleration feeling by varying the requested torque and engine speed sweep points at different gears in manual mode.

[0186] In vehicles with P2.5 architecture, the filter coefficient calibration of the 1st gear is shown in the following table, where X is the overall torque before filtering and Y is the engine speed.

[0187] y / x -28 -16 -4 0 48 100 152 200 1000 0.19 0.16 0.13 0.13 0.17 0.21 0.61 0.65 1500 0.26 0.17 0.13 0.13 0.15 0.23 0.63 0.66 2000 0.35 0.20 0.13 0.14 0.15 0.25 0.66 0.70 2500 0.42 0.26 0.14 0.14 0.17 0.27 0.67 0.72 3000 0.45 0.31 0.16 0.16 0.17 0.30 0.70 0.74 4000 0.49 0.35 0.16 0.17 0.18 0.33 0.74 0.77 5000 0.49 0.35 0.19 0.19 0.21 0.35 0.79 0.82 6000 0.49 0.35 0.20 0.21 0.23 0.39 0.81 0.84

[0188] In vehicles with P2.5 architecture, the filter coefficient calibration of the 2nd gear is shown in the following table, where X is the overall torque before filtering and Y is the engine speed.

[0189] y / x -28 -16 -4 0 48 100 152 200 1000 0.21 0.21 0.12 0.11 0.23 0.34 0.39 0.46 1500 0.21 0.21 0.12 0.11 0.20 0.38 0.41 0.48 2000 0.24 0.24 0.12 0.09 0.16 0.41 0.44 0.52 2500 0.30 0.27 0.12 0.08 0.18 0.44 0.45 0.53 3000 0.30 0.27 0.12 0.09 0.18 0.45 0.48 0.54 4000 0.30 0.27 0.12 0.12 0.20 0.47 0.52 0.60 5000 0.30 0.27 0.15 0.13 0.22 0.49 0.55 0.63 6000 0.30 0.27 0.16 0.16 0.23 0.54 0.60 0.68

[0190] In vehicles with P2.5 architecture, the filter coefficient calibration of the 3rd gear is shown in the following table, where X is the overall torque before filtering and Y is the engine speed.

[0191] y / x -28 -16 -4 0 48 100 152 200 1000 0.41 0.18 0.16 0.12 0.14 0.28 0.33 0.35 1500 0.41 0.18 0.16 0.12 0.16 0.30 0.36 0.39 2000 0.41 0.18 0.16 0.14 0.16 0.34 0.39 0.42 2500 0.41 0.18 0.16 0.14 0.16 0.35 0.38 0.42 3000 0.41 0.18 0.14 0.16 0.18 0.37 0.39 0.42 4000 0.41 0.18 0.14 0.16 0.18 0.39 0.41 0.44 5000 0.41 0.18 0.14 0.16 0.21 0.39 0.41 0.44 6000 0.41 0.18 0.14 0.18 0.22 0.39 0.41 0.44

[0192] In vehicles with P2.5 architecture, the filter coefficient calibration of 4th gear is shown in the following table, where X is the overall torque before filtering and Y is the engine speed.

[0193] y / x -28 -16 -4 0 48 100 152 200 1000 0.25 0.17 0.15 0.16 0.13 0.28 0.42 0.48 1500 0.25 0.17 0.15 0.16 0.14 0.31 0.46 0.53 2000 0.25 0.17 0.18 0.16 0.14 0.34 0.47 0.54 2500 0.25 0.17 0.20 0.17 0.16 0.39 0.48 0.55 3000 0.25 0.17 0.24 0.18 0.18 0.39 0.48 0.55 4000 0.25 0.17 0.24 0.20 0.18 0.42 0.50 0.57 5000 0.25 0.17 0.24 0.21 0.21 0.42 0.50 0.57 6000 0.25 0.17 0.24 0.22 0.22 0.42 0.50 0.57

[0194] In vehicles with P2.5 architecture, the filter coefficient calibration of the 5th gear is shown in the following table, where X is the overall torque before filtering and Y is the engine speed.

[0195]

[0196]

[0197] In vehicles with P2.5 architecture, the filter coefficient calibration of 6th gear is shown in the following table, where X is the overall torque before filtering and Y is the engine speed.

[0198] y / x -28 -16 -4 0 48 100 152 200 1000 0.20 0.14 0.09 0.11 0.12 0.49 0.62 0.67 1500 0.20 0.14 0.09 0.11 0.12 0.56 0.68 0.75 2000 0.20 0.14 0.11 0.13 0.14 0.63 0.75 0.81 2500 0.20 0.14 0.11 0.13 0.14 0.68 0.81 0.88 3000 0.20 0.14 0.13 0.13 0.14 0.74 0.86 0.92 4000 0.20 0.14 0.13 0.16 0.17 0.81 0.91 0.95 5000 0.20 0.14 0.16 0.17 0.18 0.81 0.91 0.95 6000 0.20 0.14 0.16 0.17 0.18 0.81 0.91 0.95

[0199] In vehicles with P2.5 architecture, the filter coefficients for the 7th gear are calibrated as shown in the following table, where X is the overall torque before filtering and Y is the engine speed.

[0200] y / x -28 -16 -4 0 48 100 152 200 1000 0.24 0.18 0.14 0.11 0.13 0.37 0.46 0.52 1500 0.24 0.18 0.14 0.11 0.13 0.39 0.48 0.54 2000 0.24 0.18 0.14 0.13 0.16 0.41 0.51 0.58 2500 0.24 0.18 0.20 0.13 0.16 0.44 0.53 0.60 3000 0.24 0.18 0.20 0.13 0.16 0.46 0.56 0.63 4000 0.24 0.18 0.24 0.16 0.18 0.50 0.59 0.65 5000 0.24 0.18 0.24 0.17 0.20 0.50 0.59 0.65 6000 0.24 0.18 0.24 0.17 0.20 0.54 0.65 0.65

[0201] In vehicles with P2.5 structure, the filter coefficient calibration of R gear is shown in the following table, where X is the overall torque before filtering and Y is the engine speed.

[0202]

[0203]

[0204] An interpolation coefficient (0-1) is obtained by looking up a table based on the gear position, the overall torque before filtering, and the engine speed; a fast reference and a slow reference are obtained by looking up a table based on the overall torque after filtering and the engine speed calculated in the previous cycle; the required filtering rate is obtained based on the interpolation coefficient; and the maximum value of the filtering rates of cruise control, speed limit, slip control, and body stability control is also required to obtain the final tip out fire circuit torque filtering rate.

[0205] As another specific embodiment of the present invention, Figure 6As shown, the torque filtering method includes a second filtering method, and the second filtering method includes the following steps:

[0206] SS11 obtains vehicle information;

[0207] SS21 calculates the overall torque based on the vehicle’s information;

[0208] SS31 obtains the filter coefficient, fast torque reference and slow torque reference according to the overall torque;

[0209] SS41 filters the engine torque according to the filter coefficient, the fast torque reference and the slow torque reference to obtain the filtered torque.

[0210] The vehicle information, calculating the overall torque based on the vehicle information, and obtaining the filter coefficient based on the overall torque are the same as the above method.

[0211] The engine's torque includes the gas circuit torque when the accelerator is pressed;

[0212] When the gas circuit torque when the accelerator is pressed meets any one of the following fifth conditions, the gas circuit torque when the accelerator is pressed is filtered; wherein the fifth condition includes:

[0213] The actual crankshaft torque is less than the third threshold and the requested engine torque rising slope is greater than the fourth threshold and satisfies the first condition, while the actual crankshaft torque satisfies the third condition; or

[0214] When switching from pure electric mode to hybrid mode, the acceleration condition of pressing the accelerator meets the first condition and the torque of the accelerator meets the third condition.

[0215] Specifically, the filtering principle diagram of the gas path torque when the accelerator is pressed is as follows: Figure 6 Specifically, the filtered gas circuit torque after the accelerator pedal is obtained by adding the filtered reserve torque to the filtered fire circuit torque after the accelerator pedal is pressed.

[0216] The filtered reserve torque is obtained by filtering the reserve torque according to the second filtering method;

[0217] Optionally, the step of filtering the reserve torque according to the second filtering method comprises:

[0218] Calculate overall torque based on vehicle information;

[0219] Obtaining a filter coefficient, a reserve torque fast reference, and a reserve torque slow reference according to the overall torque;

[0220] The reserve torque is filtered according to the filter coefficient, the reserve torque fast reference and the reserve torque slow reference to obtain a filtered reserve torque.

[0221] In the filtering method of this embodiment, the torque fast reference and the torque slow reference are also obtained by calibration based on the overall torque and the engine speed. The accelerator gas path torque is directly obtained by filtering the filter coefficient, the torque fast reference and the torque slow reference according to the filtering formula L=R×FR+(1-R)×SR, where FR is the torque fast reference and SR is the torque slow reference.

[0222] The slow benchmark for calibrating the engine gas circuit reserve torque is calibrated at different speeds and requested overall torques. The appropriate engine ignition angle retreat angle is selected under the premise of ensuring response. Too much retreat angle will affect fuel consumption, and too little retreat angle will easily cause impact, which is more obvious in high temperature environments. The specific calibration data is shown in the table below.

[0223] Among them, in the table, X: overall torque after filtering Y: engine speed.

[0224] y / x -52 -28 -4 4 12 24 48 72 736 28 18 6 8 10 12 14 20 992 28 18 6 8 10 12 14 20 1248 28 18 6 8 10 12 14 20 1504 28 18 6 8 10 12 14 20 1760 32 20 8 8 10 12 14 20 2016 32 20 8 8 10 12 14 20 3008 30 18 6 8 10 10 10 16 6016 28 16 4 6 8 10 10 14

[0225] 5) Calibrate the quick benchmark of the engine gas circuit reserve torque, and select the appropriate engine ignition angle retreat angle under the premise of ensuring response at different speeds and requested overall torque.

[0226] The specific calibration data is shown in the table below. In the table, X: overall torque after filtering Y: engine speed.

[0227] y / x -52 -28 -4 4 12 24 48 120 736 48 30 10 14 28 46 50 90 992 48 30 10 14 28 46 50 90 1248 48 30 10 14 28 46 50 90 1504 48 30 10 14 28 46 50 90 1760 56 36 16 20 32 46 50 90 2016 62 44 24 26 36 46 50 90 3008 46 32 18 26 36 46 50 90 6016 46 32 18 26 36 46 50 90

[0228] After the gas path filtering conditions are met, the tip-in demand gas path torque will be reset to the current actual base crankshaft torque first, and then change to the target value on this basis. The target value of the tip-in demand gas path torque is the request fire path torque after filtering in the previous loop plus the reserve torque. The filter coefficient of the gas path torque filter is equal to the filter coefficient of the fire path torque filter multiplied by the correction coefficient, which is obtained by looking up the table of the overall torque and speed after filtering.

[0229] The calibration values ​​of the correction coefficients are shown in the following table: where X is the overall torque after filtering and Y is the engine speed.

[0230] y / x -20 -5 20 40 80 120 200 300 768 1 5 10 31 31 31 31 31 992 1 5 10 31 31 31 31 31 1408 1 5 10 31 31 31 31 31 2016 1 5 10 31 31 31 31 31 2496 1 5 10 31 31 31 31 31 3008 1 5 10 31 31 31 31 31

[0231] The reserve torque is interpolated between the fast and slow references using the previously calculated fire-path slow / fast interpolation factor.

[0232] Specifically, in the accelerator gas circuit torque, since the accelerator gas circuit torque is the sum of the accelerator fire circuit torque and the reserve torque, the filtered accelerator gas circuit torque is the sum of the filtered accelerator fire circuit torque and the filtered reserve torque. The filtering of the reserve torque in this embodiment is performed according to the second filtering method.

[0233] As another embodiment of the present invention, in this embodiment, the torque of the engine includes the throttle release gas circuit torque;

[0234] When the throttle release gas circuit torque satisfies all of the following sixth conditions, the throttle release gas circuit torque filtering is performed;

[0235] The sixth condition includes:

[0236] The vehicle's required crankshaft torque slope is less than a fifth threshold;

[0237] The vehicle's required crankshaft torque is less than the maximum crankshaft torque at the current speed;

[0238] The difference between the filtered fire circuit torque and the required crankshaft torque before filtering is greater than a sixth threshold;

[0239] The second condition of releasing the accelerator is all met;

[0240] The fourth condition of releasing the accelerator is met;

[0241] The vehicle was not out of fuel;

[0242] The throttle release gas circuit torque is obtained by filtering according to the second filtering method;

[0243] Optionally, the step of filtering the throttle release gas circuit torque according to the second filtering method includes:

[0244] Calculate overall torque based on vehicle information;

[0245] According to the overall torque, a filter coefficient, a gas path torque fast reference and a gas path torque slow reference are obtained;

[0246] The throttle-off gas circuit torque is filtered according to the filter coefficient, the gas circuit torque fast reference and the gas circuit torque slow reference to obtain the filtered throttle-off gas circuit torque.

[0247] Among them, in the vehicle with P2.5 architecture, the fifth threshold is 0 and the sixth threshold is about 3Nm.

[0248] That is, the gas path torque after the throttle is released is directly filtered by the second filtering method. The specific filtering principle diagram is as follows: Figure 7 As shown. Among them, the gas circuit torque fast reference is obtained by calibrating the filtered overall torque and engine speed. The gas circuit torque slow reference is obtained according to the filtered overall torque and engine speed calibration. The throttle release gas circuit torque is directly obtained by combining the filter coefficient, the gas circuit torque fast reference and the gas circuit torque slow reference with the filter formula, that is, L=R×FR+(1-R)×SR to obtain the filtered torque, among which FR is the gas circuit torque fast reference and SR is the gas circuit torque slow reference.

[0249] The engine gas circuit torque slow reference is calibrated to follow the requested fire circuit torque at different speeds and requested overall torques, ensuring that the throttle opening response is fast enough so that the gas circuit requested torque can be finally output.

[0250] In the table, X is the overall requested torque after filtering, and Y is the engine speed.

[0251] y / x -30 0 12 20 50 100 200 400 992 -8.8 0 9.6 16 40 72 144 256 2016 -8.8 0 9.6 16 40 72 144 256 3008 -8.8 0 9.6 16 40 72 144 256 4992 -8.8 0 9.6 16 40 72 144 256

[0252] The engine gas circuit torque fast benchmark is calibrated to follow the requested fire circuit torque at different speeds and requested overall torques, so as to ensure that the throttle opening response is fast enough and the gas circuit requested torque can be finally output. In the table, X is the overall requested torque after filtering, and Y is the engine speed.

[0253] y / x -30 0 12 20 50 100 200 400 992 -11 0 12 20 50 90 180 320 2016 -11 0 12 20 50 90 180 320 3008 -11 0 12 20 50 90 180 320 4992 -11 0 12 20 50 90 180 320

[0254] When the gas circuit tip out filtering condition is met, the filter coefficient of the fire circuit torque when the accelerator is released at the tip out calculated previously is interpolated between the gas circuit torque fast reference and the gas circuit torque slow reference.

[0255] The following will specifically explain the vehicle based on the P2.5 architecture.

[0256] Under specific working conditions and specific values, the filter coefficient, torque change rate fast reference and torque change rate slow reference of the vehicle can be directly obtained by checking the corresponding data of the calibration chart. Of course, the data of each vehicle model is different, and the calibration methods of the filter coefficient, torque change rate fast reference and torque change rate slow reference are the same, but the final calibration filter coefficient, torque change rate fast reference and torque change rate slow reference data are different.

[0257] The curves of the requested torque of the engine and the requested torque of the motor before and after filtering with time when the vehicle is in a tip-in acceleration condition are as follows: Figure 8 It is obvious that the torque responds quickly when it does not cross zero, and is smoother when it crosses zero.

[0258] The curves of the requested torque of the engine and the requested torque of the motor before and after filtering with time when the vehicle is in a tip-out condition are as follows: Fig. 9 It is obvious that the torque responds quickly when it does not cross zero, and is smoother when it crosses zero.

[0259] As a specific embodiment of the present invention, a control system of a vehicle of this embodiment may include a memory and a processor, wherein a control program is stored in the memory, and when the control program is executed by the processor, it is used to implement the control method of the vehicle according to the above. The processor may be a central processing unit (CPU for short), or a digital processing unit, etc. The processor sends and receives data through a communication interface. The memory is used to store the program executed by the processor. The memory is any medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, or it may be a combination of multiple memories. The above-mentioned computing program can be downloaded from a computer-readable storage medium to a corresponding computing / processing device or downloaded to a computer or an external storage device via a network (e.g., the Internet, a local area network, a wide area network, and / or a wireless network).

[0260] As a specific embodiment of the present invention, this embodiment also provides a vehicle, which may include the control system of the above vehicle. Only the vehicle with the control system has a filtering system to filter the torque of the vehicle, and the vehicle outputs the filtered torque to control the operation of the engine, so that the vehicle improves the smoothness of the vehicle and avoids impact when the torque passes through zero in the acceleration or deceleration conditions of each gear. When the vehicle is accelerating or decelerating and the torque is not passing through zero, the response is accelerated as much as possible while ensuring comfort.

[0261] At this point, those skilled in the art should recognize that, although multiple exemplary embodiments of the present invention have been shown and described in detail herein, many other variations or modifications that conform to the principles of the present invention can still be directly determined or derived based on the content disclosed in the present invention without departing from the spirit and scope of the present invention. Therefore, the scope of the present invention should be understood and recognized as covering all these other variations or modifications.

Claims

1. A vehicle control method, characterized in that: include, Obtain vehicle operating condition information; determining whether it is necessary to filter the torque of the engine according to the operating condition information of the vehicle; If necessary, filtering the torque of the engine according to a torque filtering method to obtain a filtered torque; controlling the operation of the engine according to the filtered torque; The vehicle operating condition information also includes the vehicle being in a deceleration condition when the accelerator is released; When the vehicle is in a deceleration condition with the accelerator pedal released and all of the second conditions are not satisfied, it is determined that the torque of the engine needs to be filtered; The second condition includes: The vehicle is in neutral; The engine speed of the vehicle is less than a preset speed; or The vehicle's transmission is in gear but the vehicle's clutch is disengaged.

2. The vehicle control method according to claim 1, characterized in that: The vehicle operating condition information includes the vehicle being in an accelerator-pressing acceleration condition; When the vehicle is in an accelerator-pressing acceleration condition and all of the first conditions are not met, it is determined that the torque of the engine needs to be filtered; The first condition includes: The vehicle is in the process of shifting gears; or The transmission of the vehicle is in gear, but the clutch of the vehicle is in a disengaged state.

3. The vehicle control method according to claim 2, characterized in that: The torque filtering method includes a first filtering method, and the first filtering method includes the following steps: Get vehicle information; calculating the overall torque based on the vehicle information; According to the overall torque, a filter coefficient, a fast reference of a torque change rate, and a slow reference of a torque change rate are obtained; Calculate a filter gradient according to the filter coefficient, the fast reference of the torque change rate, and the slow reference of the torque change rate; The engine torque is filtered according to the filtering gradient to obtain a filtered torque.

4. The vehicle control method according to claim 3, characterized in that: After the filter gradient is calculated according to the filter coefficient, the fast reference of the torque change rate and the slow reference of the torque change rate, the following further comprises: Determining whether the vehicle has other requested torques, wherein the other requested torques include a requested torque when the vehicle is in a cruise mode, a requested torque when the vehicle is in a speed limit mode, a requested torque when wheels slip, and a requested torque of a vehicle stability system; If so, taking the maximum value among the filter gradient and the change rate of other requested torques as the final filter gradient of the engine; The torque of the engine is filtered according to the final filtering gradient to obtain a filtered torque.

5. The vehicle control method according to claim 4, characterized in that: The torque of the engine includes a pedal-on fire-circuit torque and a pedal-off fire-circuit torque; When the accelerator pedal is pressed, the ignition path torque is filtered when the ignition path torque satisfies the following third condition, wherein the third condition includes: When all of the first conditions are not met, and the difference between the required crankshaft torque and its filtered value is greater than a first threshold; The accelerator pedal fire torque is filtered according to the first filtering method to obtain a filtered accelerator pedal fire torque. When the accelerator is released, the fire circuit torque is filtered when the fire circuit torque satisfies the following fourth condition at the same time, and the fourth condition includes: When none of the second conditions are satisfied, the difference between the required crankshaft torque of the vehicle and the filtered value thereof is less than a second threshold; The throttle release fire circuit torque is filtered according to the first filtering method to obtain a filtered throttle release fire circuit torque.

6. The vehicle control method according to claim 5, characterized in that: The torque filtering method includes a second filtering method, and the second filtering method includes the following steps: Get vehicle information; calculating the overall torque based on the vehicle information; Obtaining a filter coefficient, a fast torque reference, and a slow torque reference according to the overall torque; The torque of the engine is filtered according to the filter coefficient, the fast torque reference, and the slow torque reference to obtain a filtered torque.

7. The vehicle control method according to claim 6, characterized in that: The engine torque includes the accelerator gas circuit torque; When the accelerator-pressed gas circuit torque satisfies any one of the following fifth conditions, the gas circuit torque when the accelerator is pressed is filtered; wherein the fifth condition includes: The actual crankshaft torque is less than the third threshold and the requested engine torque rising slope is greater than the fourth threshold and the first condition is satisfied, and the actual crankshaft torque satisfies the third condition; or When the vehicle switches from the pure electric mode to the hybrid mode, the accelerator acceleration condition satisfies the first condition and the accelerator power torque satisfies the third condition.

8. The vehicle control method according to claim 7, characterized in that: The filtered gas circuit torque after the accelerator pedal is obtained by adding the filtered reserve torque to the filtered fire circuit torque after the accelerator pedal pedal is pressed; The filtered reserve torque is obtained by filtering the reserve torque according to the second filtering method.

9. The vehicle control method according to claim 8, characterized in that: The step of filtering the reserve torque according to the second filtering method comprises: calculating the overall torque based on the vehicle information; Obtaining a filter coefficient, a reserve torque fast reference, and a reserve torque slow reference according to the overall torque; The reserve torque is filtered according to the filter coefficient, the reserve torque fast reference, and the reserve torque slow reference to obtain a filtered reserve torque.

10. The vehicle control method according to claim 7, characterized in that: The engine torque includes the throttle release gas circuit torque; When the throttle release gas circuit torque satisfies all of the following sixth conditions, the throttle release gas circuit torque filtering is performed; The sixth condition includes: The required crankshaft torque slope of the vehicle is less than a fifth threshold; The required crankshaft torque of the vehicle is less than the maximum crankshaft torque at the current speed; The difference between the filtered fire circuit torque and the required crankshaft torque before filtering is greater than a sixth threshold; The second condition of releasing the accelerator pedal is all satisfied; The fourth condition of releasing the accelerator pedal is satisfied; The vehicle was not out of fuel; The throttle release gas circuit torque is obtained by filtering according to the second filtering method.

11. The vehicle control method according to claim 10, characterized in that: The step of filtering the throttle release gas circuit torque according to the second filtering method comprises: calculating the overall torque based on the vehicle information; According to the overall torque, a filter coefficient, a gas path torque fast reference and a gas path torque slow reference are obtained; The throttle-off gas circuit torque is filtered according to the filter coefficient, the gas circuit torque fast reference, and the gas circuit torque slow reference to obtain a filtered throttle-off gas circuit torque.

12. The vehicle control method according to claim 11, characterized in that: The vehicle information includes: engine speed, engine wheel end request torque before filtering, motor wheel end request torque before filtering, engine wheel end request torque after filtering, motor wheel end request torque T4 after filtering, and speed ratio of engine torque transmission shaft; The overall torque includes the overall torque before filtering and the overall torque after filtering; and the overall torque before filtering and the overall torque after filtering are respectively obtained by the following formulas: T6=(T1+ T2) / i,T5=(T3+ T4) / i,where, T6 is the overall torque before filtering, T5 is the overall torque after filtering, v is the engine speed, T1 is the engine wheel end request torque before filtering, T2 is the motor wheel end request torque before filtering, T3 is the engine wheel end request torque after filtering, T4 is the motor wheel end request torque after filtering, and i is the speed ratio of the engine torque transmission shaft.

13. The vehicle control method according to claim 12, characterized in that: The filter coefficient is calibrated according to the overall torque before filtering and the engine speed; The slow reference of the torque change rate and the fast reference of the torque change rate are calibrated according to the filtered overall torque and the engine speed.

14. The vehicle control method according to claim 13, characterized in that: The filter gradient is calculated according to the filter coefficient, the fast reference of the torque change rate and the slow reference of the torque change rate, or the filter coefficient, the fast reference of the torque and the slow reference of the torque are obtained according to the overall torque to filter the torque of the engine to obtain the filtered torque, which is calculated using the following formula: L = R × FR + (1- R) × SR Wherein, L is the filter gradient, R is the filter coefficient, FR is the fast reference of the torque change rate or the fast reference of the torque, and SR is the slow reference of the torque change rate or the slow reference of the torque.

15. A vehicle control system, characterized in that: The invention comprises a memory and a processor, wherein a control program is stored in the memory, and when the control program is executed by the processor, it is used to implement the vehicle control method according to any one of claims 1 to 14.

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