A method for dynamic control of engine torque

Abstract

The application provides an engine torque dynamic control method, and relates to the technical field of vehicle control, steps S1: judging whether the current system is in an automatic mode or a manual mode, if the system is in the manual mode, entering step S8, otherwise, entering step S2; step S2: judging whether the system is in an economic mode or a power mode, if the system is in the power mode, entering step S4; step S4: entering the power mode, using a power mode version throttle map curve, if the mode is switched back to the economic mode or the system is switched to the manual mode, entering step S9; step S5: judging the mode according to the slope and the load, including the following steps: step S6: entering an empty vehicle mode, the empty vehicle mode using an equal division throttle MAP curve; step S7: entering a high gear limit torque mode; step S8: entering a normal mode; and step S9: returning.The application improves fuel economy and solves the problem of the increase of fuel consumption caused by the excess engine capacity under some working conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method for dynamic control of engine torque. Background Technology

[0002] With the booming development of the vehicle transportation industry, people are paying more and more attention to the economic performance of vehicles. Especially after the popularization of high-horsepower engines, the engine capacity is excessive in some working conditions, leading to increased fuel consumption and transportation costs. Therefore, higher requirements are placed on the economy of vehicles.

[0003] In the prior art, patent 202111147290.9 discloses an engine economy mode control method and a vehicle. This document discloses that in step S101, after determining that the user has selected to enter the economy mode via a control switch corresponding to the economy mode, the vehicle is controlled to enter the economy mode. This document describes installing a control switch corresponding to the economy mode in the vehicle's cab. When the vehicle is in power mode (i.e., during normal vehicle operation), if the user closes the control switch, the vehicle can be controlled to switch from power mode to economy mode. Furthermore, when the vehicle enters economy mode, the engine speed changes from the current speed to the target speed. Step S102: Maintain the engine at a constant target speed. After controlling the vehicle to enter economy mode, the engine can maintain a constant target speed. Step S103: After detecting that the user has pressed the accelerator, causing the engine speed to exceed a set speed threshold, and this continues for a set duration, the vehicle is controlled to exit economy mode. After the vehicle enters Eco mode, if the user presses the accelerator and causes the engine speed to exceed a set threshold (i.e., the engine speed exceeds the target speed), and the difference between this speed and the target speed meets the set threshold, and this continues for a set duration, the vehicle can exit Eco mode. After exiting Eco mode, the vehicle can enter Power mode. Before confirming the user's selection to enter Eco mode via the corresponding control switch, it is necessary to ensure that the engine is running at a speed greater than or equal to idle speed and that the engine is in normal working order. Idle speed is the engine speed when the engine is running at zero throttle.

[0004] Therefore, the aforementioned document indicates that after the user selects to exit the economy mode via the corresponding control switch, the vehicle can be controlled to exit economy mode. After exiting economy mode, the vehicle then enters power mode. In power mode, engine speed is controlled by the user's throttle input. This method cannot dynamically limit engine torque based on current road conditions and in coordination with other controllers, thus increasing fuel consumption. Furthermore, the document only considers economy and power modes, and the mode switching process only considers throttle input and engine speed, leading to excessive engine power in some operating conditions and increased fuel consumption. Summary of the Invention

[0005] This invention provides a dynamic engine torque control method that, based on current road conditions, coordinates with other controllers to dynamically limit engine torque, thereby improving fuel economy and solving problems existing in the prior art. The method includes:

[0006] The methods include:

[0007] Step S1: Determine whether the current system is in automatic mode or manual mode. If it is in manual mode, proceed to step S8; otherwise, proceed to step S2.

[0008] Step S2: Determine whether the system is in economic mode or power mode. If it is in power mode, proceed to step S4; otherwise, proceed to step S3. If the signal is incorrect or the timeout occurs, proceed to step S9.

[0009] Step S3: If the atmospheric pressure signal exceeds the preset threshold, proceed to S8;

[0010] If the atmospheric pressure is lower than the set atmospheric pressure lower limit B1, proceed to step S4;

[0011] After entering S4, if the air pressure is higher than B2, exit S4 and proceed to step S9;

[0012] If the atmospheric pressure is higher than B1, proceed to step S5;

[0013] Step S4: Enter power mode and use the power mode version of the throttle map curve. If the mode switches back to economy mode or the system switches to manual mode, proceed to step S9.

[0014] Step S5: Determine the mode based on the slope and load, including the following steps:

[0015] Step S6: Enter no-load mode. In no-load mode, the throttle MAP curve is divided equally.

[0016] Step S7: Enter high-end torque limiting mode;

[0017] Step S8: Enter normal mode;

[0018] Step S9: Return.

[0019] It should be further explained that in step S5,

[0020] Step S51: When the slope is greater than the lower limit P1 or the signal times out, proceed to step S8;

[0021] Step S52: If no load signal is received or the signal times out, proceed to step S8;

[0022] Step S53: When the load is less than the empty vehicle load M aWhen the load exceeds the limit M1, proceed to step S6. After entering the empty vehicle mode, exit S6 and proceed to S9.

[0023] Step S54: When the load weight is greater than the full load weight M b When the load is below the upper limit value M4, proceed to step S4 and enter power mode. When the load is below the upper limit value M4, exit S4 and proceed to S9.

[0024] Step S55: When the load is greater than the limit M3 and the ramp is greater than the ramp height limit P2, proceed to step S4. If the ramp is less than the lower limit P3 or the load is less than the limit M2 after entering S4, exit S4 and proceed to S9.

[0025] Step S56: When the load is at the empty vehicle load M a and full load weight M b When in between, determine whether the gear is in the high gear range. If it is not in the high gear range, proceed to step S8; if it is in the high gear range, proceed to step S7. If the gearbox exits the high gear range after entering S7, exit S7 and proceed to S9.

[0026] It should be further noted that the lower limit of atmospheric pressure is set as B1, and the upper limit of atmospheric pressure is set as B2. <B2;

[0027] Empty vehicle load capacity M a Full load capacity M b Load variable ΔM, load factor α i β i Load limit M i where i is a positive integer, M a <M i <M i+1 <M b Ramp minimum limit P1, ramp maximum limit P2, P1 <P2;

[0028] Where: ΔM=M b -M a ;

[0029] M i =(M a +M b ) / 2+(α i -β i )*ΔM / 2.

[0030] It should be further explained that the engine PTO torque limiting function enables dynamic switching of multiple external characteristic modes;

[0031] The modes include: Power Mode, No-load Mode, High-gear Torque Limiting Mode, and Normal Mode;

[0032] The expressions for the throttle map curve space coordinate system in the four modes are as follows:

[0033] y = a1x n +a2x n-1 +a3x n-2 +···+a n x+a n+1 .

[0034] Where n is a positive integer; a n is a coefficient.

[0035] Power mode: This mode is entered and exited based on air pressure, mass, and slope.

[0036] Using the throttle-to-speed map curve, where x represents engine speed in rpm and y represents torque in N·m, the spatial coordinate system expression of the throttle-to-speed map curve is:

[0037] y = -0.0029x² + 7.4x - 1906.

[0038] Empty vehicle mode: Enters when the mass and air pressure are below the corresponding preset thresholds, and exits when they are above the corresponding preset thresholds;

[0039] Using an equally divided throttle map curve, where x represents engine speed in rpm and y represents torque in N·m, the spatial coordinate system expression for the throttle map curve is:

[0040] y = -0.0024x² + 6.35x - 1634.

[0041] High-gear torque limiting mode: The transmission is in a high gear range, in non-power mode. The system uses air pressure and mass to determine whether to enter and exit the high-gear torque limiting mode.

[0042] Adjust the throttle map curve according to the gear position. x represents engine speed in rpm, y represents torque in N·m. The spatial coordinate system expression for the throttle map curve is:

[0043] y=-10-8x4+6*10-5x3-0.134x2+123.6x-38242.

[0044] Normal mode: Normal mode is used when the conditions for power mode, no-load mode, and high-gear torque limiting mode are not met.

[0045] In normal mode, the throttle MAP curve is divided into equal parts, where x represents engine speed in rpm and y represents torque in N·m. The spatial coordinate system expression for the throttle MAP curve is:

[0046] y = -0.0027x² + 7.1x - 1815.

[0047] It should be further noted that when the load is not calculated, the ramp sensor is not set to zero, the TCU is not placed correctly, the sensor is damaged, or no relevant signal is received, the system defaults to normal mode.

[0048] As can be seen from the above technical solutions, the present invention has the following advantages:

[0049] The engine torque dynamic control method provided by this invention can dynamically limit engine torque based on current road conditions and in coordination with other controllers, select an appropriate torque limiting mode, and dynamically adjust the throttle map curve for different modes, thereby improving fuel economy and solving the problem of increased fuel consumption caused by excessive engine capacity under certain operating conditions. Attached Figure Description

[0050] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 This is a flowchart of the engine torque dynamic control method. Detailed Implementation

[0052] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0053] The engine torque dynamic control method provided by this invention incorporates both hardware and software technologies. The fundamental technologies for engine torque dynamic control generally include sensors, dedicated intelligent chips, cloud computing, distributed storage, big data processing technology, and operation / interaction system technology.

[0054] like Figure 1 As shown, the engine torque dynamic control method provided by this invention uses the engine PTO torque limiting function to dynamically switch between multiple external characteristic modes, specifically including four modes: power mode, no-load mode, high-gear torque limiting mode, and normal mode.

[0055] The expressions for the throttle map curve space coordinate system in the four modes are as follows:

[0056] y = a1x n +a2x n-1 +a3xn-2 +···+a n x+a n+1 .

[0057] Where n is a positive integer; a n The coefficient can be set based on the actual torque state of the engine or based on the experience data obtained by the testers during the test.

[0058] The results obtained in this embodiment, based on experience data derived by the testers during the testing process, are as follows:

[0059] The power mode is determined by factors such as air pressure, mass, and gradient. The throttle map curve, where x represents engine speed in rpm and y represents torque in N·m, is expressed in spatial coordinates as follows:

[0060] y = -0.0029x² + 7.4x - 1906;

[0061] Empty vehicle mode: Entered when mass and air pressure are below a certain value, exited when they are above a certain value. Using an equally divided throttle map curve, where x represents engine speed in rpm and y represents torque in N·m, the spatial coordinate expression of the throttle map curve is:

[0062] y = -0.0024x² + 6.35x - 1634;

[0063] High-gear torque limiting mode: The transmission is in a high gear range, in non-power mode. Entry and exit from this mode are determined by factors such as air pressure and mass. The throttle map curve is adjusted according to the gear position. x represents engine speed in rpm, and y represents torque in N·m. The spatial coordinate expression for the throttle map curve is:

[0064] y=-10-8x4+6*10-5x3-0.134x2+123.6x-38242;

[0065] Normal Mode: This mode is used when the conditions of the above three modes are not met. Using an equally divided throttle MAP curve, where x represents engine speed in rpm and y represents torque in N·m, the spatial coordinate system expression for the throttle MAP curve is:

[0066] y = -0.0027x² + 7.1x - 1815;

[0067] For the present invention, when the system fails to calculate the load, the ramp sensor is not set to zero, the TCU is incorrectly placed, the sensor is damaged, or no relevant signal is received, the system defaults to the normal mode.

[0068] Based on the above four modes, the engine torque dynamic control method provided by the present invention involves the following steps:

[0069] Set the low limit of atmospheric pressure as B1, the high limit of atmospheric pressure as B2, B1 < B2; the empty vehicle load is M a , the full load is M b , the load variable is ΔM, and the load coefficient is α i and β i , the load limit is M i , where i is a positive integer, M a < M i < M b , M i < M i+1 ; the low limit of the slope is P1, the high limit of the slope is P2, P1 < P2;

[0070] Where: ΔM = M b - M a ;

[0071] M i = (M a + M b ) / 2 + (α i - β i ) * ΔM / 2;

[0072] Step S1: Determine whether the current system is in the automatic mode or the manual mode. If it is the manual mode, go to step S8; otherwise, go to step S2;

[0073] Step S2: Determine whether the system is in the economic mode or the power mode. If it is in the power mode, go to step S4; otherwise, go to step S3. If the signal is incorrect or timed out, go to S9;

[0074] Step S3: If the atmospheric pressure signal is timed out, go to S8; if the atmospheric pressure is lower than B1, go to step S4. After entering S4, when the air pressure is higher than B2, exit S4 and enter step S9; if the atmospheric pressure is higher than B1, go to step S5;

[0075] Step S4: Enter the power mode and use the throttle Map curve for the power mode. If the mode switches back to the economic mode or the system switches to the manual mode, go to step S9;

[0076] Step S5: Perform mode determination based on the slope and load, including the following steps:

[0077] Step S51: When the slope is greater than the low limit P1 or the signal is timed out, go to step S8;

[0078] Step S52: When the load signal is not received or the signal is timed out, go to step S8;

[0079] Step S53: When the load is less than M a When the load exceeds the limit M1, proceed to step S6. After entering the empty vehicle mode, exit S6 and proceed to S9.

[0080] Step S54: When the load is greater than M b When the load is below the upper limit value M4, proceed to step S4 and enter power mode. When the load is below the upper limit value M4, exit S4 and proceed to S9.

[0081] Step S55: When the load is greater than the limit M3 and the ramp is greater than P2, proceed to step S4. If the ramp is less than the lower limit P3 or the load is less than the limit M2 after entering S4, exit S4 and proceed to S9.

[0082] Step S56: When the load is at M a and M b When in between, determine whether the gear is in the high gear range. If it is not in the high gear range, proceed to step S8; if it is in the high gear range, proceed to step S7. If the transmission exits the high gear range after entering S7, exit S7 and proceed to S9. In addition, the high gear range can be defined according to different transmissions.

[0083] Step S6: Enter no-load mode. In no-load mode, the throttle MAP curve is divided equally.

[0084] Step S7: Enter high-end torque limiting mode;

[0085] Step S8: Enter normal mode;

[0086] Step S9: Return.

[0087] Thus, this invention can dynamically limit engine torque, thereby improving fuel economy. It also provides four modes: power mode, idle mode, high-gear torque-limiting mode, and normal mode. Different driving modes are switched based on different engine torque and throttle conditions to ensure vehicle fuel economy. This achieves dynamic limitation of engine torque throughout the entire process, ensuring timely and scientific adjustments to various vehicle modes.

[0088] The units and algorithm steps of the various examples described in the embodiments of the engine torque dynamic control method provided by this invention can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of each example have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0089] The flowchart of the engine torque dynamic control method provided by this invention illustrates the possible architecture, functions, and operations of the apparatus, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in the flowchart or block diagram may represent a module, program segment, or portion of code containing one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the figures. Furthermore, it should be noted that each block in the block diagram and / or flowchart, and combinations of blocks in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0090] In the engine torque dynamic control method provided by this invention, computer program code for performing the operations of this disclosure can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include, but are not limited to, object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or power server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (exemplarily using an Internet service provider for Internet connection).

[0091] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for dynamic control of engine torque, characterized in that, The methods include: Step S1: Determine whether the current system is in automatic mode or manual mode. If it is in manual mode, proceed to step S8; otherwise, proceed to step S2. Step S2: Determine whether the system is in economic mode or power mode. If it is in power mode, proceed to step S4; otherwise, proceed to step S3. If the signal is incorrect or the timeout occurs, proceed to step S9. Step S3: If the atmospheric pressure signal exceeds the preset threshold, proceed to S8; If the atmospheric pressure is lower than the set atmospheric pressure lower limit B1, proceed to step S4; After entering S4, if the air pressure is higher than B2, exit S4 and proceed to step S9; If the atmospheric pressure is higher than B1, proceed to step S5; Step S4: Enter power mode and use the power mode version of the throttle map curve. If the mode switches back to economy mode or the system switches to manual mode, proceed to step S9. Step S5: Determine the mode based on the slope and load, including the following steps: Step S6: Enter no-load mode. In no-load mode, the throttle MAP curve is divided equally. Step S7: Enter high-end torque limiting mode; Step S8: Enter normal mode; Step S9: Return; In step S5, Step S51: When the slope is greater than the lower limit P1 or the signal times out, proceed to step S8; Step S52: If no load signal is received or the signal times out, proceed to step S8; Step S53: When the load is less than the empty vehicle load M a When the load exceeds the limit M1, proceed to step S6. After entering the empty vehicle mode, exit S6 and proceed to S9. Step S54: When the load weight is greater than the full load weight M b When the load is below the upper limit value M4, proceed to step S4 and enter power mode. When the load is below the upper limit value M4, exit S4 and proceed to S9. Step S55: When the load is greater than the limit M3 and the ramp is greater than the ramp height limit P2, proceed to step S4. If the ramp is less than the lower limit P3 or the load is less than the limit M2 after entering S4, exit S4 and proceed to S9. Step S56: When the load is at the empty vehicle load M a and full load weight M b When in between, determine whether the gear is in the high gear range. If it is not in the high gear range, proceed to step S8; if it is in the high gear range, proceed to step S7. If the gearbox exits the high gear range after entering S7, exit S7 and proceed to S9. In the method, the lower limit of atmospheric pressure is set as B1, and the upper limit of atmospheric pressure is set as B2. <B2; Empty vehicle load capacity M a Full load capacity (M) b Load variable ΔM, load factor α i β i Load limit M i where i is a positive integer, M a < M i < M i+1 < M b Ramp minimum limit P1, ramp maximum limit P2, P1 <P2; Where: ΔM=M b -M a ; M i =(M a +M b ) / 2+(a i -b i ) *ΔM / 2。 2. The engine torque dynamic control method according to claim 1, characterized in that, In this method, the engine PTO torque limiting function is used to dynamically switch between multiple external characteristic modes. The modes include: Power Mode, No-load Mode, High-gear Torque Limiting Mode, and Normal Mode; The expressions for the throttle map curve space coordinate system in the four modes are as follows: y=a1x n +a2x n-1 +a3x n-2 +···+ a n x+a n+1 ; Where n is a positive integer; a n y is a coefficient, x is the rotational speed, and y is the torque.

3. The engine torque dynamic control method according to claim 2, characterized in that, In the method, the dynamic mode is determined by air pressure, mass, and slope to decide whether to enter or exit this mode. Using the throttle-to-speed map curve, where x represents engine speed in rpm and y represents torque in N·m, the spatial coordinate system expression of the throttle-to-speed map curve is: y=-0.0029x 2 +7.4x-1906。 4. The engine torque dynamic control method according to claim 2, characterized in that, In the method, the empty vehicle mode is entered when the mass and air pressure are respectively below the preset thresholds, and exited when they are above the corresponding preset thresholds. Using an equally divided throttle map curve, where x represents engine speed in rpm and y represents torque in N·m, the spatial coordinate system expression for the throttle map curve is: y=-0.0024x 2 +6.35x-1634.

5. The engine torque dynamic control method according to claim 2, characterized in that, In the method, the high-gear torque limiting mode is: the transmission is in the high gear range, in non-power mode, and the high-gear torque limiting mode is entered and exited by air pressure and mass. Adjust the throttle map curve according to the gear position. x represents engine speed in rpm, y represents torque in N·m. The spatial coordinate system expression for the throttle map curve is: y=-10 -8 x 4 +6*10 -5 x 3 -0.134 x 2 +123.6x-38242。 6. The engine torque dynamic control method according to claim 2, characterized in that, In the method, the normal mode is used when the conditions for the three modes of power mode, no-load mode, and high-gear torque limiting mode are not met. In normal mode, the throttle MAP curve is divided into equal parts, where x represents engine speed in rpm and y represents torque in N·m. The spatial coordinate system expression for the throttle MAP curve is: y=-0.0027x 2 +7.1x-1815.

7. The engine torque dynamic control method according to claim 2, characterized in that, In this method, when the load is not calculated, the ramp sensor is not set to zero, the TCU is not placed correctly, the sensor is damaged, or the relevant signal is not received, the system defaults to the normal mode.

Images