Engine control method, device and storage medium

Abstract

The present invention discloses an engine control method, device and storage medium, wherein the method includes: obtaining operating parameters of a vehicle during driving in real time, and determining the pre-control torque of the engine on the vehicle according to the operating parameters; dynamically adjusting the engine torque in real time according to the real-time slip rate and target slip rate of the vehicle to obtain the dynamic control torque of the engine; determining the optimized control torque according to the dynamic control torque and the pre-control torque; and coordinately controlling the engine torque according to the optimized control torque; in the present invention, the engine torque is adjusted in real time according to the actual slip rate and the target slip rate, and then the adhesion of the pre-control torque is optimized according to the adjusted dynamic control torque, thereby fully utilizing the ground adhesion of the driving surface, avoiding the activation of the TCS system due to a large slip rate, and improving the vehicle slipping phenomenon while reducing the possibility of excessive engine torque reduction, which is beneficial to improving the acceleration performance of the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to an engine control method, device and storage medium. Background Art

[0002] In order to improve vehicle dynamic performance, many sports models are equipped with engines with higher power and torque. After the gearbox speed ratio is amplified, it is easy to cause excessive wheel-end torque. When the vehicle is driving on a road with low adhesion, the tires are prone to slipping, affecting the vehicle's acceleration performance and increasing safety risks.

[0003] To combat vehicle slippage, most current vehicles utilize a traction control system (TCS). When the vehicle's slip ratio exceeds a certain limit, the TCS activates and transmits a large torque reduction request to the engine control system, reducing engine torque and thus alleviating the slippage. However, after TCS activation, the engine control system responds to the TCS's torque reduction request, which can easily lead to excessive engine torque reduction, significantly reducing vehicle driving force and thus degrading vehicle acceleration. Summary of the Invention

[0004] The present invention provides an engine control method, device and storage medium to solve the problem in the prior art that after the vehicle skids and activates the TCS system, the engine is prone to excessive torque reduction, thereby reducing the acceleration performance of the vehicle.

[0005] An engine control method is provided, comprising:

[0006] Acquire the vehicle's operating parameters in real time during driving, and determine the pre-control torque of the vehicle's engine based on the operating parameters;

[0007] According to the real-time slip rate and target slip rate of the vehicle, the engine torque is dynamically adjusted in real time to obtain the dynamic control torque of the engine;

[0008] Determine the optimized control torque according to the dynamic control torque and the pre-control torque;

[0009] The engine torque is coordinated and controlled according to the optimized control torque.

[0010] Furthermore, the engine torque is dynamically adjusted in real time according to the real-time slip rate and the target slip rate of the vehicle to obtain the dynamic control torque of the engine, including:

[0011] determining a slip rate difference between the real-time slip rate and the target slip rate;

[0012] determining whether an absolute value of the slip ratio difference is less than a preset threshold;

[0013] If the absolute value of the slip ratio difference is less than a preset threshold, the slip ratio difference is input into the first PID controller to perform dynamic control torque calculation to obtain the dynamic control torque of the engine.

[0014] Furthermore, after determining whether the absolute value of the slip ratio difference is less than a preset threshold, the method further includes:

[0015] If the absolute value of the slip ratio difference is greater than or equal to a preset threshold, the slip ratio difference is input into a second PID controller to calculate the real-time dynamic control torque of the engine to obtain the dynamic control torque. The parameters of the second PID controller are different from those of the first PID controller.

[0016] Furthermore, the engine torque is coordinated and controlled according to the optimized control torque, including:

[0017] determining whether the engine receives a torque request from an external system;

[0018] If the engine does not receive a torque request from the external system, a target torque is determined based on the optimized control torque and the driver's required torque, and the target torque is used as the control torque of the engine;

[0019] If the engine receives a torque request from an external system, it responds to the torque request from the external system.

[0020] Furthermore, the target torque is determined according to the optimized control torque and the driver's required torque, including:

[0021] Obtaining the maximum allowable torque and the minimum allowable torque of the engine;

[0022] The minimum value among the driver's required torque, the allowed maximum torque and the optimized control torque is used as the first torque;

[0023] The maximum value between the first torque and the permissible minimum torque is used as the target torque.

[0024] Furthermore, determining the pre-control torque of the engine on the vehicle according to the operating parameters includes:

[0025] Determine the static preload of the drive shaft on the vehicle;

[0026] determining a dynamic pre-controlled load of a transmission clutch on the vehicle based on the operating parameters;

[0027] The dynamic pre-control load and the static pre-control load are summed to obtain the pre-control torque of the engine.

[0028] Furthermore, before determining the pre-control torque of the engine on the vehicle according to the operating parameters, the method further includes:

[0029] Determine whether the vehicle is in a forward acceleration condition based on the vehicle's operating parameters;

[0030] If the vehicle is in a forward acceleration condition, the pre-control torque of the engine on the vehicle is determined according to the operating parameters.

[0031] An engine control device is provided, comprising:

[0032] A first determination module is used to obtain operating parameters of the vehicle in real time during driving and determine the pre-control torque of the engine on the vehicle according to the operating parameters;

[0033] An adjustment module, configured to dynamically adjust the engine torque in real time according to the vehicle's real-time slip rate and target slip rate to obtain a dynamic control torque of the engine;

[0034] A second determination module is used to determine the optimized control torque according to the dynamic control torque and the pre-control torque;

[0035] The control module is used to coordinately control the torque of the engine according to the optimized control torque.

[0036] An engine control device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above-mentioned engine control method are implemented.

[0037] A readable storage medium is provided, wherein the readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above-mentioned engine control method are implemented.

[0038] The above-mentioned engine control method, device and storage medium provide a solution, which obtains the operating parameters of the vehicle in real time during driving and determines the pre-control torque of the engine on the vehicle based on the operating parameters; then, according to the real-time slip rate and target slip rate of the vehicle, the engine torque is dynamically adjusted in real time to obtain the dynamic control torque of the engine; then, according to the dynamic control torque and the pre-control torque, the optimized control torque is determined; finally, the engine torque is coordinated and controlled based on the optimized control torque; in the present invention, the engine torque is adjusted in real time based on the actual slip rate and the target slip rate, and then the pre-control torque is optimized for adhesion based on the adjusted dynamic control torque. During the driving process of the vehicle, the engine torque is controlled based on the optimized control torque, which fully utilizes the ground adhesion of the driving surface and avoids the activation of the TCS system due to a large slip rate. While improving the vehicle slippage phenomenon, it can also reduce the possibility of excessive engine torque reduction, which is beneficial to improving the acceleration performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0040] Figure 1 is a structural schematic diagram of a vehicle in one embodiment of the present invention;

[0041] Figure 2 is a flow chart of an engine control method according to an embodiment of the present invention;

[0042] Figure 3 yes Figure 2 A schematic diagram of an implementation flow of step S20;

[0043] Figure 4 is a structural schematic diagram of an engine control device according to one embodiment of the present invention;

[0044] Figure 5 FIG. 1 is another structural diagram of an engine control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0045] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0046] The engine control method provided by the embodiment of the present invention can be applied in Figure 1 The vehicle shown is equipped with an engine and an engine control system, which is an execution system of the engine control method. The engine control system includes an engine torque realization device and an engine control device, wherein the engine torque realization device communicates with the engine control device via a bus.

[0047] The engine control device obtains the operating parameters of the vehicle in real time during driving, and determines the pre-control torque of the engine on the vehicle based on the operating parameters; then, according to the real-time slip rate and target slip rate of the vehicle, the engine torque is dynamically adjusted in real time to obtain the dynamic control torque of the engine; then, based on the dynamic control torque and the pre-control torque, the optimized control torque is determined; finally, based on the optimized control torque, the engine torque is coordinated and controlled by the engine torque implementation device; by determining the pre-control torque for pre-controlling the engine torque, and adjusting the engine torque in real time based on the actual slip rate and the target slip rate, and then optimizing the adhesion of the pre-stored torque based on the adjusted dynamic control torque, the engine torque is controlled according to the optimized control torque during vehicle driving, making full use of the ground adhesion of the driving surface, avoiding the activation of the TCS system due to a large slip rate, improving the vehicle slippage phenomenon, and reducing the possibility of excessive engine torque reduction, which is beneficial to improving the acceleration performance of the vehicle.

[0048] In this embodiment, the engine control device may be an electronic control unit (ECU).

[0049] In this embodiment, the engine control system includes an engine torque realization device and an engine control device. This is only for illustrative purposes. In other embodiments, the engine control system also includes other devices, such as various sensors, which will not be repeated here.

[0050] In this embodiment, the vehicle is a two-wheel drive fuel vehicle, and the vehicle including the engine is only for exemplary illustration. In other embodiments, the vehicle also includes other necessary devices, such as a transmission system, an accelerator pedal, wheels, etc., which will not be repeated here.

[0051] In one embodiment, if Figure 2 As shown, an engine control method is provided, which is applied in Figure 1 The engine control device in FIG. 1 is used as an example to illustrate the process, which includes the following steps:

[0052] S10: Acquire operating parameters of the vehicle during driving in real time, and determine the pre-control torque of the engine on the vehicle according to the operating parameters.

[0053] During vehicle driving, the engine control unit (ECU) will obtain the vehicle's operating parameters in real time and determine the pre-control torque of the engine on the vehicle based on the vehicle's operating parameters, that is, determine the control torque for pre-control of the engine.

[0054] Among them, the vehicle's operating parameters include vehicle speed, accelerator pedal angle, steering wheel angle, driving wheel speed, driven wheel (non-driving wheel) speed, vehicle gear, transmission clutch status, engine speed and engine torque and other parameters.

[0055] S20: Dynamically adjust the engine torque in real time according to the real-time slip rate and the target slip rate of the vehicle to obtain the dynamic control torque of the engine.

[0056] After obtaining the operating parameters of the vehicle during driving, it is necessary to determine the real-time slip rate of the vehicle based on the operating parameters and determine the target slip rate of the vehicle.

[0057] The vehicle's target slip rate is a pre-calibrated value determined based on the vehicle's weight, the tire adhesion coefficient, and the road surface type. A specific target slip rate can be determined for each vehicle's configuration. The target slip rate can be the slip rate corresponding to the vehicle's maximum ground adhesion (maximum adhesion coefficient).

[0058] The real-time slip rate of the vehicle is calculated using the following formula:

[0059]

[0060] Among them, s act is the real-time slip rate of the vehicle. Figure 1 As shown, ω is the driving wheel speed. The average speed of the driving shaft wheels can be used as the driving wheel speed to ensure the speed accuracy; R is the rolling radius of the driving shaft wheels; v x is the driven wheel speed, which can be calculated based on the driven wheel speed and the driven wheel rolling radius.

[0061] After determining the real-time slip rate and the target slip rate of the vehicle, the engine torque is dynamically adjusted in real time according to the slip rate difference (deviation) between the real-time slip rate and the target slip rate to obtain an adaptive dynamic control torque.

[0062] S30: Determine the optimized control torque according to the dynamic control torque and the pre-control torque.

[0063] After obtaining the dynamic control torque of the engine, an optimized control torque after adhesion optimization is determined based on the dynamic control torque and the pre-control torque. The dynamic control torque and the pre-control torque of the engine are directly summed, and the resulting torque value is used as the optimized control torque. This optimized control torque is the engine control torque after adhesion optimization. By controlling the engine with this optimized control torque, the adhesion of the driving surface can be fully utilized.

[0064] S40: Coordinately control the engine torque according to the optimized control torque.

[0065] After determining the optimized control torque, the engine torque is coordinated and controlled according to the optimized control torque and the actual control requirements of the vehicle. This can avoid the generation of large slip rates, better utilize ground adhesion, reduce the possibility of vehicle skidding, and thus ensure driving safety.

[0066] In this embodiment, an engine torque pre-control strategy is provided. The strategy involves obtaining real-time operating parameters of the vehicle during driving and determining a pre-control torque for the vehicle's engine based on the operating parameters. The strategy then dynamically adjusts the engine torque in real time based on the vehicle's real-time slip rate and target slip rate to obtain a dynamic control torque for the engine. An optimized control torque after adhesion optimization is determined based on the dynamic control torque and the pre-control torque. Finally, based on the optimized control torque, the engine torque is coordinated and controlled by an engine torque implementation device. In this embodiment, a pre-control torque for pre-controlling the engine torque is determined, and the engine torque is adjusted in real time based on the actual slip rate and the target slip rate. The pre-control torque is then optimized based on the adjusted dynamic control torque. During driving, the engine torque is controlled based on the optimized control torque, thereby fully utilizing the ground adhesion of the driving surface, avoiding activation of the TCS system due to a large slip rate, and improving vehicle slippage while reducing the possibility of excessive engine torque reduction, thereby improving vehicle acceleration performance.

[0067] In addition, by using the engine control method of this embodiment to control torque, the engine torque can be controlled and adjusted according to the vehicle slipping situation when the TCS system fails or malfunctions, thereby ensuring vehicle safety.

[0068] In one embodiment, before determining the pre-control torque of the engine on the vehicle according to the operating parameters, that is, before determining the pre-control torque of the engine on the vehicle according to the operating parameters, the method further specifically includes the following steps:

[0069] S01: Determine whether the vehicle is in a forward acceleration condition based on the vehicle's operating parameters.

[0070] The forward acceleration condition refers to a condition in which the vehicle accelerates in a straight line forward.

[0071] After obtaining the vehicle's operating parameters and before determining the pre-control torque of the vehicle's engine based on the operating parameters, it is necessary to determine whether the vehicle is in a forward acceleration condition based on the vehicle's operating parameters. This determination will determine whether pre-control of the engine torque is necessary. If the vehicle is determined to be in a forward acceleration condition, indicating that the vehicle is accelerating straight ahead and there is a possibility of vehicle slippage, then pre-control of the engine torque is required. If the vehicle is determined not to be in a forward acceleration condition, indicating that the vehicle is not accelerating straight ahead, then pre-control of the engine torque is not required.

[0072] Among them, according to the vehicle's operating parameters, determining whether the vehicle is in a forward acceleration condition includes: determining whether the vehicle gear in the operating parameters is a forward gear; if the vehicle gear is a forward gear, indicating that the vehicle is in a forward state, that is, a forward driving state, then determining whether the accelerator pedal angle in the operating parameters is greater than a preset pedal angle; if the accelerator pedal angle is greater than the preset pedal angle, indicating that the vehicle is accelerating, then determining whether the steering wheel angle in the operating parameters is less than the preset steering wheel angle; if the steering wheel angle is less than the preset steering wheel angle, indicating that the vehicle is traveling in a straight line, it can be determined that the vehicle is in a forward acceleration condition.

[0073] When the vehicle is in forward gear, the accelerator pedal angle is greater than the preset pedal angle, and the steering wheel angle is less than the preset steering wheel angle, the vehicle is determined to be accelerating straight forward, i.e., the vehicle is determined to be in a forward acceleration condition. If the vehicle is not in forward gear, or the accelerator pedal angle is less than or equal to the preset pedal angle, or the steering wheel angle is greater than or equal to the preset steering wheel angle, the vehicle is not in a forward acceleration condition.

[0074] In this embodiment, by judging the vehicle gear position, accelerator pedal angle and steering wheel angle, it is possible to quickly and accurately determine whether the vehicle is in a forward acceleration condition, thereby increasing the speed of subsequent determination of the optimized control torque.

[0075] S02: If the vehicle is in a forward acceleration condition, the pre-control torque of the engine on the vehicle is determined according to the operating parameters.

[0076] After determining whether the vehicle is in a forward acceleration condition based on the vehicle's operating parameters, if the vehicle is in a forward acceleration condition, in order to avoid activating the TCS system due to a large slip rate, it is necessary to determine the pre-control torque of the vehicle's engine based on the operating parameters, so that the optimized control torque can be determined based on the pre-control torque and the dynamic control torque. The engine torque is then controlled based on the optimized control torque, effectively utilizing ground adhesion to reduce the possibility of increased slip rate, avoiding vehicle skidding and thus ensuring driving safety. At the same time, the possibility of activating the TCS system is reduced, and the vehicle's acceleration performance is improved.

[0077] In this embodiment, before determining the pre-control torque of the engine on the vehicle based on the operating parameters, it is first determined based on the vehicle's operating parameters whether the vehicle is in a forward acceleration condition; if the vehicle is in a forward acceleration condition, the pre-control torque of the engine on the vehicle is determined based on the operating parameters, which imposes restrictions on the activation of the engine torque pre-control strategy, avoiding frequent activation of the engine torque pre-control strategy during vehicle use, thereby reducing the amount of data processing and reducing the load on the ECU.

[0078] In one embodiment, step S10, i.e., determining the pre-control torque of the engine on the vehicle according to the operating parameters, specifically includes the following steps:

[0079] S11: Determine the static pre-load of the drive shaft on the vehicle.

[0080] After determining whether the vehicle is in a forward acceleration condition based on the vehicle's operating parameters, if the vehicle is in a forward acceleration condition, it is necessary to determine the static pre-control load of the drive shaft on the vehicle.

[0081] The static pre-control load is determined as follows: obtaining vehicle configuration parameters and vehicle load; wherein the vehicle configuration parameters include parameters such as the vehicle's center of gravity, wheelbase, and maximum adhesion coefficient. Obtaining preset static load data; wherein the preset static load data is data pre-calibrated according to the vehicle configuration parameters and vehicle load, and the preset static load data includes the static pre-control load of the drive shaft on the vehicle under different configuration parameters and vehicle loads. In the preset static load data, the static pre-control load corresponding to the vehicle load, center of gravity, wheelbase, and maximum adhesion coefficient is searched, and used as the static pre-control load of the drive shaft. Different vehicle configurations result in different static pre-control loads on the drive shaft; different vehicle loads result in different static pre-control loads on the drive shaft.

[0082] In this embodiment, by pre-calibrating the preset static load data, the static pre-control load of the drive shaft is determined directly according to the vehicle configuration parameters and the actual vehicle load during subsequent use, so that the static pre-control load of the drive shaft changes with the actual situation, thereby improving the accuracy of the static pre-control load of the drive shaft, and further improving the accuracy of the subsequently obtained pre-control torque.

[0083] S12: Determine the dynamic pre-control load of the vehicle according to the operating parameters of the vehicle and the state of the transmission clutch.

[0084] After the static pre-control load of the drive shaft on the vehicle, the dynamic pre-control load of the vehicle is determined by looking up the table according to the vehicle's operating parameters and whether the transmission clutch is in a locked state to ensure the accuracy of the dynamic pre-control load.

[0085] S13: Summing the dynamic pre-control load and the static pre-control load to obtain the pre-control torque of the engine.

[0086] After the static pre-control load and the dynamic pre-control load of the drive shaft are acquired, the dynamic pre-control load and the static pre-control load are summed to obtain the pre-control torque of the engine.

[0087] In this embodiment, the static pre-control load of the drive shaft on the vehicle is determined; then, the dynamic pre-control load of the transmission clutch on the vehicle is determined by looking up a table based on the vehicle's operating parameters and the transmission clutch status; the dynamic pre-control load and the static pre-control load are summed to obtain the engine's pre-control torque. This clarifies the specific process of determining the vehicle's engine's pre-control torque based on the operating parameters. The pre-control torque is determined only when the vehicle is in a forward acceleration condition, that is, when the vehicle is accelerating, thereby providing a basis for the engine control system to pre-control the engine torque.

[0088] In one embodiment, step S12, i.e., determining the dynamic pre-control load of the vehicle according to the state of the transmission clutch, specifically includes the following steps:

[0089] S131: Determine whether the transmission clutch state in the vehicle operating parameters is a locked state.

[0090] The transmission clutch state is determined from the operating parameters of the vehicle, and whether the transmission clutch state is a locked state is determined, so as to execute different dynamic pre-control load acquisition logics according to the determination result.

[0091] S132: If the transmission clutch state is the locked state, determine the dynamic pre-control load in the first dynamic pre-control load data according to the vehicle speed.

[0092] After determining whether the transmission clutch state is a locked state, if the transmission clutch state is a locked state, it is necessary to obtain first dynamic pre-control load data, and then determine the dynamic pre-control load of the transmission clutch in the first dynamic pre-control load data according to the vehicle speed.

[0093] The first dynamic pre-control load data represents the dynamic pre-control load values ​​at different vehicle speeds when the transmission clutch is locked. This first dynamic pre-control load data is pre-calibrated based on test results. After obtaining the actual vehicle speed, the dynamic pre-control load value corresponding to the actual vehicle speed is searched within the first dynamic pre-control load data and used as the dynamic pre-control load for the transmission clutch.

[0094] S133: If the transmission clutch state is the unlocked state, determine the dynamic pre-control load from the second dynamic pre-control load data according to the vehicle speed.

[0095] After determining whether the transmission clutch state is a locked state, if the transmission clutch state is an unlocked state, it is necessary to obtain second dynamic pre-control load data, and then determine the dynamic pre-control load of the transmission clutch in the second dynamic pre-control load data according to the vehicle speed.

[0096] The second dynamic pre-control load data represents the dynamic pre-control load values ​​at different vehicle speeds when the transmission clutch is in the unlocked state. This second dynamic pre-control load data is pre-calibrated based on test results. After obtaining the actual vehicle speed, the dynamic pre-control load value corresponding to the actual vehicle speed is searched in the second dynamic pre-control load data and used as the dynamic pre-control load for the transmission clutch.

[0097] In this embodiment, by determining whether the transmission clutch state is a locked state in the vehicle's operating parameters, if the transmission clutch is in a locked state, the dynamic pre-control load is determined in the first dynamic pre-control load data according to the vehicle speed; if the transmission clutch is in an unlocked state, the dynamic pre-control load is determined in the second dynamic pre-control load data according to the vehicle speed. The specific process of determining the dynamic pre-control load of the transmission clutch on the vehicle is clarified, and the dynamic pre-control load of the transmission clutch in different states is determined by the locked state of the transmission clutch, thereby improving the accuracy of the dynamic pre-control load, thereby improving the accuracy of the engine's pre-control torque, and further improving the accuracy of controlling the engine torque.

[0098] In one embodiment, if Figure 3 As shown, in step S20, the engine torque is dynamically adjusted in real time according to the real-time slip rate and the target slip rate of the vehicle to obtain the dynamic control torque of the engine, which specifically includes the following steps:

[0099] S21: Determine a slip ratio difference between the real-time slip ratio and the target slip ratio.

[0100] After determining the engine's pre-control torque, the vehicle's real-time slip rate and target slip rate are determined, along with the slip rate difference between the real-time and target slip rates. Since the vehicle's real-time slip rate changes in real time, the slip rate difference also changes in real time. This allows for real-time dynamic adjustment of the engine torque based on the slip rate difference, resulting in more accurate dynamic engine control torque.

[0101] The slip rate difference between the engine's real-time slip rate and the target slip rate can be calculated using the following formula:

[0102] δ s =s target -s act ;

[0103] Or calculated by the following formula:

[0104] δ s =s act -s target ;

[0105] Among them, δ sis the slip rate difference; s target is the target slip rate; s act is the real-time slip rate.

[0106] S22: Determine whether the absolute value of the slip ratio difference is less than a preset threshold.

[0107] After determining the slip rate difference between the real-time slip rate and the target slip rate, it is determined whether the absolute value of the slip rate difference is less than a preset threshold, that is, whether the slip rate deviation between the real-time slip rate of the vehicle and the target slip rate is a preset deviation value, so as to execute different dynamic control torque adjustment strategies according to the determination result.

[0108] S23: If the absolute value of the slip ratio difference is less than a preset threshold, the slip ratio difference is input into the first PID controller to perform dynamic control torque calculation to obtain the dynamic control torque of the engine.

[0109] After determining whether the absolute value of the slip ratio difference is less than a preset threshold, if the absolute value of the slip ratio difference is less than the preset threshold, indicating that the slip ratio deviation between the real-time slip ratio of the vehicle and the target slip ratio is small, the slip ratio difference is input into the first PID controller to perform dynamic control torque calculation to obtain the dynamic control torque of the engine.

[0110] S24: If the absolute value of the slip ratio difference is greater than or equal to a preset threshold, the slip ratio difference is input into a second PID controller to calculate the real-time dynamic control torque of the engine to obtain the dynamic control torque.

[0111] After determining whether the absolute value of the slip ratio difference is less than a preset threshold, if the absolute value of the slip ratio difference is greater than or equal to the preset threshold, indicating that the slip ratio deviation between the real-time slip ratio of the vehicle and the target slip ratio is large, the slip ratio difference is input into the second PID controller to perform dynamic control torque calculation to obtain the dynamic control torque of the engine.

[0112] The PID controller is a proportional-integral-differential controller, which consists of a proportional unit P, an integral unit I, and a differential unit D. The PID controller can be determined by setting three parameters: the proportional adjustment coefficient KP, the integral adjustment coefficient KI, and the differential adjustment coefficient KD.

[0113] The parameters of the second PID controller differ from those of the first PID controller, namely, the second PID controller has different proportional control coefficients (KP), integral control coefficients (KI), and differential control coefficients (KD). Using two PID controllers with different parameters, two-stage adaptive dynamic adjustment of engine torque is achieved, resulting in different dynamic control torques. The parameters of the first PID controller correspond to lower slip ratio deviations, while the parameters of the second PID controller correspond to higher slip ratio deviations, thereby improving the accuracy of dynamic control torque.

[0114] In this embodiment, the preset threshold is a slip rate deviation threshold that is pre-calibrated according to the actual slip condition of the vehicle.

[0115] For example, the preset threshold is 2%, if the slip ratio difference δ S The absolute value of is less than 2%, indicating that the slip rate deviation between the real-time slip rate of the vehicle and the target slip rate is small. It is necessary to use a PID controller corresponding to a smaller slip rate deviation to perform dynamic control torque calculation. The slip rate difference is input into the first PID controller so that the first PID controller can calculate the dynamic control torque according to δ S Perform dynamic control torque calculation to obtain the dynamic control torque of the engine. S The absolute value of is greater than or equal to 2%, indicating that the slip rate deviation between the real-time slip rate of the vehicle and the target slip rate is large, and a PID controller corresponding to a large slip rate deviation is required to perform dynamic control torque calculation. The slip rate difference is input into the second PID controller so that the second PID controller is controlled according to δ S Perform dynamic control torque calculation to obtain the dynamic control torque of the engine.

[0116] In this embodiment, the preset threshold of 2% is only for exemplary description. In other embodiments, the preset threshold may also be other calibration thresholds, which will not be described in detail here.

[0117] In this embodiment, a slip ratio difference between a real-time slip ratio and a target slip ratio is determined, and then whether the absolute value of the slip ratio difference is less than a preset threshold is determined. If the absolute value of the slip ratio difference is less than the preset threshold, the slip ratio difference is input into a first PID controller for dynamic control torque calculation to obtain the dynamic control torque of the engine. If the absolute value of the slip ratio difference is greater than or equal to the preset threshold, the slip ratio difference is input into a second PID controller for real-time dynamic control torque calculation to obtain the dynamic control torque. This clarifies the specific process of dynamically adjusting the engine torque in real time based on the vehicle's real-time slip ratio and target slip ratio to obtain the dynamic control torque of the engine. Different PID controllers are corresponding to different ranges of slip ratio deviations. Dynamic control torque adjustment is performed by different PID controllers, effectively adaptively adjusting the dynamic control torque of the engine based on actual ground adhesion conditions, improving the accuracy of the obtained dynamic control torque, and further enhancing the control precision of the engine torque.

[0118] In one embodiment, step S40, namely, coordinating and controlling the engine torque according to the optimized control torque, specifically includes the following steps:

[0119] S41 : Determine whether the engine receives a torque request from an external system.

[0120] After determining the optimized control torque based on the dynamic control torque and pre-control torque, the system then determines whether the engine has received a torque request from an external system. This external system includes external related systems that may interfere with engine torque, such as the chassis system, transmission system, and intelligent network systems (smart voice, smart navigation, etc.).

[0121] S42: If the engine does not receive a torque request from the external system, a target torque is determined according to the optimized control torque, and the target torque is used as the control torque of the engine.

[0122] After determining whether the engine has received a torque request from an external system, if the engine has not received a torque request from an external system, it indicates that the engine does not need to consider the torque intervention of the external system. At this time, only the internal torque demand of the engine needs to be considered. The engine performs internal torque coordination to obtain the driver's demand torque. Then, based on the optimized control torque and the driver's demand torque, the target torque is determined and used as the engine's control torque. The driver's demand torque is the demand torque generated based on the accelerator pedal angle.

[0123] For example, when the engine receives no torque request from an external system, the smaller of the optimized control torque and the driver's requested torque can be used as the target torque. The target torque is then transmitted to the engine torque implementation device, thereby achieving precise control of engine torque. When the driver's requested torque is smaller, using the driver's requested torque as the engine's control torque effectively meets the vehicle's power requirements and reduces the possibility of excessive torque resulting from directly using the optimized control torque. When the optimized control torque is smaller, using the optimized control torque as the engine's control torque. Because the optimized control torque is optimized based on adhesion, this optimized control torque value can meet vehicle acceleration requirements. This allows the vehicle to better utilize ground adhesion, reduce slip, maximize vehicle power requirements, and further improve the accuracy of engine torque control.

[0124] S43 : If the engine receives a torque request from an external system, the engine responds to the torque request from the external system.

[0125] After determining whether the engine receives a torque request from an external system, if the engine receives a torque request from the external system, the torque request from the external system is prioritized, the engine is controlled to respond to the torque request from the external system, and the external system control torque is transmitted to the engine torque implementation device to meet the requirements of the external system.

[0126] This embodiment determines whether the engine has received a torque request from an external system. If the engine has not received a torque request from the external system, a target torque is determined based on the optimized control torque and the driver's demand torque, and the target torque is used as the engine's control torque. If the engine has received a torque request from the external system, the engine responds to the external system's torque request. This clarifies the specific steps for coordinating engine torque control based on the optimized control torque, coordinates the engine's internal torque request with the external torque request, ensures that the engine prioritizes responding to the external system's torque request, and improves vehicle safety and the user experience.

[0127] In one embodiment, step S42, i.e., determining the target torque based on the optimized control torque, specifically includes the following steps:

[0128] S421: Obtain the maximum allowable torque and the minimum allowable torque of the engine.

[0129] After determining the optimized control torque and the driver's required torque, the engine's permissible torque range must be determined. This range is a pre-calibrated torque range based on engine performance, allowing the engine to operate normally. The maximum value of the permissible torque range is the engine's maximum permissible torque, while the minimum value is the engine's minimum permissible torque. By determining the engine's permissible torque range, the engine's maximum and minimum permissible torques can be determined.

[0130] S422: The minimum value among the driver's required torque, the allowed maximum torque, and the optimized control torque is used as the first torque.

[0131] After the permissible maximum torque and the permissible minimum torque of the engine are obtained, the minimum value among the driver's required torque, the permissible maximum torque and the optimized control torque is used as the first torque.

[0132] S423: The maximum value between the first torque and the allowable minimum torque is used as the target torque.

[0133] After the minimum value among the driver's required torque, the allowed maximum torque and the optimized control torque is taken as the first torque, the maximum value between the first torque and the allowed minimum torque is taken as the target torque.

[0134] It can be seen from the above steps that the target torque finally obtained is not greater than the maximum allowable torque of the engine, and not less than the minimum allowable torque of the engine, ensuring that the target torque is within the allowable torque range of the engine. During the process of coordinating the internal torque demand of the engine, while taking into account the driving safety of the vehicle, the vehicle power demand is taken into account to the maximum extent, which is conducive to improving the acceleration performance of the vehicle.

[0135] In this embodiment, the maximum allowable torque and the minimum allowable torque of the engine are obtained, and then the minimum value among the driver's required torque, the maximum allowable torque and the optimized control torque is used as the first torque. Finally, the maximum value of the first torque and the minimum allowable torque is used as the target torque. While taking into account the driver's required torque, it is ensured that the target torque is within the allowable torque range of the engine, avoiding insufficient vehicle power caused by too low engine torque, which is beneficial to improving the acceleration performance of the vehicle.

[0136] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0137] In one embodiment, an engine control device is provided, which corresponds one-to-one to the engine control method in the above embodiment. Figure 4As shown, the engine control device includes a first determination module 401, an adjustment module 402, a second determination module 403 and a control module 404. The functional modules are described in detail as follows:

[0138] A first determining module 401 is configured to obtain operating parameters of the vehicle in real time during driving, and determine a pre-controlled torque of the engine on the vehicle according to the operating parameters;

[0139] An adjustment module 402 is configured to dynamically adjust the engine torque in real time according to the real-time slip rate and the target slip rate of the vehicle to obtain a dynamic control torque of the engine;

[0140] A second determining module 403 is configured to determine an optimized control torque according to the dynamic control torque and the pre-control torque;

[0141] The control module 404 is configured to coordinately control the engine torque according to the optimized control torque.

[0142] Furthermore, the adjustment module 402 is specifically configured to:

[0143] determining a slip rate difference between the real-time slip rate and the target slip rate;

[0144] determining whether an absolute value of the slip ratio difference is less than a preset threshold;

[0145] If the absolute value of the slip ratio difference is less than a preset threshold, the slip ratio difference is input into the first PID controller to perform dynamic control torque calculation to obtain the dynamic control torque of the engine.

[0146] Furthermore, after determining whether the absolute value of the slip ratio difference is less than a preset threshold, the adjustment module 402 is further configured to:

[0147] If the absolute value of the slip ratio difference is greater than or equal to a preset threshold, the slip ratio difference is input into a second PID controller to calculate the real-time dynamic control torque of the engine to obtain the dynamic control torque. The parameters of the second PID controller are different from those of the first PID controller.

[0148] Furthermore, the control module 404 is specifically configured to:

[0149] determining whether the engine receives a torque request from an external system;

[0150] If the engine does not receive a torque request from the external system, a target torque is determined based on the optimized control torque and the driver's required torque, and the target torque is used as the control torque of the engine;

[0151] If the engine receives a torque request from an external system, it responds to the torque request from the external system.

[0152] Furthermore, the control module 404 is further configured to:

[0153] Obtaining the maximum allowable torque and the minimum allowable torque of the engine;

[0154] The minimum value among the driver's required torque, the allowed maximum torque and the optimized control torque is used as the first torque;

[0155] The maximum value between the first torque and the permissible minimum torque is used as the target torque.

[0156] Furthermore, the first determining module 401 is specifically configured to:

[0157] Determine the static preload of the drive shaft on the vehicle;

[0158] determining a dynamic pre-control load of the vehicle based on the operating parameters and the state of the transmission clutch;

[0159] The dynamic pre-control load and the static pre-control load are summed to obtain the pre-control torque of the engine.

[0160] Furthermore, before determining the pre-control torque of the engine on the vehicle according to the operating parameters, the first determining module 401 is further configured to:

[0161] Determine whether the vehicle is in a forward acceleration condition based on the vehicle's operating parameters;

[0162] If the vehicle is in a forward acceleration condition, the pre-control torque of the engine on the vehicle is determined according to the operating parameters.

[0163] The specific definition of the engine control device can be found in the definition of the engine control method above and will not be repeated here. Each module in the aforementioned engine control device may be implemented in whole or in part via software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor in a computer device in hardware form, or may be stored in a computer device memory in software form, allowing the processor to call and execute the corresponding operations of each module.

[0164] In one embodiment, an engine control device is provided, which may be an electronic control unit. The engine control device includes a processor and a memory connected via a system bus. The processor of the engine control device provides computing and control capabilities. The memory of the engine control device includes a storage medium and an internal memory. The storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and computer program stored in the storage medium. When executed by the processor, the computer program implements an engine control method.

[0165] In one embodiment, Figure 5As shown, an engine control device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the following steps are implemented:

[0166] Acquire the vehicle's operating parameters in real time during driving, and determine the pre-control torque of the vehicle's engine based on the operating parameters;

[0167] According to the real-time slip rate and target slip rate of the vehicle, the engine torque is dynamically adjusted in real time to obtain the dynamic control torque of the engine;

[0168] Determine the optimized control torque according to the dynamic control torque and the pre-control torque;

[0169] The engine torque is coordinated and controlled according to the optimized control torque.

[0170] In one embodiment, a readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0171] Acquire the vehicle's operating parameters in real time during driving, and determine the pre-control torque of the vehicle's engine based on the operating parameters;

[0172] According to the real-time slip rate and target slip rate of the vehicle, the engine torque is dynamically adjusted in real time to obtain the dynamic control torque of the engine;

[0173] Determine the optimized control torque according to the dynamic control torque and the pre-control torque;

[0174] The engine torque is coordinated and controlled according to the optimized control torque.

[0175] Those skilled in the art will appreciate that all or part of the processes in the above-described embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above-described methods. Any reference to memory, storage, database, or other media used in the embodiments provided herein may include non-volatile and / or volatile memory.

[0176] Those skilled in the art will clearly understand that for the sake of convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0177] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. An engine control method, characterized in that: include: Acquiring operating parameters of a vehicle in real time during driving, and determining a pre-controlled torque of an engine on the vehicle based on the operating parameters; Dynamically adjusting the torque of the engine in real time according to the real-time slip rate and the target slip rate of the vehicle to obtain a dynamic control torque of the engine; determining an optimized control torque according to the dynamic control torque and the pre-control torque; Coordinately controlling the torque of the engine according to the optimized control torque; The step of dynamically adjusting the torque of the engine in real time according to the real-time slip rate and the target slip rate of the vehicle to obtain the dynamic control torque of the engine includes: determining a slip ratio difference between the real-time slip ratio and the target slip ratio; determining whether an absolute value of the slip ratio difference is less than a preset threshold; If the absolute value of the slip ratio difference is less than a preset threshold, inputting the slip ratio difference into a first PID controller to perform dynamic control torque calculation to obtain the dynamic control torque of the engine; If the absolute value of the slip ratio difference is greater than or equal to a preset threshold, the slip ratio difference is input into a second PID controller to calculate the real-time dynamic control torque of the engine to obtain the dynamic control torque, and the parameters of the second PID controller are different from those of the first PID controller.

2. The engine control method according to claim 1, wherein: The coordinated control of the engine torque according to the optimized control torque includes: determining whether the engine receives a torque request from an external system; If the engine does not receive a torque request from an external system, determining a target torque according to the optimized control torque and the driver's required torque, and using the target torque as the control torque of the engine; If the engine receives a torque request from an external system, the engine responds to the torque request from the external system.

3. The engine control method according to claim 2, wherein: The determining of the target torque according to the optimized control torque and the driver's required torque includes: Obtaining the maximum allowable torque and the minimum allowable torque of the engine; taking the minimum value among the driver demand torque, the allowable maximum torque and the optimized control torque as the first torque; The maximum value of the first torque and the allowable minimum torque is used as the target torque.

4. The engine control method according to any one of claims 1 to 3, characterized in that: Determining the pre-control torque of the engine on the vehicle according to the operating parameters includes: determining a static pre-load on a drive shaft of the vehicle; determining a dynamic pre-control load of a transmission clutch on the vehicle based on the operating parameters; The dynamic pre-control load and the static pre-control load are summed to obtain the pre-control torque of the engine.

5. The engine control method according to claim 4, wherein: Before determining the pre-control torque of the engine on the vehicle according to the operating parameters, the method further includes: determining, based on operating parameters of the vehicle, whether the vehicle is in a forward acceleration condition; If the vehicle is in a forward acceleration condition, a pre-control torque of an engine on the vehicle is determined according to the operating parameters.

6. An engine control device, characterized in that: include: a first determining module, configured to obtain operating parameters of a vehicle in real time during driving, and determine a pre-controlled torque of an engine on the vehicle according to the operating parameters; an adjustment module, configured to dynamically adjust the torque of the engine in real time according to the real-time slip rate and the target slip rate of the vehicle to obtain a dynamic control torque of the engine; a second determining module, configured to determine an optimized control torque according to the dynamic control torque and the pre-control torque; a control module, configured to coordinately control the torque of the engine according to the optimized control torque; The step of dynamically adjusting the torque of the engine in real time according to the real-time slip rate and the target slip rate of the vehicle to obtain the dynamic control torque of the engine includes: determining a slip ratio difference between the real-time slip ratio and the target slip ratio; determining whether an absolute value of the slip ratio difference is less than a preset threshold; If the absolute value of the slip ratio difference is less than a preset threshold, inputting the slip ratio difference into a first PID controller to perform dynamic control torque calculation to obtain the dynamic control torque of the engine; If the absolute value of the slip ratio difference is greater than or equal to a preset threshold, the slip ratio difference is input into a second PID controller to calculate the real-time dynamic control torque of the engine to obtain the dynamic control torque, and the parameters of the second PID controller are different from those of the first PID controller.

7. An engine control device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the engine control method according to any one of claims 1 to 5 are implemented.

8. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the engine control method according to any one of claims 1 to 5 are implemented.

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