Torque control method of power system, medium and vehicle

Abstract

The application provides a torque control method of a power system, a medium and a vehicle, and belongs to the technical field of vehicle power control, wherein the method comprises the following steps: determining a torque error value at the current moment according to an actual torque value and a requested torque value of a vehicle engine at the current moment; determining a torque loss value at the current moment based on the torque error value at the current moment and a torque loss value at the previous moment; determining a target torque value of the engine based on the torque loss value at the current moment and the actual torque value, and transmitting the target torque value to the engine, so that the engine outputs torque according to the target torque value. The torque control method of the power system provided by the application can be applied to different engine working condition scenes to correct the output torque of the engine, compensate for the consumption loss when the motor learns the engine torque, and ensure the torque output accuracy of the engine to the motor.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of hybrid vehicles, and in particular to a torque control method of a power system, a medium and a vehicle. BACKGROUND

[0002] In a hybrid electrical vehicle (HEV), since the experimental scene cannot completely cover all driving conditions and real vehicle environments, there is a certain deviation between the actual engine friction and pump loss of the vehicle and the calibration value calculated in the experimental scene. Under this premise, when the actual loss of the engine deviates from the calibration value in the experimental scene, the motor consumes part of the torque to compensate for the loss deviation of the engine, resulting in an error between the actual torque of the motor and the requested torque of a hybrid control unit (HCU), and causing a low charging efficiency problem. SUMMARY

[0003] In view of this, the purpose of the present application is to provide a torque control method of a power system, a medium and a vehicle to solve the problem of deviation between the actual torque of the motor and the requested torque of the HCU mentioned in the background.

[0004] To achieve the above purpose, the present application provides a torque control method of a power system, comprising:

[0005] determining a torque error value at the current time according to an actual torque value of a vehicle engine at the current time and a gas path requested torque value at the current time;

[0006] determining a torque loss value at the current time based on the torque error value at the current time and a torque loss value at the previous time;

[0007] determining a target torque value of the engine based on the torque loss value at the current time and the actual torque value, and transmitting the target torque value to the engine, so that the engine outputs torque according to the target torque value.

[0008] Further, the determination of the torque error value at the current time according to the actual torque value of the vehicle engine at the current time and the gas path requested torque value at the current time comprises:

[0009] in response to determining that the vehicle meets the loss accumulation condition, performing error calculation on the gas path requested torque value of the vehicle and the actual torque value at the current time to obtain the torque error value at the current time;

[0010] The scenarios in which the vehicle meets the loss accumulation condition include: the gas path requested torque value of the vehicle is in a preset interval range; the gas path requested torque value of the vehicle is less than an engine external characteristic torque value at the current speed; and the difference between the gas path requested torque value of the vehicle and a fire path requested torque value is less than a preset value.

[0011] Further, the current torque error value is determined based on the current torque error value and the previous torque loss value, and the current torque loss value is determined based on the current torque error value and the previous torque loss value.

[0012] The current process torque loss value is determined based on the current torque error value and the previous torque loss value.

[0013] The current parameter value is determined based on the current process torque loss value and the previous parameter value, and the current parameter value is positively correlated with the current process torque loss value.

[0014] The current torque loss value is obtained by summing the current process torque loss value and the current parameter value.

[0015] Further, the current torque error value is determined based on the current torque error value and the previous torque loss value, and the current torque loss value is determined based on the current torque error value and the previous torque loss value.

[0016] In response to determining that the vehicle does not meet the loss accumulation condition, the air path request torque value of the vehicle and the current actual torque value are error calculated to obtain a current process torque error value.

[0017] The current process torque error value is filtered to obtain the current torque error value.

[0018] The scenarios in which the vehicle does not meet the loss accumulation condition include: the air path request torque value of the vehicle exceeds a preset interval range; the air path request torque value of the vehicle is greater than an engine external characteristic torque value at a current speed; and a difference between the air path request torque value and the fire path request torque value is greater than a preset value.

[0019] Further, the current torque error value is determined based on the current torque error value and the previous torque loss value, and the current torque loss value is determined based on the current torque error value and the previous torque loss value.

[0020] The current process torque loss value is determined based on the current torque error value and the previous torque loss value.

[0021] The current parameter value is determined based on the current process torque loss value and the previous parameter value, and the current parameter value is positively correlated with the current process torque loss value.

[0022] The current torque loss value is obtained by summing the current torque error value and the current parameter value.

[0023] Further, the process torque loss value is calculated by the following formula:

[0024] m n = K * dT * b + m n-1 ;

[0025] wherein m n is a process torque loss value at the current time; K is an integral coefficient, T is a period, b is a torque error value at the current time; m n-1 is a torque loss value at the previous time.

[0026] Further, the parameter value is calculated by the following formula:

[0027] z n = K * dT * m n + z n-1 ;

[0028] wherein z n is a parameter value at the current time; K is an integral coefficient, T is a period, m n is a process torque loss value at the current time; z n-1 is a parameter value at the previous time.

[0029] Further, the parameter value at the current time is determined based on the process torque loss value at the current time and the parameter value at the previous time, comprising:

[0030] summing the parameter value and a first fixed value to obtain a first reference value, and determining a maximum limit value of the parameter value based on the first reference value and a second fixed value, wherein the maximum limit value is the smaller one of the first reference value and the second fixed value;

[0031] subtracting the parameter value from a first fixed value to obtain a second reference value, and determining a minimum limit value of the parameter value based on the second reference value and a third fixed value, wherein the minimum limit value is the larger one of the second reference value and the third fixed value.

[0032] Based on the same inventive concept, the present disclosure further provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to execute the method as described above.

[0033] Based on the same inventive concept, the present disclosure further provides a vehicle comprising the storage medium as described above.

[0034] From the above, it can be seen that the torque control method of the power system provided by the application, by using the actual torque value and the air path request torque value of the vehicle at the current time to determine the torque error value, and then determining the torque loss value at the current time based on the torque error value and the torque loss value at the last time, after obtaining the torque loss value, determining the target torque value of the engine by using the actual torque value and the torque loss value, so that the engine outputs the torque value according to the target torque value, in the whole process, since the torque loss value of the engine is continuously corrected with the change of time, the output torque value of the engine is always the calculated calibrated target torque value, which eliminates the consumption loss when the motor learns the engine torque, effectively ensures the real-time precision of the engine torque output to the motor; in addition, for batch-produced engine equipment, the torque loss values generated by each engine are different, and the method can be applied to different engine working condition scenes to correct the output torque of the engine, and improve the adaptation range of the engine correction torque precision. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the application or related art, the drawings needed to be used in the embodiments or related art description will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0036] Figure 1 The torque control method of the power system of the embodiment of the application is shown in the flowchart.

[0037] Figure 2 The torque control method of the power system of the embodiment of the application is shown in the flowchart.

[0038] Figure 3 The schematic diagram of the torque control device of the power system of the embodiment of the application is shown in the flowchart.

[0039] Figure 4 The schematic diagram of the hardware structure of the electronic device of the embodiment of the application is shown in the flowchart. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solutions and advantages of the application more clear, the application will be further described in detail below with reference to specific embodiments and drawings.

[0041] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the present application shall have the common meaning understood by one of ordinary skill in the art to which the embodiments of the present application belong. The terms "first", "second", and similar terms used in the embodiments of the present application do not denote any order, quantity, or importance, but are merely used to distinguish different components. The terms "include", "contain", and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right", and the like are merely used to represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships can also change accordingly.

[0042] The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0043] Hybrid technology is an important technical path for solving fossil energy shortage, environmental pollution, greenhouse effect, and achieving the double carbon goal. At present, the general torque control strategy of hybrid power assembly is generally as follows: a hybrid control module HCU analyzes and corrects the torque according to the actual torque of the motor, the battery, the external characteristic torque of the engine, the vehicle speed, and the like, generates a torque instruction, and controls the engine and the driving motor to respond to the corresponding torque instruction.

[0044] Before the vehicle is shipped, the engine will be tested at multiple operating points. The friction and pump loss of the engine are calculated through the experiment and are used as the bench calibration value. The bench calibration value is subsequently used as a reference value for the loss of the HCU driving engine torque. When there is a deviation between the bench calibration value and the actual driving loss of the engine, the motor control module (MCU) needs to consume part of the torque to compensate for the deviation of the loss of the engine, resulting in an error between the actual torque of the motor and the requested torque of the hybrid vehicle main controller, and causing the problem of low charging efficiency.

[0045] Based on the above description, the present application provides a torque control method of a power system to solve the problem of deviation between the actual torque of the motor and the requested torque of the HCU.

[0046] As shown in Figure 1 One or more embodiments of the present application provide a torque control method of a power system, which comprises:

[0047] S11, determining a torque error value at the current time according to an actual torque value and an air path requested torque value of the vehicle engine at the current time.

[0048] S12, determine the torque loss value of the current moment based on the torque error value of the current moment and the torque loss value of the previous moment.

[0049] S13, determine the target torque value of the engine based on the torque loss value of the current moment and the actual torque value, and transmit the target torque value to the engine, so that the engine outputs torque according to the target torque value.

[0050] As can be seen from the above description, the torque control method of the power system provided by the application, by using the actual torque value of the vehicle at the current moment and the air path request torque value to determine the torque error value, and then based on the torque error value and the torque loss value of the previous moment to determine the torque loss value of the current moment, after obtaining the torque loss value, the target torque value of the engine is determined by the actual torque value and the torque loss value, so that the engine outputs torque according to the target torque value. In the whole process, since the torque loss value of the engine will be continuously corrected with the change of time, the output torque value of the engine is always the calculated calibrated target torque value, which eliminates the consumption loss when the motor learns the engine torque, effectively ensures the real-time accuracy of the engine torque output to the motor. In addition, for batch-produced engine devices, the torque loss values generated by each engine are different, and this method can be applied to different engine working condition scenes to correct the output torque of the engine and improve the adaptation range of the corrected torque accuracy of the engine.

[0051] It should be noted that the torque control method of the power system described in the application is described by taking the series hybrid technology as an example. In the series hybrid technology, the engine output torque is charged to the battery through the generator, and the battery drives the motor to output torque to drive the vehicle.

[0052] In the above step S11, the torque error value of the current moment is determined according to the actual torque value of the vehicle engine at the current moment and the air path request torque value, comprising:

[0053] In response to determining that the vehicle meets the loss accumulation condition, the air path request torque value of the vehicle and the actual torque value at the current moment are error calculated to obtain the torque error value at the current moment;

[0054] The scenarios in which the vehicle meets the loss accumulation condition include: the air path request torque value of the vehicle is in a preset interval range; the air path request torque value of the vehicle is less than the engine external characteristic torque value at the current speed; and the difference between the air path request torque value and the fire path request torque value is less than a preset value.

[0055] In the above step, in some embodiments, the actual torque value of the motor is marked as a negative value in the vehicle manufacturer, the air path request torque value is the air path demand torque of the vehicle, the actual torque value at the current time is the actual torque value of the motor of the vehicle, and the air path request torque value and the actual torque value at the current time are subjected to error calculation process, that is, the absolute value difference of the two is calculated, and the torque error value difference is the loss value of the motor torque at the current time.

[0056] In addition, in the above step, the vehicle satisfying the loss accumulation condition includes the following scenarios:

[0057] The HCU air path request torque value is within a preset interval range; the HCU requests the motor to be in an idle state for a certain time; the motor node is lost but does not last for more than a preset time; the air path torque limit value is in an active state but does not last for more than a preset time; the deviation value of the HCU air path torque request value and the air path torque request value is less than a certain value; the control mode of the engine control module (ECM) is in a slow lead control, in which the engine does not release the ignition advance angle; the sum of the HCU air path request torque value and a reference value is less than the engine external characteristic torque value at the current speed; the engine has a fault such as torque limit, limp home or shutdown, but does not last for more than a preset time; the change value of the request target idle value of the HCU in the previous and next two cycle periods is greater than a preset value, but does not last for more than a preset time; the HCU does not request the engine to stop working; the HCU requests the engine to stop fueling but does not last for more than a preset time; the ECM is not in a starting process, etc.

[0058] In the above scenarios, the preset interval or preset value in each loss accumulation scenario can be set based on different vehicle operating conditions or vehicle characteristics, which is not absolutely limited in the present embodiment; in addition, the above several scenarios are for illustration, and the purpose is to keep the vehicle in a relatively stable driving condition, and to accumulate the deviation for subsequent calculation of the torque loss value. When the vehicle satisfies all the above loss accumulation conditions, the subsequent error calculation step is performed.

[0059] In the above step S11, in some embodiments, when the process torque error value is calculated, the vehicle does not satisfy the loss accumulation condition, and the following steps are adopted:

[0060] In response to determining that the vehicle does not satisfy the loss accumulation condition, the air path request torque value of the vehicle and the actual torque value at the current time are subjected to error calculation to obtain the process torque error value at the current time;

[0061] The process torque error value at the current time is subjected to filtering processing to obtain the torque error value at the current time.

[0062] In this specific, get the current time process torque error value, the process torque error value using T filter filter to 0 with ramp instruction, wherein the filter processing formula can use the existing low pass filter processing formula, specifically: m n = m n-1 +(b-m n-1 )*dT / T.

[0063] In the above description, the vehicle does not meet the loss accumulation condition can refer to the foregoing vehicle meets the loss accumulation condition scene judgment, as long as there is any one vehicle does not meet the loss accumulation condition, namely the current time process torque error value of the filter processing work.

[0064] In the above step S12, the current time torque loss value is determined based on the torque error value at the current time and the torque loss value at the last time, comprising:

[0065] S121, based on the current time torque error value and the torque loss value at the last time to determine the current time process torque loss value;

[0066] S122, based on the current time process torque loss value and the last time parameter value to determine the current time parameter value; the current time parameter value is positively correlated with the current time process torque loss value;

[0067] S123, the current time process torque loss value and the current time parameter value are summed to obtain the current time torque loss value.

[0068] In the above step S121, the current time process torque loss value can be calculated by the following formula:

[0069] m n = K*dT*b+m n-1 ;

[0070] Wherein, m n is the current time process torque loss value; K is the integral coefficient, T is the period, b is the torque error value at the current time; m n-1 is the torque loss value at the last time.

[0071] In the above formula, m n value is also the memory(n) value, m n-1The value is also the memory(n-1) value. For example, the integral coefficient K value is marked according to the b value, 10 breakpoints are set, the integral coefficient K value is positively correlated with the b value, that is, the larger the b value, the larger the integral coefficient K value; the smaller the b value, the smaller the integral coefficient K value, and the number of breakpoints can be adjusted here. Setting the integral coefficient K value can eliminate the steady-state error and maintain the stability and accuracy of data calculation. The period T is the length of the loop (loop control variable), and for the actual driving scene, the integral coefficient K value should not be too large or too small. A too large integral coefficient K value will cause the current process torque loss value to increase rapidly in a short period, affecting the accuracy of the data; a too small integral coefficient K value will cause too many cycles to be required for learning and calculating the process torque loss value, resulting in low efficiency of the obtained process torque loss value; therefore, after obtaining the process torque loss value, the current process torque loss value needs to be marked with an upper limit value and a lower limit value.

[0072] In the above formula, the most initial torque loss value of the last time is the data value when the formula is first run, and the most initial torque loss value of the last time is 0; as the torque error value of the current time is substituted, the process torque loss value of the current time will change synchronously with the torque loss value of the last time, so that the calculated process torque loss value of the current time is kept in real-time synchronous adjustment, effectively improving the engine torque correction accuracy.

[0073] In the above step S122, the parameter value of the current time is determined based on the process torque loss value of the current time and the parameter value of the last time; the parameter value of the current time is positively correlated with the process torque loss value of the current time.

[0074] In some embodiments, in the above step S122, the obtained parameter value is suitable for updating the NV value of the NV logic (non-volatile memory), and the NV logic can be used to maintain the original data record when the vehicle is powered on again after power off, thereby avoiding the need to repeatedly calculate and replace the previous process torque loss value, and improving the engine torque calculation efficiency.

[0075] Specifically, the parameter value can be calculated by the following formula:

[0076] z n =K*dT*m n +z n-1 ;

[0077] Wherein, z n is the parameter value of the current time; K is the integral coefficient, T is the period, m n is the process torque loss value of the current time; z n-1 is the parameter value of the last time.

[0078] In the above formula, the integral coefficient K value is set according to m n value, 10 breakpoints are set, the integral coefficient K value is positively correlated with m n value, that is, the greater the m n value, the greater the integral coefficient K value; the smaller the m n value, the smaller the integral coefficient K value, and the number of breakpoints can be adjusted here. Setting the integral coefficient K value can eliminate steady-state error and maintain the stability and accuracy of data calculation. The period T is the length of the calculation loop (loop control variable). For actual driving scenarios, the integral coefficient K value should not be set too large or too small. A too large integral coefficient K value will cause the current process torque loss value to increase rapidly in a short period, affecting the accuracy of the data. A too small integral coefficient K value will result in too many cycles for learning and calculating the process torque loss value, resulting in low efficiency of the obtained process torque loss value. Therefore, after obtaining the parameter value at the current time, the parameter value at the current time needs to be calibrated with an upper limit value and a lower limit value.

[0079] Specifically, when calibrating the upper limit value and the lower limit value of the parameter value at the current time, the following method can be referred to:

[0080] The parameter value and the first fixed value are summed to obtain a first reference value, and the maximum limit value of the parameter value is determined based on the first reference value and a second fixed value, wherein the maximum limit value is the smaller one of the first reference value and the second fixed value;

[0081] The parameter value and the first fixed value are subtracted to obtain a second reference value, and the minimum limit value of the parameter value is determined based on the second reference value and a third fixed value, wherein the minimum limit value is the larger one of the second reference value and the third fixed value.

[0082] In the above method, for example, the parameter value at the current time is added to the fixed reference value a and compared with the fixed reference value b, and the smaller one of the two is taken as the upper limit value of the parameter value at the current time. The parameter value at the current time is subtracted from the fixed reference value a and compared with the fixed reference value c, and the larger one of the two is taken as the lower limit value of the parameter value at the current time. Here, the fixed reference value a, the fixed reference value b and the fixed reference value c can be flexibly set according to different vehicle conditions and different driving scenarios, which are not absolutely limited in this embodiment.

[0083] Due to the normal tolerance existing in the vehicle engine system, the normal tolerance of the engine changes with the working condition of the vehicle engine. The parameter value at the current moment is determined by integrating the process torque loss value at the current moment and the parameter value at the last moment, and the parameter value at the current moment is the normal tolerance value determined in combination with the process torque loss value at the current moment. The parameter value related to the process torque loss value at the current moment is learned by the MCU, and the torque loss value at the current moment is obtained by summing the parameter value and the process torque loss value at the current moment. The torque loss value at the current moment is determined by the two, which can improve the determination accuracy of the engine torque loss and reduce the misjudgment of the engine torque loss.

[0084] In addition, since the parameter value can be written into the NV value under the condition that the NV writing condition is allowed, when the vehicle is powered on again after being powered off subsequently, the parameter value in the NV value can be referred to for the calculation and learning of the torque loss value at the current moment, so that the calculation and replacement of the previous process torque loss value need not be repeated, and the engine torque calculation efficiency is improved.

[0085] In some embodiments, it is necessary to determine whether the vehicle meets the NV writing condition. For example, when the vehicle meets the NV writing condition, the following scenarios are included:

[0086] The HCU airflow torque request value is within a preset range; the engine water temperature is within a preset temperature range; the engine has no carbon canister diagnostic fault; the engine speed is greater than a preset value; the engine air intake load change rate of the four cylinders in one cylinder is less than a preset threshold; and the engine speed change rate is less than a certain value.

[0087] In the above scenarios, the preset value or the preset temperature range, the preset interval range in each NV writing scenario can be set based on different vehicle working conditions or vehicle characteristics, which is not absolutely limited in the present embodiment. In addition, the above several scenarios are for illustration, and the purpose is to keep the vehicle in a more stable driving condition to ensure the stability of the NV writing. When the vehicle meets all the above example NV writing conditions, the subsequent parameter value calculation step is performed.

[0088] In some embodiments, when the vehicle does not meet the NV writing condition, that is, the parameter value at the current moment cannot be written into the NV database. At this time, in order to maintain the accuracy of the parameter value, the last effective calculation parameter value can be selected as the parameter value at the current moment and brought into the subsequent torque loss value calculation.

[0089] It should be noted that the motor control module MCU calculates the torque loss value at the current time through the above manner, and then performs subsequent engine torque control output work according to the torque loss value. For example, the required torque of the output end of the vehicle and the torque loss value at the current time are known, and the target torque value of the engine is calculated by summing the two, which is the actual output torque value of the engine. After transmitting the target torque value to the HCU, the HCU controls the engine to perform related work such as intake, fuel injection or ignition according to the target torque value.

[0090] Alternatively, the HCU sends a torque instruction to the engine, determines the initial output torque value of the engine, and determines the actual torque value of the receiving end (i.e. the motor end) according to the initial output torque value and the torque loss value. The actual torque value is transmitted to the HCU through the can bus signal, so that the HCU subsequently regulates the vehicle power and transmits the torque information to the driver on the central control instrument.

[0091] As shown in Figure 2 An exemplary description of the torque control method of the power system described in the present application is as follows:

[0092] In the normal driving process of the vehicle, it is judged whether the vehicle satisfies the loss accumulation condition and the NV writing condition. When the vehicle satisfies the loss accumulation condition and the vehicle satisfies the NV writing condition, the torque error value at the current time of the vehicle is calculated, and the process torque loss value at the current time is determined from the torque error value and the torque loss value at the last time. The parameter value at the current time is determined according to the process torque loss value at the current time of the vehicle and the parameter value at the last time. The parameter value and the process torque loss value are summed to obtain the torque loss value at the current time.

[0093] When the vehicle satisfies the loss accumulation condition and the vehicle does not satisfy the NV writing condition, the torque error value at the current time of the vehicle is calculated, and the process torque loss value at the current time is determined from the torque error value and the torque loss value at the last time. The last valid calculation parameter value is taken as the parameter value at the current time and brought into the subsequent torque loss value calculation, and the process torque loss value and the parameter value are summed to obtain the torque loss value at the current time.

[0094] When the vehicle does not satisfy the loss accumulation condition and the vehicle satisfies the NV writing condition, the torque error value obtained by filtering and the parameter value at the current time are summed to obtain the torque loss value at the current time. Similarly, when the vehicle does not satisfy the loss accumulation condition and the vehicle does not satisfy the NV writing condition, the torque error value obtained by filtering and the parameter value obtained by the last valid calculation are summed to obtain the torque loss value at the current time.

[0095] It should be noted that the method of the embodiments of the present application can be executed by a single device, for example, a computer or a server, etc. The method of the embodiments can also be applied to a distributed scenario, and be completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0096] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order and still achieve desirable results. Additionally, the processes depicted in the figures do not necessarily require the particular order shown, or sequential order, to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0097] Based on the same inventive concept, the present application also provides a torque control device of a power system corresponding to the method of any of the above embodiments.

[0098] As shown in Figure 3 The torque control device comprises:

[0099] A first data processing module 1 configured to determine a torque error value at the current time according to an actual torque value of a vehicle engine at the current time and a gas path requested torque value;

[0100] A second data processing module 2 configured to determine a torque loss value at the current time based on the torque error value at the current time and a torque loss value at the previous time;

[0101] A data output module 3 configured to determine a target torque value of the engine based on the torque loss value at the current time and the actual torque value, and transmit the target torque value to the engine, so that the engine outputs torque according to the target torque value.

[0102] In some embodiments, the second data processing module 2 further comprises:

[0103] A first data processing unit configured to determine a process torque loss value at the current time based on the torque error value at the current time and the torque loss value at the previous time;

[0104] A second data processing unit configured to determine a parameter value at the current time based on the process torque loss value at the current time and a parameter value at the previous time; the parameter value at the current time is positively correlated with the process torque loss value at the current time;

[0105] The third data processing unit is configured to sum the process torque loss value at the current time and the parameter value at the current time to obtain a torque loss value at the current time.

[0106] For the convenience of description, the above apparatus is described in various modules in terms of functions. Of course, in the implementation of the present application, the functions of each module can be implemented in one or more software and / or hardware.

[0107] The apparatus of the above embodiments is used to implement the torque control method of the corresponding power system in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here.

[0108] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the torque control method of the power system according to any of the above embodiments.

[0109] Figure 4 A more specific hardware structure of an electronic device provided by the present embodiment is shown, which can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for communication within the device.

[0110] The processor 1010 can be implemented in the form of a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the present embodiment.

[0111] The memory 1020 can be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided by the present embodiment are implemented by software or firmware, the related program codes are saved in the memory 1020 and executed by the processor 1010.

[0112] The input / output interface 1030 is used to connect input / output modules to enable information input and output. Input / output modules can be configured as components within the device. Figure 4 (Not shown in the image) It can also be connected to external devices to provide corresponding functions. Input devices may include keyboards, mice, touch screens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0113] Communication interface 1040 is used to connect to the communication module ( Figure 4 (Not shown in the image) to enable communication and interaction between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0114] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0115] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0116] The electronic devices described above are used to implement the torque control method of the corresponding power system in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0117] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the torque control method of the power system as described in any of the above embodiments.

[0118] The computer readable media of the embodiments can include permanent and non-permanent, removable and non-removable media, which can be implemented by any method or technology to store information. The information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage device, or any other non-transmission medium that can be used to store information accessible to a computing device.

[0119] The storage medium of the above embodiments stores computer instructions for causing the computer to perform the torque control method of the power system as described in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not described here.

[0120] Those skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the present application (including claims) is limited to these examples; the above embodiments or technical features between different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of the different aspects of the embodiments of the present application as described above. In order to be brief, they are not provided in detail.

[0121] In addition, in order to simplify the description and discussion, and so as not to make the embodiments of the present application difficult to understand, the well-known power / ground connections of integrated circuit (IC) chips and other components can or can not be shown in the provided drawings. In addition, the devices can be shown in the form of block diagrams in order to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented the embodiments of the present application (i.e. these details should be fully within the understanding of those skilled in the art). Where specific details (e.g. circuits) are set forth in order to describe the exemplary embodiments of the present application, it will be apparent to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with variations of these specific details. Therefore, these descriptions should be considered illustrative rather than limiting.

[0122] While the present application has been described in connection with certain embodiments thereof, many modifications, substitutions, changes, and of forms will be apparent to those of ordinary skill in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0123] Embodiments of the present application are intended to cover all such alterations, modifications, and variations as they can come within the scope of the appended claims. Accordingly, although specific embodiments have been furthered in connection with the present application, any omission, substitution, change, improvement, etc. made by one of ordinary skill in the art to the disclosed embodiments should be considered to be within the scope of the present application.

Claims

1. A torque control method for a power system, characterized in that, include: The torque error value at the current moment is determined based on the actual torque value of the vehicle engine and the torque value requested by the air circuit. The torque loss value at the current moment is determined based on the torque error value at the current moment and the torque loss value at the previous moment; The target torque value of the engine is determined based on the torque loss value and the actual torque value at the current moment, and the target torque value is transmitted to the engine so that the engine outputs torque according to the target torque value; The step of determining the torque error value at the current moment based on the actual torque value of the vehicle engine and the requested torque value of the air circuit includes: In response to determining that the vehicle meets the loss accumulation condition, the error between the vehicle's requested torque value and the actual torque value at the current moment is calculated to obtain the torque error value at the current moment. The scenarios in which the vehicle meets the loss accumulation conditions include: the vehicle's air circuit requested torque value is within a preset range; the vehicle's air circuit requested torque value is less than the engine's external characteristic torque value at the current speed; and the difference between the vehicle's air circuit requested torque value and the fire circuit requested torque value is less than a preset value. The step of determining the torque loss value at the current moment based on the torque error value at the current moment and the torque loss value at the previous moment includes: The process torque loss value at the current moment is determined based on the torque error value at the current moment and the torque loss value at the previous moment; The parameter value at the current moment is determined based on the process torque loss value at the current moment and the parameter value at the previous moment; the parameter value at the current moment is positively correlated with the process torque loss value at the current moment. The torque loss value at the current moment is obtained by summing the process torque loss value at the current moment with the parameter value at the current moment.

2. The torque control method for a power system according to claim 1, characterized in that, The determination of the torque error value at the current moment based on the actual torque value of the vehicle engine and the requested torque value of the air circuit includes: In response to the determination that the vehicle does not meet the loss accumulation condition, the error between the vehicle's requested torque value and the actual torque value at the current moment is calculated to obtain the process torque error value at the current moment. The current torque error value is filtered to obtain the current torque error value. The scenarios in which the vehicle does not meet the loss accumulation conditions include: the vehicle's air circuit requested torque value exceeds the preset range; the vehicle's air circuit requested torque value is greater than the engine's external characteristic torque value at the current speed; the difference between the vehicle's air circuit requested torque value and the fire circuit requested torque value is greater than a preset value. The step of determining the torque loss value at the current moment based on the torque error value at the current moment and the torque loss value at the previous moment includes: The process torque loss value at the current moment is determined based on the torque error value at the current moment and the torque loss value at the previous moment; The parameter value at the current moment is determined based on the process torque loss value at the current moment and the parameter value at the previous moment; the parameter value at the current moment is positively correlated with the process torque loss value at the current moment. The torque error value at the current moment is summed with the parameter value at the current moment to obtain the torque loss value at the current moment.

3. The torque control method for a power system according to claim 1, characterized in that, The torque loss value during the process is calculated using the following formula: m n =K dT b+m n-1 ; Where, m n dT is the current torque loss value; K is the integral coefficient, dT is the period, and b is the current torque error value; m n-1 This represents the torque loss value from the previous moment.

4. The torque control method for a power system according to claim 1, characterized in that, The parameter value is calculated using the following formula: z n =K dT m n +z n-1 ; Among them, z n Here are the parameter values ​​at the current moment; K is the integral coefficient, dT is the period, and m is the value of the parameter. n The current moment represents the process torque loss value; z n-1 The parameter value is from the previous time step.

5. The torque control method for a power system according to claim 1, characterized in that, The process of determining the parameter value at the current moment based on the current torque loss value and the parameter value at the previous moment includes: The parameter value and the first fixed value are summed to obtain a first reference value. Based on the first reference value and the second fixed value, a maximum value limit of the parameter value is determined, wherein the maximum value limit is the smaller value between the first reference value and the second fixed value. The parameter value is subtracted from the first fixed value to obtain a second reference value. Based on the second reference value and the third fixed value, a minimum limit value of the parameter value is determined, wherein the minimum limit value is the larger of the second reference value and the third fixed value.

6. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method described in any one of claims 1 to 5.

7. A vehicle, characterized in that, Includes the computer-readable storage medium as described in claim 6.

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