Engine torque control method and device, electronic equipment and storage medium

Abstract

The application discloses an engine torque control method and device, electronic equipment and storage medium. The method comprises the following steps: acquiring a current output torque corresponding to an engine in a target vehicle; determining a torque deviation value based on the current output torque and a required torque corresponding to the engine; determining a control mode of the engine torque based on the torque deviation value; the control mode comprises a torque correction mode, an ignition angle adjustment mode and a joint control mode; controlling the output torque of the engine to reach the required torque based on the control mode. The application solves the problem that the output torque is determined by subtracting the loss power from the power generated after fuel combustion in the prior art, which leads to low torque control precision and large engine speed fluctuation, and achieves the effects of improving the generator torque control precision, improving the engine speed stability and improving the driving experience.

Description

Technical Field

[0001] This invention relates to the field of computer processing technology, and in particular to an engine torque control method, device, electronic device, and storage medium. Background Technology

[0002] For many current vehicles, during driving, the engine control unit (ECU) typically calculates the engine output torque based on an engine torque model. This involves subtracting the power loss due to friction and pumping from the power generated by fuel combustion in the cylinders per unit time to determine the output torque. The ECU then sends the calculated output torque to the vehicle control unit, which uses this torque to control its own functions, such as gear shifting and power distribution.

[0003] However, in real-world scenarios, each vehicle control unit has certain requirements for the accuracy of the torque output of the ECU. This method of determining the output torque based on the power generated after fuel combustion minus the power loss can lead to a large deviation between the output torque calculated by the ECU and the required torque. It can also cause fluctuations in engine speed, affecting the driving experience. Summary of the Invention

[0004] This invention provides an engine torque control method, device, electronic equipment, and storage medium to improve the accuracy of generator torque control, enhance engine speed stability, and improve the driving experience.

[0005] According to one aspect of the present invention, an engine torque control method is provided, the method comprising:

[0006] Obtain the current output torque corresponding to the engine in the target vehicle;

[0007] Based on the current output torque and the engine's corresponding required torque, determine the torque deviation value;

[0008] Based on the torque deviation value, a control method for the engine torque is determined; wherein, the control method includes a torque correction method, an ignition angle adjustment method, and a combined control method;

[0009] The engine output torque is controlled to reach the required torque based on the control method described above.

[0010] According to another aspect of the present invention, an engine torque control device is provided, the device comprising:

[0011] The output torque determination module is used to obtain the current output torque corresponding to the engine in the target vehicle;

[0012] The torque deviation determination module is used to determine the torque deviation value based on the current output torque and the required torque corresponding to the engine.

[0013] The control mode determination module is used to determine the control mode for the engine torque based on the torque deviation value; wherein, the control mode includes torque correction mode, ignition angle adjustment mode and combined control mode;

[0014] The control module is used to control the output torque of the engine to achieve the required torque based on the control method.

[0015] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0016] At least one processor; and

[0017] A memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the engine torque control method according to any embodiment of the present invention.

[0019] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the engine torque control method according to any embodiment of the present invention.

[0020] The technical solution of this invention obtains the current output torque corresponding to the engine in the target vehicle; determines the torque deviation value based on the current output torque and the engine's required torque; and determines the control method for the engine torque based on the torque deviation value. The control methods include torque correction, ignition angle adjustment, and combined control. By controlling the engine's output torque to reach the required torque, this invention solves the problem of low torque control accuracy and large engine speed fluctuations caused by determining the output torque based on the power generated after fuel combustion minus the power loss in the prior art. It achieves real-time detection of the torque deviation value between the engine's current output torque and the required torque, assesses the degree of deviation, and then selects an appropriate control method for different torque deviation values. By adjusting the engine's output torque through torque correction, ignition angle adjustment, and combined control methods, the accuracy of generator torque control is improved, ensuring the output torque reaches the required torque, reducing the deviation between the output torque and the required torque, and thus improving engine speed stability and ultimately enhancing the driving experience.

[0021] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart of an engine torque control method provided in Embodiment 1 of the present invention;

[0024] Figure 2 This is a schematic diagram of an engine torque control method provided in Embodiment 2 of the present invention;

[0025] Figure 3 This is a schematic diagram of the structure of an engine torque control device according to Embodiment 3 of the present invention;

[0026] Figure 4 This is a schematic diagram of the structure of an electronic device that implements the engine torque control method of the present invention. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] Before introducing this technical solution, let's first describe the application scenarios. For example, this technical solution can be applied to the scenario of vehicle engine torque control. In practical applications, when a vehicle engine starts at low temperatures, there may be problems such as insufficient engine temperature, insufficient fuel and lubricating oil temperature, and poor fuel atomization. This leads to engine speed fluctuations, affecting HCU (ABS actuator) control, resulting in a significant deviation between the torque read at the engine and the torque calculated by the ECU (Electronic Control Unit) torque model, and a higher level of NVH (Noise, Vibration, Harshness). In this case, it is necessary to adjust and control the engine torque. The technical solution provided in this embodiment can achieve automated and precise control of engine torque.

[0030] Example 1

[0031] Figure 1 This is a flowchart of an engine torque control method according to Embodiment 1 of the present invention. This embodiment is applicable to situations involving engine torque control. The method can be executed by an engine torque control device, which can be implemented in hardware and / or software and can be configured in a computing device. Figure 1 As shown, the method includes:

[0032] S110: Obtain the current output torque corresponding to the engine in the target vehicle.

[0033] In this embodiment, the current output torque of the engine on the target vehicle can be obtained in real time by rotating an instrument that measures engine torque; the engine torque value can also be calculated based on the engine's operating power or applied torque after measuring the engine's operating power or applied torque; or, the output torque can be used as the current output torque after the ECU (Electronic Control Unit) calculates the output torque.

[0034] S120. Determine the torque deviation value based on the current output torque and the engine's corresponding required torque.

[0035] Among them, the required torque can characterize the driver's driving needs, and the required torque can be determined based on accelerator pedal signals, gear signals, brake pedal signals, etc.

[0036] Specifically, the difference between the current output torque and the torque required by the engine can be processed, and the resulting difference can be used as the torque deviation value, which can be the absolute value of the difference.

[0037] S130. Based on the torque deviation value, determine the control method for engine torque.

[0038] The control methods include torque correction, ignition angle adjustment, and combined control. Torque correction refers to controlling engine torque by adjusting the engine's torque itself. Ignition angle adjustment refers to controlling engine torque by adjusting the engine's ignition angle. Combined control combines torque correction and ignition angle adjustment. It should be noted that different control methods adjust engine torque to varying degrees. Accordingly, depending on the deviation between the current output torque and the required torque, a control method adapted to the torque deviation can be selected to improve the accuracy of engine torque control.

[0039] In this embodiment, the control method for engine torque is determined based on the torque deviation value, including: if the torque deviation value does not reach a preset first threshold, the control method for engine torque is determined to be a torque correction method; if the torque deviation value reaches the preset first threshold and does not exceed a preset second threshold, the control method for engine torque is determined to be an ignition angle adjustment method; if the torque deviation value exceeds the preset second threshold, the control method for engine torque is determined to be a combined control method.

[0040] The first preset threshold is less than the second preset threshold. For example, the first preset threshold is 5% and the second preset threshold is 30%. The specific values ​​of the two can be determined by the technicians based on the actual working conditions, and are not limited here.

[0041] Specifically, the torque deviation value can be compared with a preset first threshold. If the torque deviation value is less than the preset first threshold, it indicates a low degree of torque deviation, and the engine torque control method can be determined to be torque correction. If the torque deviation value reaches (or is greater than or equal to) the preset first threshold, it can be determined whether the torque deviation value exceeds a preset second threshold. If it does not exceed the preset second threshold, the engine torque control method is determined to be ignition angle adjustment. If it exceeds the preset second threshold, the engine torque control method is determined to be combined control.

[0042] For example, based on the torque demanded by the HCU and the output torque calculated by the ECU model, the torque deviation value is continuously calculated. It is determined whether the torque deviation value is below 5% (i.e., a preset first threshold). If it is below, a torque correction mode is applied based on the torque correction method. When the torque deviation value is above 5% but not exceeding 30% (i.e., a preset second threshold), a medium-speed torque adjustment mode is applied based on the ignition angle adjustment method. When the torque deviation value exceeds 30%, a rapid torque adjustment mode is applied based on the combined control method until the torque deviation is controlled within 5%.

[0043] S140, based on the control method, controls the engine's output torque to achieve the required torque.

[0044] In this embodiment, after determining the control method, the step of adjusting the engine's output torque can be performed based on the control method so that the output torque reaches the required torque.

[0045] In one embodiment, if the control method is a torque correction method, then the way to control the engine output torque to reach the required torque based on the control method can be: acquiring the engine oil pressure at multiple acquisition times; determining correction parameters based on all oil pressures and the engine's initial basic friction torque; determining the target basic friction torque based on the correction parameters and the initial basic friction torque; determining the output torque to be used based on the target basic friction torque and the preset combustion torque; and controlling the engine rotation based on the output torque to be used.

[0046] The initial basic friction torque can be determined by conducting low-temperature friction torque tests on a low-temperature environment simulation test bench at a preset engine speed and temperature. It characterizes the torque generated by friction between internal engine components, i.e., the engine's frictional losses. For example, low-temperature torque calibration can be performed in a cryogenic chamber, such as at -30℃ or even lower temperatures, to obtain the basic friction torque based on various speeds and temperatures, establishing a mapping relationship between speed, temperature, and basic friction torque. In practical applications, the basic friction torque associated with the actual speed and temperature can be found based on this mapping relationship and used as the initial basic friction torque. It is understandable that the engine's initial basic friction torque may change accordingly with variations in engine speed and temperature. The preset combustion torque characterizes the engine's inherent power, depending on factors such as engine capacity, compression ratio, and fuel combustion.

[0047] In practical applications, when the detected torque deviation value does not reach a preset first threshold, the engine oil pressure at the current moment and multiple associated acquisition moments can be obtained. Optionally, the engine oil pressure at the current acquisition moment and the engine oil pressure at a preset first number of acquisition moments after the current acquisition moment can be obtained; or, the engine oil pressure at the current acquisition moment and the engine oil pressure at a preset first number of acquisition moments before the current acquisition moment can be obtained; or, the engine oil pressure at the current acquisition moment, the engine oil pressure at a preset second number of historical acquisition moments before the current acquisition moment, and the engine oil pressure at a preset third number of acquisition moments after the current acquisition moment can be obtained to obtain the engine oil pressure at multiple acquisition moments.

[0048] The sum of the preset second quantity and the preset third quantity constitutes the preset first quantity. The step size between adjacent acquisition times can correspond to the acquisition step size of engine oil temperature. For example, when acquiring oil temperature, oil pressure can be acquired simultaneously. The step size between adjacent acquisition times can also be associated with the basic friction torque of the engine at the calibration temperature. For example, in the process of establishing the mapping relationship between speed, temperature, and basic friction torque, a corresponding step size can be set to establish the mapping relationship between speed, temperature, basic friction torque, and step size. For example, oil temperature t1 and oil temperature t2 are acquired (t1 and t2 are acquisition times), and the current oil pressure value is read starting from t1, continuously acquiring oil pressure values ​​at multiple times.

[0049] Furthermore, correction parameters can be obtained by processing the oil pressure data at multiple sampling times. For example, the average oil pressure can be calculated, and the difference between the average and one of the oil pressure values ​​can be used as the correction parameter. Alternatively, the oil pressure variation can be determined from the oil pressure data at multiple sampling times, and the correction parameter can be determined based on the variation. Another approach is to calculate the difference between the oil pressure at each sampling time and the initial basic friction torque, determine the oil pressure variation based on multiple differences, and then determine the correction parameter based on the variation. After obtaining the correction parameters, they can be multiplied by the engine's initial basic friction torque, and the product value can be used as the corrected basic friction torque, i.e., the target basic friction torque. The output torque, i.e., the output torque to be used, is determined by the target basic friction torque and the preset combustion torque. For example, the target basic friction torque can be sent to the ECU output torque calculation model, and the model can calculate the output torque to be used. Alternatively, the target basic friction torque can be used as input to the calculation model, and the model can output the output torque to control engine rotation. The engine torque can then be adjusted based on the output torque to control engine rotation.

[0050] To improve torque control accuracy, in this embodiment, the method for determining the correction parameters based on all oil pressures and the initial basic friction torque can be as follows: determine the pressure difference between oil pressures at adjacent sampling times; determine the quotient to be used for each pressure difference and the initial basic friction torque; and determine the correction parameters based on all the quotients to be used.

[0051] In practical applications, the oil pressure at adjacent sampling times can be subtracted, and the resulting differences are used as pressure difference values. Further, the ratio between each pressure difference value and the initial basic friction torque is calculated as a quotient to be used. The oil pressure variation can be determined using all the quotients to be used, and correction parameters can then be determined based on the oil pressure variation.

[0052] In this embodiment, the correction parameters are determined based on all the quotients to be used, including: determining the average value to be used based on all the quotients to be used and the number of quotients to be used; and determining the correction parameters based on the quotients to be used at the current acquisition time and the next acquisition time, as well as the average value to be used.

[0053] Specifically, all the quotient values ​​to be used can be summed. This sum is the cumulative value of the oil pressure change. Then, the sum is divided by the quantity of the quotient values ​​to be used, and the resulting quotient is used as the average value to be used. Then, the quotient value to be used and the average value to be used corresponding to the oil pressure difference between the current collection time and the next collection time can be divided by the quotient value to be used and the average value to be used, and the resulting quotient is used as a correction parameter.

[0054] For example, the current oil pressure value can be read starting from t1, and the oil pressure values ​​at t2, t3, and t4 can be continuously read to obtain the oil pressure difference between adjacent times. The ratio (to be used quotient) of each pressure difference to the basic friction torque T1 corresponding to t1 can be calculated, namely r1, r2, and r3. The mean values ​​of r1, r2, and r3 are then averaged to obtain the mean value r (to be used averaging). The ratio of r1 to r is calculated, and this ratio is used as the friction torque correction factor, i.e., the correction parameter.

[0055] In this embodiment, optionally, adjacent acquisition times include multiple acquisition sub-times; the method for determining the correction parameters based on all oil pressures and the initial basic friction torque can also be as follows: determine the pressure difference of oil pressure at adjacent acquisition sub-times; accumulate the pressure differences at the same adjacent acquisition times to obtain a cumulative difference; determine the unprocessed quotient of each cumulative difference with the initial basic friction torque; determine the unprocessed average value based on all unprocessed quotients and the number of unprocessed quotients; and determine the correction parameters based on the unprocessed quotients of the current acquisition sub-time and the next acquisition sub-time, as well as the unprocessed average value.

[0056] For example, assuming the data acquisition time interval t1-t2 includes acquisition sub-times such as t11, t12, and t13, and the interval t2-t3 includes t21, t22, and t23, the current oil pressure value can be read starting from t11, continuously reading the oil pressure value at multiple times, and calculating the difference between each read oil pressure value and the previous read oil pressure value (i.e., pressure difference). All differences between t1-t2 are accumulated, and all differences between t2-t3 are accumulated. The ratio of the two accumulated results (cumulative differences) to the basic friction torque T1 corresponding to t1 (i.e., the quotient to be processed) is calculated, denoted as r1 and r2. The average value r between t1 and t2 (i.e., the mean value to be processed) is calculated, and the ratio of r1 to r is calculated, which is used as a correction parameter.

[0057] In one embodiment, if the control method is ignition angle adjustment, the way to control the engine output torque to reach the required torque based on the control method can be: if the current output torque is greater than the required torque, then delay the engine ignition timing; if the current output torque is not greater than the corresponding required torque of the engine, then advance the engine ignition timing.

[0058] Specifically, if the current output torque is greater than the required torque, the ignition timing can be delayed, that is, the engine ignition time can be delayed; if the current output torque is not greater than the engine's corresponding required torque, it means that the engine's output torque and the required torque are significantly different. In order to quickly narrow the gap between the two, the ignition timing can be advanced, that is, the engine ignition time can be advanced, directly entering the ignition torque correction mode, adjusting the ignition timing so that the torque deviation meets the requirements, until the torque deviation is controlled below the preset first threshold.

[0059] In one embodiment, if the control method is a combined control method, then the way to achieve the required torque by controlling the engine output torque based on the control method can be: controlling the engine output torque based on the torque correction method and the ignition angle adjustment method to achieve the required torque.

[0060] Specifically, when the torque deviation exceeds the preset second threshold, the engine torque is adjusted in a rapid adjustment mode. The engine torque can be adjusted by both torque correction and ignition angle adjustment. In the combined torque correction mode, the ignition angle is adjusted rapidly while the correction parameters are determined to correct the basic friction torque, so that the torque deviation meets the requirements and the engine output torque reaches the required torque.

[0061] The technical solution of this embodiment obtains the current output torque corresponding to the engine in the target vehicle; determines the torque deviation value based on the current output torque and the engine's required torque; and determines the control method for the engine torque based on the torque deviation value. The control methods include torque correction, ignition angle adjustment, and combined control. By controlling the engine's output torque to reach the required torque, this solution solves the problem in the prior art where the output torque is determined by subtracting the power loss from the power generated after fuel combustion, resulting in a large deviation between the output torque and the required torque and large fluctuations in engine speed. This solution achieves real-time detection of the torque deviation value between the engine's current output torque and the required torque, assesses the degree of deviation, and then selects an appropriate control method for different torque deviation values. By adjusting the engine's output torque through torque correction, ignition angle adjustment, and combined control, the accuracy of generator torque control is improved, ensuring that the output torque reaches the required torque, reducing the deviation between the output torque and the required torque, and thus improving engine speed stability and ultimately enhancing the driving experience.

[0062] Example 2

[0063] As an optional embodiment of the above embodiments, specific application scenario examples are provided to enable those skilled in the art to further understand the technical solutions of the embodiments of the present invention. Specifically, please refer to the following detailed content.

[0064] In this embodiment, firstly, a basic low-temperature torque calibration can be performed in a low-temperature chamber, calibrating the friction torque at -30°C or even lower temperatures to obtain a basic friction torque T1 based on various speeds and temperatures. This allows the ECU to obtain the current oil pressure in real time after the vehicle is started at low temperatures for low-temperature friction torque correction.

[0065] For example, see Figure 2 The torque deviation value can be determined based on the engine's required torque from the HCU and the current output torque calculated by the ECU model. It is then checked whether the torque deviation exceeds 5% (i.e., a preset first threshold). If not, the basic friction torque is corrected. This correction can be achieved by simultaneously acquiring oil pressure values ​​while obtaining oil temperature, resulting in multiple oil pressure values ​​at different times. When acquiring the oil pressure at the current time t1, it can be determined whether the oil pressure is normal, i.e., stable. If unstable, an anomaly warning is issued. If stable, the difference between oil pressure values ​​read at adjacent time points can be calculated. Oil pressure values ​​are continuously read and the difference between these values ​​and the oil pressure value at time point t1 is calculated. All differences are accumulated to obtain a cumulative difference. The ratio r1 of the cumulative difference to the current basic friction torque T1 is calculated as the quotient to be processed. This process is repeated, calculating the difference between oil pressure values ​​read at adjacent time points, continuously reading oil pressure values ​​and calculating the difference between these values ​​and the oil pressure value at time point t1, accumulating all differences to obtain a cumulative difference, and calculating the ratio of the cumulative difference to the current basic friction torque T1 to determine the quotient to be processed. This results in multiple quotients to be processed, such as r1, r2, ..., rn. The average value of r1, r2, ..., rn is calculated, which is the average value to be processed, r. The ratio of r1 to r is calculated, and this ratio is used as a correction parameter. The basic friction torque T1 is then corrected based on this correction parameter. If the torque deviation is greater than 5%, it is determined whether the torque deviation is greater than 30% (i.e., the preset second threshold). If not, the ignition angle is corrected. The correction method can be: adjusting the ignition angle correction amount in real time after starting. If the torque deviation is greater than 30%, the ignition torque correction mode is directly entered, and the basic friction torque is corrected while the ignition angle is quickly adjusted to reduce the torque deviation.

[0066] The technical solution of this embodiment continuously calculates the torque deviation between the engine's current output torque and the required torque, and adjusts the engine torque. This improves the accuracy of engine torque control and effectively solves the problem of speed fluctuation caused by torque deviation after the vehicle starts at low temperatures.

[0067] Example 3

[0068] Figure 3 This is a schematic diagram of the structure of an engine torque control device according to Embodiment 3 of the present invention. Figure 3 As shown, the device includes: an output torque determination module 310, a torque deviation determination module 320, a control mode determination module 330, and a control module 340.

[0069] The system includes: an output torque determination module 310 for acquiring the current output torque corresponding to the engine in the target vehicle; a torque deviation determination module 320 for determining a torque deviation value based on the current output torque and the required torque corresponding to the engine; a control mode determination module 330 for determining a control mode for the engine torque based on the torque deviation value; wherein the control mode includes a torque correction mode, an ignition angle adjustment mode, and a combined control mode; and a control module 340 for controlling the engine output torque to reach the required torque based on the control mode.

[0070] The technical solution of this embodiment obtains the current output torque corresponding to the engine in the target vehicle; determines the torque deviation value based on the current output torque and the engine's required torque; and determines the control method for the engine torque based on the torque deviation value. The control methods include torque correction, ignition angle adjustment, and combined control. By controlling the engine's output torque to reach the required torque, this solution solves the problem of low torque control accuracy and large engine speed fluctuations caused by the prior art's determination of output torque based on the power generated after fuel combustion minus the power loss. It achieves real-time detection of the torque deviation value between the engine's current output torque and the required torque, assesses the degree of deviation, and then selects appropriate control methods for different torque deviation values. By adjusting the engine's output torque through torque correction, ignition angle adjustment, and combined control methods, the accuracy of generator torque control is improved, ensuring the output torque reaches the required torque, reducing the deviation between output torque and required torque, and thus improving engine speed stability and ultimately enhancing the driving experience.

[0071] Based on the above-mentioned device, optionally, the control mode determination module 330 includes a first determination unit, a second determination unit, and a third determination unit.

[0072] The first determining unit is used to determine that the control mode for the engine torque is the torque correction mode if the torque deviation value does not reach the preset first threshold.

[0073] The second determining unit is used to determine that the control mode for the engine torque is the ignition angle adjustment mode if the torque deviation value reaches the preset first threshold and does not exceed the preset second threshold.

[0074] The third determining unit is used to determine that the control mode for the engine torque is a combined control mode if the torque deviation value exceeds the preset second threshold.

[0075] Based on the above-mentioned device, optionally, the control method is a torque correction method, and the control module 340 includes a torque correction module, which includes an oil pressure determination unit, a correction parameter determination unit, a target basic friction torque determination unit, a target output torque determination unit, and a control unit.

[0076] An oil pressure determination unit is used to acquire the oil pressure of the engine at multiple acquisition times.

[0077] The correction parameter determination unit is used to determine correction parameters based on all the oil pressures and the initial basic friction torque;

[0078] The target basic friction torque determination unit is used to determine the target basic friction torque based on the correction parameters and the initial basic friction torque corresponding to the engine.

[0079] The output torque determination unit is used to determine the output torque to be used based on the target basic friction torque and the preset combustion torque.

[0080] A control unit for controlling the rotation of the engine based on the output torque to be used.

[0081] Based on the above-mentioned device, optionally, an oil pressure determination unit is used to obtain the oil pressure corresponding to the engine at the current acquisition time, and the oil pressure corresponding to the engine at a preset first number of acquisition times after the current acquisition time; or, to obtain the oil pressure corresponding to the engine at the current acquisition time, and the oil pressure corresponding to the engine at a preset first number of acquisition times before the current acquisition time; or, to obtain the oil pressure corresponding to the engine at the current acquisition time, the oil pressure corresponding to the engine at a preset second number of historical acquisition times before the current acquisition time, and the oil pressure corresponding to the engine at a preset third number of acquisition times after the current acquisition time, so as to obtain the oil pressure corresponding to the engine at multiple acquisition times;

[0082] Wherein, the sum of the preset second quantity and the preset third quantity is the preset first quantity.

[0083] Based on the above-mentioned device, optionally, the correction parameter determination unit includes a pressure difference determination subunit, a quotient value to be used determination subunit, and a correction parameter determination subunit.

[0084] The pressure difference determination subunit is used to determine the pressure difference between oil pressures at adjacent acquisition times.

[0085] The quotient determination subunit is used to determine the quotient of each pressure difference and the initial basic friction torque.

[0086] The correction parameter determination subunit is used to determine the correction parameters based on all the quotient values ​​to be used.

[0087] Based on the above-mentioned device, optionally, the correction parameter determination subunit includes a mean determination subunit to be used and a correction parameter determination subunit.

[0088] The unit for determining the mean value to be used is used to determine the mean value to be used based on all the quotient values ​​to be used and the number of the quotient values ​​to be used;

[0089] The correction parameter determination unit is used to determine the correction parameter based on the quotient of the current acquisition time and the next acquisition time, as well as the average value of the value to be used.

[0090] Based on the above-mentioned device, optionally, the control method is an ignition angle adjustment method, and the control module 340 includes an ignition correction module, which includes a retarded ignition unit and an advanced ignition unit.

[0091] The ignition delay unit is used to delay the ignition timing of the engine if the current output torque is greater than the required torque.

[0092] The advance ignition unit is used to advance the ignition timing of the engine if the current output torque is not greater than the required torque corresponding to the engine.

[0093] The engine torque control device provided in the embodiments of the present invention can execute the engine torque control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the method.

[0094] Example 4

[0095] Figure 4 This is a schematic diagram of an electronic device implementing the engine torque control method of an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0096] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0097] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0098] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as engine torque control methods.

[0099] In some embodiments, the engine torque control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the engine torque control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the engine torque control method by any other suitable means (e.g., by means of firmware).

[0100] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0101] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0102] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0103] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0104] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0105] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through a communication network. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0106] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0107] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. An engine torque control method characterized by, The method comprises: acquiring a current output torque corresponding to an engine in a target vehicle; determining a torque deviation value based on the current output torque and a required torque corresponding to the engine; determining a control mode of the engine torque based on the torque deviation value; wherein the control mode comprises a torque correction mode, an ignition angle adjustment mode and a joint control mode; controlling the output torque of the engine to reach the required torque based on the control mode; when the control mode is the torque correction mode, the controlling of the output torque of the engine to reach the required torque based on the control mode comprises: acquiring engine oil pressures corresponding to the engine at multiple collection time points; determining pressure difference values of engine oil pressures at adjacent collection time points; determining a to-be-used quotient value of each pressure difference value and an initial basic friction torque, respectively; determining a correction parameter based on all the to-be-used quotient values; determining a target basic friction torque based on the correction parameter and the initial basic friction torque; determining a to-be-used output torque based on the target basic friction torque and a preset combustion torque; controlling the engine to rotate based on the to-be-used output torque.

2. The method of claim 1, wherein, The determining of the control mode of the engine torque based on the torque deviation value comprises: if the torque deviation value does not reach a preset first threshold value, determining that the control mode of the engine torque is the torque correction mode; if the torque deviation value reaches the preset first threshold value and does not exceed a preset second threshold value, determining that the control mode of the engine torque is the ignition angle adjustment mode; if the torque deviation value exceeds the preset second threshold value, determining that the control mode of the engine torque is the joint control mode.

3. The method of claim 1, wherein, The acquiring of the engine oil pressures corresponding to the engine at the multiple collection time points comprises: acquiring engine oil pressures corresponding to the engine at a current collection time point and a preset first number of collection time points after the current collection time point; or acquiring engine oil pressures corresponding to the engine at a current collection time point and a preset first number of collection time points before the current collection time point; or acquiring engine oil pressures corresponding to the engine at a current collection time point, a preset second number of historical collection time points before the current collection time point, and a preset third number of collection time points after the current collection time point, to acquire engine oil pressures corresponding to the engine at multiple collection time points; wherein the sum of the preset second number and the preset third number is the preset first number.

4. The method of claim 1, wherein, The determining of the correction parameter based on all the to-be-used quotient values comprises: determining a to-be-used mean value based on all the to-be-used quotient values and the number of the to-be-used quotient values; determining the correction parameter based on the to-be-used quotient values at a current collection time point and a next collection time point and the to-be-used mean value.

5. The method of claim 1, wherein, when the control mode is the ignition angle adjustment mode, the controlling of the output torque of the engine to reach the required torque based on the control mode comprises: if the current output torque is greater than the required torque, delaying the ignition timing of the engine; if the current output torque is not greater than the required torque corresponding to the engine, advancing the ignition timing of the engine.

6. An engine torque control device characterized by comprising: The method comprises: an output torque determination module configured to obtain a current output torque corresponding to an engine in a target vehicle; a torque deviation determination module configured to determine a torque deviation value based on the current output torque and a required torque corresponding to the engine; a control mode determination module configured to determine a control mode of the engine torque based on the torque deviation value, wherein the control mode comprises a torque correction mode, an ignition angle adjustment mode, and a joint control mode; a control module configured to control the output torque of the engine to reach the required torque based on the control mode; when the control mode is the torque correction mode, the control module comprises: an oil pressure determination unit configured to obtain oil pressure corresponding to the engine at a plurality of collection times; a pressure difference value determination sub-unit configured to determine a pressure difference value of the oil pressure at adjacent collection times; a to-be-used quotient value determination sub-unit configured to determine a to-be-used quotient value of each of the pressure difference values and an initial basic friction torque; a correction parameter determination sub-unit configured to determine a correction parameter based on all of the to-be-used quotient values; a target basic friction torque determination unit configured to determine a target basic friction torque based on the correction parameter and the initial basic friction torque corresponding to the engine; a to-be-used output torque determination unit configured to determine a to-be-used output torque based on the target basic friction torque and a preset combustion torque; a control unit configured to control the rotation of the engine based on the to-be-used output torque.

7. An electronic device, comprising: The electronic device comprises: at least one processor; and a memory connected in communication with the at least one processor; wherein the memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to execute the engine torque control method of any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions for enabling the processor to execute the engine torque control method of any one of claims 1-5 when executed.

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