Method, device and equipment for controlling engine speed and vehicle

Abstract

The application relates to an engine speed control method, device, equipment and vehicle, and relates to the technical field of vehicles. The control method comprises the following steps: in the case that the absolute value of the difference between the current speed of an engine and a target speed is greater than a preset threshold, determining a first adjustment torque of the engine and a second adjustment torque of a clutch based on the difference between the current speed and the target speed. The torque of the engine is adjusted based on the first adjustment torque, and the torque of the clutch is adjusted based on the second adjustment torque, so that the absolute value is less than or equal to the preset threshold. The engine speed is rapidly stabilized.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to the field of vehicle control technology, specifically to a method, device, equipment, and vehicle for controlling engine speed. Background Technology

[0002] Compared to traditional manual transmissions, automatic transmissions offer advantages such as ease of operation, intelligent shifting, and a balance between power and fuel consumption. They are also an effective way to address issues such as reducing component wear and improving driving safety in commercial vehicles. As a result, automatic transmissions have become the main direction for the development of commercial vehicle transmissions.

[0003] However, during the start-up process of an automatic transmission, engine speed is prone to fluctuations due to torque accuracy errors in the engine-clutch system and the sensitivity of engine speed to torque changes at low speeds. How to control engine speed to quickly stabilize it is a pressing technical problem that needs to be solved. Summary of the Invention

[0004] This application provides a method, apparatus, device, and vehicle for controlling engine speed, so as to quickly stabilize the engine speed. The technical solution of this application is as follows:

[0005] According to a first aspect of this application, a method for controlling engine speed is provided. The method includes: when the absolute value of the difference between the current engine speed and a target engine speed is greater than a preset threshold, determining a first adjustment torque for the engine and a second adjustment torque for the clutch based on the difference between the current engine speed and the target engine speed. The engine torque is adjusted based on the first adjustment torque, and the clutch torque is adjusted based on the second adjustment torque, so that the absolute value of the difference between the current engine speed and the target engine speed is less than or equal to the preset threshold.

[0006] Based on the aforementioned technical means, when the engine's current speed is not close to the target speed, a first adjustment torque and a second adjustment torque are determined based on the difference between the current and target speeds. Furthermore, the engine torque is adjusted based on the first adjustment torque, and the clutch torque is adjusted based on the second adjustment torque, so that the absolute value is less than or equal to a preset threshold. In this way, when adjusting the engine speed, the torque of the power source (engine) and the torque of the transmission system (clutch) are adjusted simultaneously, allowing the engine speed to quickly reach a stable state. Moreover, because the torque on both the engine and transmission systems sides is adjusted simultaneously, excessive adjustment on one side is avoided, resulting in more accurate engine speed control and better starting quality.

[0007] In one possible implementation, determining a first adjustment torque for the engine and a second adjustment torque for the clutch based on the difference between the current speed and the target speed includes: inputting the difference between the current speed and the target speed into a first preset torque algorithm, and outputting a third adjustment torque for the engine and a fourth adjustment torque for the clutch. The first adjustment torque and the second adjustment torque are determined based on the third adjustment torque, the fourth adjustment torque, torque adjustment parameters, and the second preset torque algorithm; the torque adjustment parameters include at least one of the following: engine temperature, transmission oil temperature, engine torque, and transmission torque.

[0008] Based on the aforementioned technical means, after obtaining the engine's third adjustment torque and the clutch's fourth adjustment torque, the third and fourth adjustment torques are corrected based on torque adjustment parameters. Thus, by correcting the adjustment torque based on different environmental parameters, a corrected adjustment torque is obtained, thereby accurately adjusting the engine speed.

[0009] In one possible implementation, determining a first adjustment torque for the engine and a second adjustment torque for the clutch based on the difference between the current speed and the target speed includes: determining a target torque adjustment coefficient based on the current speed difference between the current speed and the target speed and a preset coefficient mapping table; the preset coefficient mapping table is used to record the one-to-one correspondence between the speed difference and the torque adjustment coefficient; determining the first adjustment torque based on the target torque adjustment coefficient and the first preset adjustment torque; and determining the second adjustment torque based on the target torque adjustment coefficient and the second preset adjustment torque; the first preset adjustment torque and the second preset adjustment torque are opposite in sign.

[0010] In one possible implementation, the absolute values ​​of the first and second adjustment torques are both positively correlated with the difference between the current speed and the target speed.

[0011] In one possible implementation, the first adjusting torque is the opposite of the second adjusting torque.

[0012] In one possible implementation, the current rotational speed is obtained when the vehicle enters the starting state.

[0013] According to a second aspect of this application, an engine speed control device is provided, comprising: a determining unit and an adjusting unit; the determining unit being configured to determine a first adjusting torque of the engine and a second adjusting torque of the clutch based on the difference between the current engine speed and the target engine speed, when the absolute value of the difference between the current engine speed and the target engine speed is greater than a preset threshold. The adjusting unit being configured to adjust the engine torque based on the first adjusting torque and the clutch torque based on the second adjusting torque, such that the absolute value of the difference between the current engine speed and the target engine speed is less than or equal to the preset threshold.

[0014] In one possible implementation, the determining unit is specifically configured to: input the difference between the current speed and the target speed into a first preset torque algorithm, and output a third adjustment torque for the engine and a fourth adjustment torque for the clutch. Based on the third adjustment torque, the fourth adjustment torque, torque adjustment parameters, and the second preset torque algorithm, the first adjustment torque and the second adjustment torque are determined respectively; the torque adjustment parameters include at least one of the following: engine temperature, transmission oil temperature, engine torque, and transmission torque.

[0015] In one possible implementation, the determining unit is specifically used to: determine a target torque adjustment coefficient based on the current speed difference between the current speed and the target speed and a preset coefficient mapping table; the preset coefficient mapping table is used to record the one-to-one correspondence between the speed difference and the torque adjustment coefficient. Based on the target torque adjustment coefficient and a first preset adjustment torque, a first adjustment torque is determined. Based on the target torque adjustment coefficient and a second preset adjustment torque, a second adjustment torque is determined; the first preset adjustment torque and the second preset adjustment torque are opposite in sign.

[0016] In one possible implementation, the absolute values ​​of the first and second adjustment torques are both positively correlated with the difference between the current speed and the target speed.

[0017] In one possible implementation, the first adjusting torque is the opposite of the second adjusting torque.

[0018] In one possible implementation, the current rotational speed is obtained when the vehicle enters the starting state.

[0019] According to a third aspect of this application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the control method of the first aspect.

[0020] According to the fourth aspect of this application, a vehicle is provided, including electronic equipment as described in the third aspect.

[0021] According to a fifth aspect of this application, a computer-readable storage medium is provided for storing computer-readable instructions that, when executed by a processor, cause the processor to perform the control method of the first aspect.

[0022] The engine speed control method provided in this application offers the following advantages: When the current engine speed is not close to the target speed, a first adjustment torque and a second adjustment torque are determined based on the difference between the current and target speeds. Furthermore, the engine torque is adjusted based on the first adjustment torque, and the clutch torque is adjusted based on the second adjustment torque, so that the absolute value of the difference between the current and target speeds is less than or equal to a preset threshold. Thus, when adjusting the engine speed, both the torque of the power source (engine) and the torque of the transmission system (clutch) are adjusted simultaneously, allowing the engine speed to quickly reach a stable state. Moreover, because both the engine-side torque and the transmission system-side torque are adjusted simultaneously, excessive adjustment of one side's torque is avoided, resulting in more accurate engine speed control and a better starting experience.

[0023] It should be noted that the technical effects of any of the implementation methods in the second to fifth aspects can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0025] Figure 1 A schematic diagram of the structure of an engine speed control system provided in an embodiment of this application;

[0026] Figure 2 One of the flowcharts for an engine speed control method provided in this application embodiment;

[0027] Figure 3 A second flowchart illustrating an engine speed control method provided in this application embodiment;

[0028] Figure 4 A flowchart of a method for controlling engine speed provided in this application embodiment;

[0029] Figure 5 A flowchart of a method for controlling engine speed provided in this application embodiment;

[0030] Figure 6 A schematic diagram of the stage states of an engine speed control system provided in an embodiment of this application;

[0031] Figure 7 This is a schematic diagram of the structure of an engine speed control device provided in an embodiment of this application;

[0032] Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0033] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0034] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application 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 this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0035] A brief introduction to the application scenarios involved in this application.

[0036] Compared to traditional manual transmissions, automatic transmissions offer advantages such as ease of operation, intelligent shifting, and a balance between power and fuel consumption. They are also an effective way to address issues such as reducing component wear and improving driving safety in commercial vehicles. As a result, automatic transmissions have become the main direction for the development of commercial vehicle transmissions.

[0037] However, during the start-up process of an automatic transmission, engine speed is prone to fluctuations due to torque accuracy errors in the engine-clutch system and the sensitivity of engine speed to torque changes at low speeds. How to control engine speed to quickly stabilize it is a pressing technical problem that needs to be solved.

[0038] In one scenario, for the fundamental function of starting, which is crucial for automatic transmissions, the starting control method typically only adjusts the clutch torque due to various factors. These include inherent torque accuracy errors in the engine-clutch system, the sensitivity of engine speed to torque changes at low speeds, and inherent torque accuracy errors in the power source itself under different temperature / altitude conditions. This often results in engine speed fluctuations during starting, failing to accurately follow the target starting speed, making it difficult to guarantee starting quality and engine speed stability. These speed fluctuations are easily detectable by experienced drivers. Therefore, a control method needs to be developed to address the problem of inaccurate starting speed tracking. Specifically, when there is a significant difference in engine / clutch torque accuracy, a larger clutch PID torque is used, which increases the load on the hydraulic or electrical systems of the clutch system and hinders torque engagement when transitioning to the next control state after starting.

[0039] For example, consider a target engine speed of 1600 rpm and a current engine speed of 1300 rpm. To make the actual engine speed close to 1600 rpm, only the clutch torque is adjusted, with the clutch adjustment torque set to 36 N·m. Because only the clutch torque is adjusted, the clutch adjustment torque is too high, making it difficult for the actual engine speed to quickly approach the target speed. This results in fluctuations in engine speed during start-up, preventing it from accurately following the target start-up speed, and compromising start-up quality and engine speed stability.

[0040] In related technologies, a vehicle start-up control device is disclosed, comprising: a speed acquisition unit that acquires the actual engine speed; a target speed calculation unit that calculates the target engine speed in slip control; a control target value calculation unit that calculates a target value, i.e., a control target value, for controlling the engine at the target speed based on the actual engine speed and the target speed; and a command value calculation unit that calculates a command value for the lock-up clutch required to control the engine speed at the target speed based on the control target value. It is evident that although this technical solution uses engine speed, it does not involve torque control of the power source, resulting in a relatively slow adjustment of the engine speed.

[0041] Another related technical solution discloses a method that incorporates clutch position closed-loop control during the start-up clutch torque-following phase. This method corrects the clutch engagement position during the start-up torque-following phase, effectively preventing the degradation of driving quality caused by clutch creep point deviation. It can also partially eliminate differences in driver skill, reduce driver workload, improve driving safety, and enhance vehicle comfort and fuel economy. However, the control method described in this technical solution only applies proportional-integral-derivative (PID) closed-loop control to the clutch.

[0042] In response to the above problems, such as Figure 1 As shown, this application provides a method for controlling engine speed. The method includes: when the absolute value of the difference between the current engine speed and the target engine speed is greater than a preset threshold, determining a first adjustment torque of the engine and a second adjustment torque of the clutch based on the difference between the current engine speed and the target engine speed; adjusting the engine torque based on the first adjustment torque and adjusting the clutch torque based on the second adjustment torque, so that the absolute value is less than or equal to the preset threshold.

[0043] Thus, when the engine's current speed is not close to the target speed, a first adjustment torque and a second adjustment torque are determined based on the difference between the current and target speeds. Furthermore, the engine torque is adjusted based on the first adjustment torque, and the clutch torque is adjusted based on the second adjustment torque, so that the absolute value of the difference between the current and target speeds is less than or equal to a preset threshold. In this way, when adjusting the engine speed, the torque of both the power source (engine) and the transmission system (clutch) is adjusted simultaneously, allowing the engine speed to quickly reach a stable state. Moreover, because the torque on both the engine and transmission systems sides is adjusted, excessive torque adjustment on one side is avoided, resulting in more accurate engine speed control and a better starting feel.

[0044] Figure 1 This is an implementation architecture diagram of this application. Figure 1 This diagram illustrates the structure of an engine speed control system 10 according to an embodiment of this application. The control system 10 includes an internal combustion engine (ICE) 101, an electronic control unit (ECU) 102, an automatic transmission (TM) 103, an automatic transmission control unit (TCU) 104, and wheels (in... Figure 1 The example shown is wheel 1 and wheel 2. Engine 101 is connected to electronic controller unit 102, wheels and automatic transmission 103 respectively, and automatic transmission control unit 104 is connected to electronic controller unit 102 and automatic transmission 103 respectively.

[0045] Specifically, the engine 101, automatic transmission 103, and wheels are connected through power transmission components.

[0046] In some embodiments, the engine 101 is controlled by the ECU 102. The automatic transmission 103 is controlled by the TCU 104. The ECU 102 and TCU 104 can transmit signals to each other to provide feedback and to perform certain predetermined intervention controls on each other.

[0047] For example, when the TCU104 determines the first adjustment torque and the second adjustment torque, it controls the torque of the automatic transmission 103 based on the second adjustment torque and sends a signal containing the first adjustment torque to the ECU102. Accordingly, the ECU102 receives the signal containing the first adjustment torque from the TCU104 and adjusts the torque of the engine 101 based on the first adjustment torque.

[0048] In some implementations, the TCU104 also acquires information such as throttle opening, clutch preparation progress, brake status, and chassis auxiliary function status via the controller area network (CAN) bus. The TCU104 can also acquire information such as engine torque and speed, engine temperature, and transmission oil temperature via the CAN bus.

[0049] TCU104 obtains the speed and torque of the automatic transmission 103.

[0050] In another scenario, the electronic controller unit 102 and the automatic transmission control unit 104 can be an integrated controller. The integrated controller controls the engine 101 and the automatic transmission 103, respectively.

[0051] For example, the electronic controller unit 102 and the automatic transmission control unit 104 are an integrated controller (package control unit, PCU).

[0052] In some embodiments, the automatic transmission 103 may be a dual-clutch automatic transmission or an electromechanical transmission; however, this application does not specifically limit the specific type of transmission.

[0053] The following will combine Figure 1 The technical solutions provided in the embodiments of this application will be described in detail.

[0054] To allow the engine speed to reach a stable level quickly. For example... Figure 2 As shown, this application embodiment provides a method for controlling engine speed, including the following steps: S201-S202.

[0055] S201. When the absolute value of the difference between the current engine speed and the target speed is greater than a preset threshold, the first adjustment torque of the engine and the second adjustment torque of the clutch are determined based on the difference between the current speed and the target speed.

[0056] As one possible approach, the TCU acquires the current engine speed and the target engine speed, and determines whether the absolute value of the difference between the current engine speed and the target engine speed is greater than a preset threshold. If the absolute value of the difference between the current engine speed and the target engine speed is greater than the preset threshold, the TCU determines the first adjustment torque of the engine and the second adjustment torque of the clutch based on the difference between the current engine speed and the target engine speed.

[0057] For example, taking a current engine speed of 1300 r / min, a target engine speed of 1500 r / min, and a preset threshold of 50 r / min as an example, the TCU, upon acquiring the current engine speed of 1300 r / min and the target engine speed of 1500 r / min, determines that the difference between the current engine speed and the target engine speed is 200 r / min, which is greater than 50 r / min. Further, the TCU determines the first adjustment torque of the engine and the second adjustment torque of the clutch based on the difference between the current engine speed and the target engine speed.

[0058] In some embodiments, the difference between the current speed and the target speed is input into a first preset torque algorithm to output a third adjustment torque of the engine and a fourth adjustment torque of the clutch; based on the third adjustment torque, the fourth adjustment torque, the torque adjustment parameters and the second preset torque algorithm, the first adjustment torque and the second adjustment torque are determined respectively; the torque adjustment parameters include at least one of the following: engine temperature, transmission oil temperature, engine torque and transmission torque.

[0059] In some embodiments, a target torque adjustment coefficient is determined based on the current speed difference between the current speed and the target speed and a preset coefficient mapping table; the preset coefficient mapping table is used to record the one-to-one correspondence between the speed difference and the torque adjustment coefficient; a first adjustment torque is determined based on the target torque adjustment coefficient and a first preset adjustment torque; a second adjustment torque is determined based on the target torque adjustment coefficient and a second preset adjustment torque; the first preset adjustment torque and the second preset adjustment torque are opposite in sign.

[0060] In other embodiments, the first adjustment torque and the second adjustment torque are determined based on the current speed difference between the current speed and the target speed and a preset adjustment mapping table.

[0061] For a detailed implementation of this step, please refer to the subsequent steps, which will not be repeated here.

[0062] In practical applications, before acquiring the engine's current and target speeds, the TCU determines whether the vehicle has entered its initial state. If the vehicle is powered on and the vehicle controller and electronic controller units are activated, the vehicle is confirmed to be in its initial state. Further, the TCU arbitrates information based on throttle opening, clutch preparation progress, brake status, and chassis auxiliary function status to determine whether the vehicle has entered a starting state. Subsequently, if the TCU determines that the vehicle has entered a starting state, it determines the engine's target speed and acquires the engine's current speed.

[0063] In some embodiments, the TCU acquires the engine's current speed in real time.

[0064] In another scenario, when the absolute value of the difference between the current engine speed and the target engine speed is greater than a preset fixed value, a first adjustment torque for the engine and a second adjustment torque for the clutch are determined based on this difference. The preset fixed value is greater than a preset threshold. Thus, when the speed difference between the current and target engine speeds is significant, the TCU determines to employ a bidirectional torque control method. That is, it determines the first and second adjustment torques, and then controls the torque of the engine and the clutch.

[0065] It should be noted that the preset fixed values ​​and preset thresholds are pre-set in the TCU by the maintenance personnel, and the values ​​of the preset fixed values ​​and preset thresholds are not limited in this embodiment. The preset coefficient mapping table, preset adjustment mapping table, and the first preset torque algorithm are pre-set in the TCU by the maintenance personnel.

[0066] S202, Adjust the engine torque based on the first adjustment torque and adjust the clutch torque based on the second adjustment torque, so that the absolute value of the difference between the current speed and the target speed is less than or equal to a preset threshold.

[0067] As one possible approach, given a first adjustment torque and a second adjustment torque, the engine torque is adjusted based on the first adjustment torque and the clutch torque is adjusted based on the second adjustment torque, such that the absolute value is less than or equal to a preset threshold.

[0068] In some embodiments, the TCU sends a signal including a first adjustment torque to the electronic control unit. Accordingly, upon receiving the signal including the first adjustment torque, the electronic control unit adjusts the engine torque based on the first adjustment torque. The TCU adjusts the clutch torque based on a second adjustment torque.

[0069] For example, taking a first adjustment torque of -18 N·m and a second adjustment torque of 20 N·m as an example, the TCU controls the clutch to increase the torque by 20 N·m, and controls the engine 101 to decrease the torque by 18 N·m via the TCU.

[0070] For example, taking a first adjustment torque of -18 N·m and a second adjustment torque of 18 N·m as an example, the TCU controls the clutch to increase the torque by 18 N·m, and controls the engine to decrease the torque by 18 N·m through the TCU.

[0071] In some embodiments, the first adjusting torque and the second adjusting torque are PID adjusting torques.

[0072] In other embodiments, the integrated controller, upon determining a first adjustment torque and a second adjustment torque, adjusts the engine torque based on the first adjustment torque and the clutch torque based on the second adjustment torque, such that the absolute values ​​are less than or equal to a preset threshold.

[0073] Subsequently, if after adjusting the engine torque based on the first adjustment torque and the clutch torque based on the second adjustment torque, the absolute value of the difference between the current engine speed and the target speed is greater than a preset threshold, then a fifth adjustment torque for the engine and a sixth adjustment torque for the clutch are determined again based on the difference between the current speed and the target speed. Further, the engine torque is adjusted based on the first adjustment torque and the clutch torque is adjusted based on the second adjustment torque. This continues until the absolute value of the difference between the current engine speed and the target speed is less than or equal to the preset threshold. When the absolute value of the difference between the current engine speed and the target speed is less than or equal to the preset threshold, the closed-loop control achieves the speed control target and enters torque following state, that is, the clutch torque maintains the initial adjustment value for entering this state and follows the changes in engine torque.

[0074] The engine speed control method provided in this application has the following beneficial effects: When the current engine speed is not close to the target speed, a first adjustment torque and a second adjustment torque are determined based on the difference between the current speed and the target speed. Furthermore, the engine torque is adjusted based on the first adjustment torque, and the clutch torque is adjusted based on the second adjustment torque, so that the absolute value is less than or equal to a preset threshold. Thus, when adjusting the engine speed, the torque of the power source (engine) and the torque of the transmission system (clutch) are adjusted simultaneously, allowing the engine speed to quickly reach a stable state. Furthermore, because the torque on both the engine side and the transmission system side is adjusted, excessive torque adjustment on one side is avoided, resulting in more accurate engine speed control and better starting quality.

[0075] In one design, in order to accurately adjust the engine speed, such as... Figure 3 As shown, S201 provided in this application embodiment includes: S2011-S2012.

[0076] S2011. Input the difference between the current speed and the target speed into the first preset torque algorithm, and output the third adjustment torque of the engine and the fourth adjustment torque of the clutch.

[0077] As one possible approach, given the current engine speed and the target speed, the difference between the current speed and the target speed is input into a first preset torque algorithm, which outputs a third adjustment torque for the engine and a fourth adjustment torque for the clutch.

[0078] For example, taking a difference of 210 r / min between the current speed and the target speed as an example, inputting 210 r / min into the first preset torque algorithm will output the engine's third adjustment torque: -20 N·m and the clutch's fourth adjustment torque: 20 N·m.

[0079] For example, taking a current speed difference of 210 r / min from the target speed as an example, inputting 210 r / min into the first preset torque algorithm outputs the engine's third adjustment torque: -21 N·m and the clutch's fourth adjustment torque: 19 N·m.

[0080] S2012. Based on the third adjustment torque, the fourth adjustment torque, the torque adjustment parameters, and the second preset torque algorithm, determine the first adjustment torque and the second adjustment torque respectively.

[0081] The torque adjustment parameters include at least one of the following: engine temperature, transmission oil temperature, engine torque, and transmission torque.

[0082] As one possible approach, given the third and fourth adjustment torques, the third and fourth adjustment torques and the torque adjustment parameters are input into a second preset torque algorithm to determine the first and second adjustment torques, respectively.

[0083] As one possible approach, given the third and fourth adjustment torques, the third adjustment torque, engine temperature, and engine torque are input into a second preset torque algorithm to output a first adjustment torque, and the fourth adjustment torque, transmission temperature, and automatic transmission torque are input into the second preset torque algorithm to output a second adjustment torque.

[0084] Understandably, after obtaining the engine's third adjustment torque and the clutch's fourth adjustment torque, these torques are corrected based on the torque adjustment parameters. Thus, by adjusting the adjustment torque based on different environmental parameters, a corrected adjustment torque is obtained, thereby accurately adjusting the engine speed.

[0085] In one design, in order to accurately adjust the engine speed, such as... Figure 4 As shown, S201 provided in this application embodiment includes: S2013-S2015.

[0086] S2013. Based on the current speed difference between the current speed and the target speed and the preset coefficient mapping table, determine the target torque adjustment coefficient.

[0087] The preset coefficient mapping table is used to record the one-to-one correspondence between the speed difference and the torque adjustment coefficient.

[0088] One possible approach is to determine the current speed difference between the current speed and the target speed, and then look up the target torque adjustment coefficient corresponding to the current speed difference from a preset coefficient mapping table based on the current speed difference to determine the target torque adjustment coefficient.

[0089] S2014. Based on the target torque adjustment coefficient and the first preset adjustment torque, determine the first adjustment torque.

[0090] For example, taking a target torque adjustment coefficient of 1.2 and a first preset adjustment torque of 15 N·m as an example, the first adjustment torque is determined to be: 1.2 * 15 N·m = 18 N·m.

[0091] S2015. Based on the target torque adjustment coefficient and the second preset adjustment torque, determine the second adjustment torque.

[0092] The first preset adjustment torque and the second preset adjustment torque are opposite in sign.

[0093] For example, taking a target torque adjustment coefficient of 1.2 and a first preset adjustment torque of -15 N·m as an example, the first adjustment torque is determined to be: 1.2 * 15 N·m = -18 N·m.

[0094] It should be noted that S2014 can be executed before S2015, S2015 can be executed before S2014, or S2014 and S2015 can be executed simultaneously. This application embodiment does not limit the execution of these methods. The first preset adjustment torque and the second preset adjustment torque can be opposites. The absolute value of the first preset adjustment torque can be greater than the absolute value of the second preset adjustment torque, or the absolute value of the first preset adjustment torque can be less than the absolute value of the second preset adjustment torque. This application embodiment does not limit the execution of these methods.

[0095] In another case, the first adjustment torque and the second adjustment torque are determined based on the current speed difference between the current speed and the target speed and a preset adjustment mapping table.

[0096] In another case, the difference between the current speed and the target speed is input into the third preset torque algorithm to determine the first adjustment torque and the second adjustment torque, respectively.

[0097] For example, taking a current speed difference of 135 r / min as an example, 135 r / min is input into the third preset torque algorithm to determine the first adjustment torque of -15 N·m and the second adjustment torque of 15 N·m. The absolute values ​​of the first and second adjustment torques are positively correlated with the current speed difference. That is, the larger the current speed difference, the larger the absolute values ​​of the first and second adjustment torques.

[0098] Understandably, different speed differences correspond to different torque adjustment coefficients. Based on the torque adjustment coefficients and the preset adjustment torque, the first adjustment torque and the second adjustment torque are determined respectively, thereby enabling the engine speed to be adjusted.

[0099] In one design, the absolute values ​​of both the first and second adjustment torques are positively correlated with the difference between the current speed and the target speed.

[0100] In one design, the first adjustment torque and the second adjustment torque are opposite numbers.

[0101] In one design, the current speed is obtained when the vehicle enters the starting state.

[0102] To better understand the engine speed control method provided in the embodiments of this application, such as Figure 5 The diagram shows a flowchart of a method for controlling engine speed, including steps S301-S306.

[0103] S301, Confirm entry into the initial state.

[0104] S302, Confirm entry into start-up mode.

[0105] In some embodiments, the starting state is determined after arbitration based on factors such as throttle opening, clutch preparation progress, brake status, and chassis auxiliary function status.

[0106] S303. Determine whether the absolute value of the difference between the current engine speed and the target speed is greater than a preset threshold.

[0107] S304. When the absolute value of the difference between the current engine speed and the target speed is greater than a preset threshold, perform bidirectional torque control.

[0108] Specifically, a first adjustment torque for the engine and a second adjustment torque for the clutch are determined based on the difference between the current speed and the target speed. The engine torque is adjusted based on the first adjustment torque, and the clutch torque is adjusted based on the second adjustment torque, so that the absolute value is less than or equal to a preset threshold. Subsequently, it is determined whether the absolute value of the difference between the current speed and the target speed is greater than the preset threshold. If the absolute value of the difference between the current speed and the target speed is greater than the preset threshold, then bidirectional torque control (i.e., closed-loop adjustment) continues.

[0109] S305. If the absolute value of the difference between the current speed and the target speed is greater than a preset threshold, enter torque following state.

[0110] Specifically, if the absolute value of the difference between the current speed and the target speed is greater than a preset threshold, the closed-loop control achieves the speed control target and enters the torque following state. That is, the clutch torque maintains the initial adjustment value for entering this state and follows the changes in engine torque.

[0111] S306, Start-up process complete.

[0112] To better understand the engine speed control method provided in the embodiments of this application, such as Figure 6 As shown, a flow chart of the stage states of the engine and clutch in an engine speed control method is illustrated. The stage includes: ae.

[0113] In stage a, the initial state before pressing the accelerator, the accelerator opening is zero, the engine is idling, the bidirectional torque adjustment is zero, and the engine torque and clutch torque are in a ready state.

[0114] In stage b, after pressing the accelerator, the engine speed is rapidly increased to the target speed. At this time, the actual engine speed begins to rise, the calculated engine adjustment torque is positive, and the engine target torque request is applied. The clutch adjustment torque is negative, and the clutch target torque is applied. Under this control, the engine torque is significantly greater than the clutch torque, and the engine speed rises rapidly.

[0115] In stage c, after the engine speed rises above the starting target speed, the calculated PID adjustment torque is negative for the engine adjustment part and positive for the clutch adjustment part. These two adjustment amounts are applied to the engine and clutch target torques respectively, resulting in a state where the clutch torque further increases and the engine torque decreases, and the engine speed quickly returns to the vicinity of the starting target speed.

[0116] It needs to be explained that, in Figure 6 The example describes a scenario where the current engine speed is greater than the target speed. If the current engine speed is less than the target speed, the engine and clutch torques are adjusted in opposite directions, and the PID control should bring the engine speed to the target speed within no more than two bidirectional control cycles.

[0117] In stage d, when the absolute value of the difference between the current engine speed and the target speed is less than or equal to a preset threshold, the PID bidirectional control is completed, and the torque following stage begins. In stage d, the clutch torque inherits the torque at the end of the previous state and follows the changes in engine torque.

[0118] In stage e, when the difference between the engine speed and the input shaft speed is less than the threshold, the start-up ends and the gear is engaged.

[0119] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the control device or server includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0120] According to the above method, the exemplary engine speed control device or server can be divided into functional modules. For example, the engine speed control device or electronic device may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0121] For example, embodiments of this application also provide an engine speed control device.

[0122] This application provides an engine speed control device 40. For example... Figure 7 As shown, the control device 40 includes a determining unit 401 and an adjusting unit 402.

[0123] The determining unit 401 is used to determine the first adjusting torque of the engine and the second adjusting torque of the clutch based on the difference between the current speed and the target speed when the absolute value of the difference between the current speed and the target speed of the engine is greater than a preset threshold.

[0124] The adjustment unit 402 is used to adjust the engine torque based on the first adjustment torque and the clutch torque based on the second adjustment torque, so that the absolute value is less than or equal to a preset threshold.

[0125] Optionally, the determining unit 401 is specifically used to: input the difference between the current speed and the target speed into a first preset torque algorithm, and output the third adjustment torque of the engine and the fourth adjustment torque of the clutch. Based on the third adjustment torque, the fourth adjustment torque, the torque adjustment parameters, and the second preset torque algorithm, the first adjustment torque and the second adjustment torque are determined respectively; the torque adjustment parameters include at least one of the following: engine temperature, transmission oil temperature, engine torque, and transmission torque.

[0126] Optionally, the determining unit 401 is specifically used for: determining a target torque adjustment coefficient based on the current speed difference between the current speed and the target speed and a preset coefficient mapping table; the preset coefficient mapping table is used to record the one-to-one correspondence between the speed difference and the torque adjustment coefficient. Based on the target torque adjustment coefficient and a first preset adjustment torque, a first adjustment torque is determined. Based on the target torque adjustment coefficient and a second preset adjustment torque, a second adjustment torque is determined; the first preset adjustment torque and the second preset adjustment torque are opposite in sign.

[0127] In one possible implementation, the absolute values ​​of the first and second adjustment torques are both positively correlated with the difference between the current speed and the target speed.

[0128] In one possible implementation, the first adjusting torque is the opposite of the second adjusting torque.

[0129] In one possible implementation, the current rotational speed is obtained when the vehicle enters the starting state.

[0130] In the case where the functions of the integrated modules described above are implemented in hardware, this application provides a possible structural schematic diagram of the electronic device involved in the above embodiments. For example... Figure 8 As shown, the electronic device 50 includes a processor 501, a memory 502, and a bus 503. The processor 501 and the memory 502 can be connected via the bus 503.

[0131] Processor 501 is the control center of the communication device. It can be a single processor or a collective term for multiple processing elements. For example, processor 501 can be a general-purpose central processing unit (CPU) or other general-purpose processors. Among them, the general-purpose processor can be a microprocessor or any conventional processor.

[0132] As one embodiment, processor 501 may include one or more CPUs, for example Figure 8 CPU 0 and CPU 1 are shown in the diagram.

[0133] The memory 502 may be a read-only memory (ROM) or other type of static storage device capable of storing static information and instructions, random access memory (RAM) or other type of dynamic storage device capable of storing information and instructions, or electrically erasable programmable read-only memory (EEPROM), disk storage medium or other magnetic storage device, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but is not limited thereto.

[0134] As one possible implementation, the memory 502 can exist independently of the processor 501. The memory 502 can be connected to the processor 501 via a bus 503 and is used to store instructions or program code. When the processor 501 calls and executes the instructions or program code stored in the memory 502, it can implement the sensor determination method provided in the embodiments of this application.

[0135] In another possible implementation, the memory 502 can also be integrated with the processor 501.

[0136] Bus 503 can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. This bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 8 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0137] It should be pointed out that, Figure 8 The structure shown does not constitute a limitation on the electronic device 50. Except... Figure 8 In addition to the components shown, the electronic device 50 may include more or fewer components than illustrated, or combine certain components, or have different component arrangements.

[0138] Optionally, the electronic device 50 provided in this application embodiment may also include a communication interface 504.

[0139] Communication interface 504 is used to connect with other devices via a communication network. This communication network can be Ethernet, a wireless access network, a wireless local area network (WLAN), etc. Communication interface 504 may include a receiving unit for receiving data and a transmitting unit for transmitting data.

[0140] In one design, the communication interface of the electronic device 50 provided in this application embodiment can also be integrated into the processor.

[0141] In another hardware structure of the electronic device provided in this application embodiment, the electronic device may include a processor and a communication interface. The processor is coupled to the communication interface.

[0142] The functions of the processor can be referred to in the processor description above. In addition, the processor also has storage functions, which can be referred to in the memory function description above.

[0143] The communication interface is used to provide data to the processor. This communication interface can be an internal interface of the communication device or an external interface of the communication device.

[0144] It should be noted that the above-mentioned alternative hardware structure does not constitute a limitation on the electronic device. In addition to the above-mentioned alternative hardware component, the electronic device may include more or fewer components, or combine certain components, or have different component arrangements.

[0145] When the functions of the integrated modules described above are implemented in hardware, the present application provides a structural diagram of the middleware involved in the above embodiments, which can be referred to as the structural diagram of the execution machine described above.

[0146] This application also provides a vehicle including the aforementioned electronic device 50.

[0147] This application also provides a computer-readable storage medium storing instructions. When a computer executes these instructions, the computer performs each step of the engine speed control method flow shown in the above method embodiments.

[0148] This application also provides a computer program product containing instructions that, when executed on a computer, cause the computer to perform the engine speed control method described in the above method embodiments.

[0149] The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), registers, hard disks, optical fibers, compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing, or any other form of computer-readable storage medium in the art. An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium may also be a component of the processor. The processor and the storage medium may reside in an application-specific integrated circuit (ASIC). In the embodiments of this application, the computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0150] Since the server, user equipment, computer-readable storage medium, and computer program product in the embodiments of this application can be applied to the above method, the technical effects that can be obtained can also be referred to the above method embodiments. The embodiments of this application will not be repeated here.

[0151] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be covered within the scope of protection of this application.

Claims

1. A method for controlling engine speed, characterized in that, The method includes; If the absolute value of the difference between the current engine speed and the target speed is greater than a preset threshold, the first adjustment torque of the engine and the second adjustment torque of the clutch are determined based on the difference between the current engine speed and the target speed. The torque of the engine is adjusted based on the first adjustment torque and the torque of the clutch is adjusted based on the second adjustment torque, so that the absolute value of the difference between the current speed and the target speed is less than or equal to the preset threshold. The step of determining the first adjustment torque of the engine and the second adjustment torque of the clutch based on the difference between the current speed and the target speed includes: Based on the current speed difference between the current speed and the target speed and a preset coefficient mapping table, the target torque adjustment coefficient is determined; the preset coefficient mapping table is used to record the one-to-one correspondence between the speed difference and the torque adjustment coefficient. The first adjustment torque is determined based on the target torque adjustment coefficient and the first preset adjustment torque; Based on the target torque adjustment coefficient and the second preset adjustment torque, the second adjustment torque is determined; the first preset adjustment torque and the second preset adjustment torque are opposite in sign.

2. The control method according to claim 1, characterized in that, The step of determining the first adjustment torque of the engine and the second adjustment torque of the clutch based on the difference between the current speed and the target speed includes: The difference between the current speed and the target speed is input into the first preset torque algorithm, and the third adjustment torque of the engine and the fourth adjustment torque of the clutch are output. Based on the third adjusted torque, the fourth adjusted torque, the torque adjustment parameters, and the second preset torque algorithm, the first adjusted torque and the second adjusted torque are determined respectively; the torque adjustment parameters include at least one of the following: engine temperature, transmission oil temperature, engine torque, and transmission torque.

3. The control method according to claim 1, characterized in that, The absolute values ​​of the first adjustment torque and the second adjustment torque are both positively correlated with the difference between the current rotational speed and the target rotational speed.

4. The control method according to any one of claims 1-3, characterized in that, The first adjusting torque is the opposite of the second adjusting torque.

5. The control method according to any one of claims 1-3, characterized in that, The current rotational speed is obtained when the vehicle enters the starting state.

6. A device for controlling engine speed, characterized in that, The device includes: a determining unit and an adjusting unit; The determining unit is used to determine the first adjusting torque of the engine and the second adjusting torque of the clutch based on the difference between the current speed and the target speed when the absolute value of the difference between the current speed and the target speed of the engine is greater than a preset threshold. The adjustment unit is used to adjust the torque of the engine based on the first adjustment torque and the torque of the clutch based on the second adjustment torque, so that the absolute value of the difference between the current speed and the target speed is less than or equal to the preset threshold. The step of determining the first adjustment torque of the engine and the second adjustment torque of the clutch based on the difference between the current speed and the target speed includes: The determining unit is further configured to determine the target torque adjustment coefficient based on the current speed difference between the current speed and the target speed and a preset coefficient mapping table; the preset coefficient mapping table is used to record the one-to-one correspondence between the speed difference and the torque adjustment coefficient. The determining unit is further configured to determine the first adjusting torque based on the target torque adjustment coefficient and the first preset adjusting torque; The determining unit is further configured to determine the second adjusting torque based on the target torque adjustment coefficient and the second preset adjusting torque; the first preset adjusting torque and the second preset adjusting torque are opposite in sign.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the control method as described in any one of claims 1-5.

8. A vehicle, characterized in that, Including the electronic device as described in claim 7.

9. A computer-readable storage medium for storing computer-readable instructions, characterized in that, When the computer-readable instructions are executed by the processor, the processor performs the control method as described in any one of claims 1-5.

Images