Torque determination method, device, storage medium and processor for engine in vehicle

Abstract

This invention discloses a method, apparatus, storage medium, and processor for determining engine torque in a vehicle. The method includes: acquiring an ignition angle intervention torque signal of the vehicle; determining the activation state of the engine torque in response to the ignition angle intervention torque signal; determining the deviation angle of the target ignition angle relative to the actual ignition angle based on the activation state; and adjusting the original engine torque to the target torque based on the deviation angle. This invention solves the technical problem of simultaneously achieving good fast torque responsiveness and torque control stability in a vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to a method, apparatus, storage medium, and processor for determining the torque of an engine in a vehicle. Background Technology

[0002] Currently, engine torque calculation methods often involve modifying the engine torque model using generator power or adjusting ignition angle efficiency to ensure torque accuracy. However, regardless of the method used, neither approach is conducive to the coordinated control of powertrain torque in hybrid vehicles. This also results in an uneven driving experience, making it difficult to balance fast torque responsiveness and torque control stability.

[0003] There is currently no effective solution to the aforementioned technical problem of balancing the vehicle's fast torque response and torque control stability. Summary of the Invention

[0004] This invention provides a method, apparatus, storage medium, and processor for determining the torque of an engine in a vehicle, to at least solve the technical problem of balancing the vehicle's fast torque response and torque control stability.

[0005] According to one aspect of the present invention, a method for determining the torque of an engine in a vehicle is provided. The method may include: acquiring an ignition angle intervention torque signal of the vehicle; determining an activation state of the engine torque in the vehicle in response to the ignition angle intervention torque signal; determining a deviation angle of the target ignition angle of the engine relative to the actual ignition angle based on the activation state; and adjusting the original torque of the engine to the target torque based on the deviation angle.

[0006] Optionally, in response to the ignition angle intervention torque signal, determining the activation state of the engine torque in the vehicle includes: in response to the ignition angle intervention torque signal being a high-level signal, determining the activation state as a successful activation state, and adjusting the torque according to the actual ignition angle efficiency value of the engine, wherein the actual ignition angle efficiency value is used to control at least one cylinder in the engine to perform ignition operation on the engine according to the actual ignition angle efficiency value; in response to the ignition angle intervention torque signal being a low-level signal, determining the activation state as a failed activation state, and adjusting the torque according to the average ignition angle efficiency value of the engine, wherein the average ignition angle efficiency value is used to control the cylinder to perform ignition operation on the engine according to the average ignition angle efficiency value.

[0007] Optionally, based on the activation state, determining the deviation angle of the target ignition angle relative to the actual ignition angle of the engine includes: in response to the activation state being successfully activated, determining the target ignition angle based on the engine speed and engine load; determining a first difference between the target ignition angle and the actual ignition angle, and defining the first difference as the deviation angle.

[0008] Optionally, determining the deviation angle of the target ignition angle of the engine relative to the actual ignition angle based on the activation state further includes: in response to the activation state being an activation failure state, determining the initial ignition angle of the engine based on the engine speed and the engine load; determining the sum between the initial ignition angle and the cylinder knock angle; determining at least one second difference between the sum and the target ignition angle, and determining the second difference as the deviation angle.

[0009] Optionally, the method for determining the engine torque in the vehicle may further include: in response to a first difference in the deviation angle, determining an actual ignition angle efficiency value based on the first difference; and determining the target torque as the product of the actual ignition angle efficiency value and the preset torque.

[0010] Optionally, the method for determining the engine torque in the vehicle may further include: in response to a second difference in the deviation angle, determining an average ignition angle efficiency value based on the second difference; and determining the target torque by multiplying the average ignition angle efficiency value and a preset torque.

[0011] According to one aspect of the present invention, a torque determination device for an engine in a vehicle is provided. The device may include: an acquisition unit for acquiring an ignition angle intervention torque signal of the vehicle; a first determination unit for determining an activation state of the engine torque in the vehicle in response to the ignition angle intervention torque signal; a second determination unit for determining a deviation angle of the target ignition angle of the engine relative to the actual ignition angle based on the activation state; and an adjustment unit for adjusting the original torque of the engine to the target torque based on the deviation angle.

[0012] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the torque determination method for an engine in a vehicle according to the embodiments of the present invention.

[0013] According to another aspect of the present invention, a processor is also provided. The processor is used to run a program, wherein the program, when run by the processor, executes the torque determination method for an engine in a vehicle according to the embodiments of the present invention.

[0014] According to another aspect of the present invention, a vehicle is also provided, which is used to perform the torque determination method of the engine in the vehicle according to the embodiments of the present invention.

[0015] In this embodiment of the invention, the ignition angle intervention torque signal of the vehicle is acquired. By determining whether the ignition angle intervention torque signal is a high-level signal or a low-level signal, the activation state of the engine torque in the vehicle can be determined. By analyzing the activation state of the torque, the deviation angle of the engine's target ignition angle relative to the actual ignition angle can be determined. Then, based on the deviation angle, the target torque to be adjusted can be determined, and the original torque of the engine can be adjusted to the target torque. This achieves the purpose of facilitating the coordinated control of the power system torque in hybrid vehicles, solving the technical problem of difficulty in balancing the vehicle's fast torque response and torque control stability, and realizing the technical effect of balancing the vehicle's fast torque response and torque control stability. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0017] Figure 1 This is a flowchart of a method for determining the torque of an engine in a vehicle according to an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of the framework of a hybrid-specific engine torque calculation system according to an embodiment of the present invention;

[0019] Figure 3 This is a flowchart of a method for calculating the torque of a hybrid-specific engine according to an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of a torque determination device for an engine in a vehicle according to an embodiment of the present invention. Detailed Implementation

[0021] 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.

[0022] 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.

[0023] Example 1

[0024] According to an embodiment of the present invention, a method for determining the torque of an engine in a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0025] Figure 1 This is a flowchart of a method for determining the torque of an engine in a vehicle according to an embodiment of the present invention. The method may include the following steps:

[0026] Step S101: Obtain the vehicle's ignition angle intervention torque signal.

[0027] In the technical solution provided by step S101 of the present invention, the ignition angle intervention torque signal can be used to represent a signal that intervenes in the engine output torque by adjusting the ignition timing during engine operation. The ignition angle intervention torque signal can also be called an ignition angle intervention torque indicator. For example, the ignition angle intervention torque indicator can be used for B... AgIntvTq This is just an example and is not intended to be specific.

[0028] Optionally, the vehicle's ignition angle intervention torque signal can be obtained. For example, the ignition angle intervention torque signal of the vehicle under the current operating conditions can be obtained through data analysis software. The operating conditions of the vehicle may include, but are not limited to: high-speed operating conditions, traction operating conditions, slope operating conditions, long-distance operating conditions, and emergency stop and start operating conditions.

[0029] Optionally, in addition to acquiring the vehicle's ignition angle intervention torque signal, it is also necessary to acquire the engine speed, load, and the desired ignition angle I under torque intervention. AgDes and knocking thrust angle I of each cylinder AgKnk1 I AgKnk2 I AgKnk3 IAgKnk4 (Taking a four-cylinder engine as an example) and other ECU data.

[0030] Optionally, the above-mentioned high-speed operating condition can be used to indicate the operating condition of the vehicle driving on highways or other roads; the above-mentioned traction operating condition can be used to indicate the operating condition of the vehicle towing or pulling other vehicles or goods; the above-mentioned slope operating condition can be used to indicate the operating condition of the vehicle driving uphill or downhill; the above-mentioned long-distance operating condition can be used to indicate the operating condition of the vehicle driving continuously for a long time; and the above-mentioned emergency stop and start operating condition can be used to indicate the operating condition of the vehicle needing to make an emergency stop or start in an emergency.

[0031] Step S102: In response to the ignition angle intervention torque signal, determine the activation state of the engine torque in the vehicle.

[0032] In the technical solution provided by step S102 of the present invention, the activation state can be used to indicate whether the vehicle's rapid torque response function is activated. For example, the activation state can indicate that the vehicle's rapid torque response function is activated, or it can indicate that the vehicle's rapid torque response function is not activated.

[0033] Optionally, after acquiring the ignition angle intervention torque signal of the vehicle, in response to the ignition angle intervention torque signal, the activation state of the engine torque in the vehicle is determined. For example, by judging whether the ignition angle intervention torque signal is a high-level signal or a low-level signal, the activation state of the engine torque in the vehicle can be determined. If the ignition angle intervention torque signal is a high-level signal, it is determined that the fast torque response function is activated. If the ignition angle intervention torque signal is a low-level signal, it is determined that the fast torque response function is not activated.

[0034] Optionally, the above-mentioned ignition angle intervention torque signal is a high-level signal, which can be used with B. AgIntvTq =1 indicates that the above ignition angle intervention torque signal is a low-level signal, which can be represented by B. AgIntvTq =0 is used to represent this.

[0035] Optionally, in the event of sudden braking by the driver, if the torque changes slowly through the air circuit via the engine in the vehicle, it will not be able to reach the required speed. Therefore, this application proposes a fast torque response function to be suitable for situations where the torque changes drastically, so as to ensure a smoother driving experience.

[0036] Optionally, when the driver gradually brakes, if the engine in the vehicle responds through the air circuit, the torque change speed can reach the required speed. Therefore, this application proposes to maintain the air circuit response while applying the fast torque response function, thereby ensuring that the vehicle's fast torque response and torque control stability can be taken into account regardless of the driving conditions.

[0037] Step S103: Based on the activation state, determine the deviation angle of the engine's target ignition angle relative to the actual ignition angle.

[0038] In the technical solution provided by step S103 of the present invention, the target ignition angle can be used to represent the optimal ignition angle I of the vehicle under the current operating conditions. AgOpt The aforementioned actual ignition angle can be used to represent the desired ignition angle I under torque intervention of the vehicle under current operating conditions. AgDes And considering the actual ignition angle I of each cylinder after detonation push angle, AgAct1 to I AgAct4 .

[0039] Optionally, after determining the activation state of the engine torque in the vehicle in response to the ignition angle intervention torque signal, the deviation angle of the engine's target ignition angle relative to the actual ignition angle is determined based on the activation state. For example, by analyzing the activation state of this torque, the deviation angle of the engine's target ignition angle relative to the actual ignition angle can be determined, that is, the optimal ignition angle I can be determined. AgOpt Relative to the desired ignition angle I under torque intervention AgDes The deviation angle, or the optimal firing angle I can be determined. AgOpt Compared to the actual firing angle I of each cylinder after considering knocking, AgAct1 to I AgAct4 The deviation angle between them.

[0040] Optionally, if the activation status is that the rapid torque response function is activated, the optimal firing angle I under the current operating condition can be obtained by consulting the optimal firing angle diagram based on the engine speed and load. AgOpt Then calculate the optimal fire angle I. AgOpt Desired ignition angle I under torque intervention AgDes The deviation angle between them is only used as an example and is not specifically limited.

[0041] Optionally, if the activation state is that the rapid torque response function is not activated, the basic ignition angle I under the current operating condition can be obtained by referring to the basic ignition angle diagram based on the engine speed and load. AgBas By adjusting the basic ignition angle I AgBas and knocking thrust angle I of each cylinder AgKnk1 I AgKnk2 I AgKnk3 I AgKnk4 By performing a summation operation, we can obtain the actual firing angle I of each cylinder after considering the knock angle. AgAct1 to I AgAct4 Then calculate the optimal fire angle I. AgOpt The actual firing angle I of each cylinder after considering knocking angle AgAct1 to IAgAct4 The deviation angle between them is only used as an example and is not specifically limited.

[0042] Step S104: Based on the deviation angle, adjust the engine's original torque to the target torque.

[0043] In the technical solution provided by step S104 of the present invention, the target torque can be used to represent the actual engine torque Tq. Act The target torque mentioned above can also be used to represent the average actual torque Tq of the entire machine. ActMean .

[0044] Optionally, after determining the deviation angle of the engine's target ignition angle relative to the actual ignition angle based on the activation state, the engine's original torque is adjusted to the target torque based on the deviation angle. For example, by analyzing the obtained deviation angle, the target torque to which the engine needs to be adjusted can be determined, and the engine's original torque can be adjusted to that target torque.

[0045] Optionally, if the deviation angle is the optimal firing angle I AgOpt Desired ignition angle I under torque intervention AgDes The deviation angle between the two ignition angles can be used to find the ignition angle efficiency chart, and thus the actual ignition angle efficiency E can be obtained. AgAct By checking the engine speed and load, the optimal torque graph can be found, and thus the optimal torque Tq under the current operating conditions can be obtained. Opt Based on the actual ignition angle efficiency E AgAct and optimal torque Tq Opt This method can determine the target torque to which the engine needs to be adjusted and adjust the engine's original torque to that target torque. This is just an example and is not a specific limitation.

[0046] Optionally, if the deviation angle is the optimal firing angle I AgOpt The actual firing angle I of each cylinder after considering knocking angle AgAct1 to I AgAct4 The deviation angle between the two ignition angles can be used to look up the ignition angle efficiency chart, and thus the actual ignition angle efficiency E of each cylinder can be obtained. AgAct1-4 The average actual ignition angle efficiency E of the entire machine was calculated based on this. AgMean By checking the engine speed and load, the optimal torque graph can be found, and thus the optimal torque Tq under the current operating conditions can be obtained. Opt Based on the average actual ignition angle efficiency E of the whole machine AgMean and optimal torque Tq Opt This method can determine the target torque to which the engine needs to be adjusted and adjust the engine's original torque to that target torque. This is just an example and is not a specific limitation.

[0047] In steps S101 to S104 of this application, the ignition angle intervention torque signal of the vehicle is obtained. By judging whether the ignition angle intervention torque signal is a high-level signal or a low-level signal, the activation state of the engine torque in the vehicle can be determined. By analyzing the activation state of the torque, the deviation angle of the engine's target ignition angle relative to the actual ignition angle can be determined. Then, based on the deviation angle, the target torque to be adjusted can be determined, and the original torque of the engine can be adjusted to the target torque. This achieves the purpose of facilitating the coordinated control of the power system torque in hybrid vehicles, solving the technical problem of difficulty in balancing the vehicle's fast torque response and torque control stability, and realizing the technical effect of balancing the vehicle's fast torque response and torque control stability.

[0048] The method described in this embodiment will be further described below.

[0049] As an optional embodiment, step S102, in response to the ignition angle intervention torque signal, determines the activation state of the engine torque in the vehicle, including: in response to the ignition angle intervention torque signal being a high-level signal, determining the activation state as a successful activation state, and adjusting the torque according to the actual ignition angle efficiency value of the engine; in response to the ignition angle intervention torque signal being a low-level signal, determining the activation state as a failed activation state, and adjusting the torque according to the average ignition angle efficiency value of the engine.

[0050] In this embodiment, the actual ignition angle efficiency value can be used to control at least one cylinder in the engine to perform ignition operation on the engine according to the actual ignition angle efficiency value, and the average ignition angle efficiency value can be used to control the cylinder to perform ignition operation on the engine according to the average ignition angle efficiency value.

[0051] Optionally, after acquiring the vehicle's ignition angle intervention torque signal, the activation state of the engine torque in the vehicle can be determined by judging whether the ignition angle intervention torque signal is a high-level signal or a low-level signal. If the ignition angle intervention torque signal is a high-level signal, it is determined that the rapid torque response function has been successfully activated, and the current actual ignition angle efficiency E is used as a reference. AgAct This is used to adjust the engine's original torque. If the ignition angle intervention torque signal is a low-level signal, it indicates that the activation status is "rapid torque response function has failed to activate," and the average actual ignition angle efficiency E of the entire engine is used as the basis for further adjustments. AgMean This is used to adjust the engine's original torque.

[0052] As an optional embodiment, step S103, based on the activation state, determines the deviation angle of the target ignition angle of the engine relative to the actual ignition angle, including: in response to the activation state being a successful activation state, determining the target ignition angle based on the engine speed and engine load; determining a first difference between the target ignition angle and the actual ignition angle, and defining the first difference as the deviation angle.

[0053] In this embodiment, the engine speed and engine load can be obtained through the engine control unit (ECU) in the vehicle. The ECU may include at least a speed sensor and power performance testing equipment, etc. This is only an example and is not specifically limited.

[0054] Optionally, after determining the activation state of the engine torque in the vehicle in response to the ignition angle intervention torque signal, the deviation angle of the engine's target ignition angle relative to the actual ignition angle can be determined by analyzing the activation state of this torque; that is, the optimal ignition angle I can be determined. AgOpt Relative to the desired ignition angle I under torque intervention AgDes The deviation angle.

[0055] Optionally, if the activation status indicates that the rapid torque response function has been successfully activated, the optimal firing angle diagram can be retrieved using the engine speed and load, thereby obtaining the optimal firing angle I under the current operating conditions. AgOpt Then, by following formula (1), the optimal fire angle I is determined. AgOpt Desired ignition angle I under torque intervention AgDes By performing a difference operation, the difference between the two can be obtained, and this difference can be determined as the deviation angle. This is only an example and is not a specific limitation.

[0056] I AgDelta =I AgOpt -I AgDes (1)

[0057] As an optional embodiment, step S103, based on the activation state, determines the deviation angle of the target ignition angle of the engine relative to the actual ignition angle, further comprising: in response to the activation state being an activation failure state, determining the initial ignition angle of the engine based on the engine speed and the engine load; determining the sum between the initial ignition angle and the cylinder knock angle; determining at least one second difference between the sum and the target ignition angle, and determining the second difference as the deviation angle.

[0058] In this embodiment, the number of cylinders can be four, and the knock angle can be four knock angles corresponding to the four cylinders respectively. This is only an example and is not specifically limited.

[0059] Optionally, after determining the activation state of the engine torque in the vehicle in response to the ignition angle intervention torque signal, the deviation angle of the engine's target ignition angle relative to the actual ignition angle can be determined by analyzing the activation state of this torque; that is, the optimal ignition angle I can be determined. AgOpt Compared to the actual firing angle I of each cylinder after considering knocking, AgAct1 to I AgAct4 The deviation angle between them.

[0060] Optionally, if the activation status indicates that the rapid torque response function has failed to activate, the basic ignition angle diagram can be consulted using the engine speed and load, thereby obtaining the basic ignition angle I under the current operating conditions. AgBas By applying the following formulas (2) to (5), the basic ignition angle I is respectively... AgBas and knocking thrust angle I of each cylinder AgKnk1 I AgKnk2 I AgKnk3 I AgKnk4 By performing a summation operation, we can obtain the actual firing angle I of each cylinder after considering the knock angle. AgAct1 to I AgAct4 Then, according to the following formulas (6) to (9), by adjusting the optimal fire angle I... AgOpt The actual firing angle I of each cylinder after considering knocking angle AgAct1 to I AgAct4 By performing a difference operation, the difference between the two can be obtained, and this difference can be determined as the deviation angle. This is only an example and is not a specific limitation.

[0061] I AgAct1 =I AgBas +I AgKnk1 (2)

[0062] I AgAct2 =I AgBas +I AgKnk2 (3)

[0063] I AgAct3 =I AgBas +I AgKnk3 (4)

[0064] I AgAct4 =I AgBas +I AgKnk4 (5)

[0065] I AgDelta1 =I AgOpt -I AgAct1 (6)

[0066] I AgDelta2 =I AgOpt -IAgAct2 (7)

[0067] I AgDelta3 =I AgOpt -I AgAct3 (8)

[0068] I AgDelta4 =I AgOpt -I AgAct4 (9)

[0069] As an optional embodiment, the method for determining the engine torque in the vehicle may further include: in response to a first difference in the deviation angle, determining an actual ignition angle efficiency value based on the first difference; and determining the target torque as the product of the actual ignition angle efficiency value and a preset torque.

[0070] In this embodiment, the aforementioned first difference can be used to represent the optimal fire angle I. AgOpt Desired ignition angle I under torque intervention AgDes The deviation between these values, and the aforementioned preset torque, can be used to represent the optimal torque Tq of the vehicle under the current operating conditions. Opt .

[0071] Optionally, if the deviation angle is the optimal firing angle I AgOpt Desired ignition angle I under torque intervention AgDes The deviation angle between the two ignition angles can be used to find the ignition angle efficiency chart, and thus the actual ignition angle efficiency E can be obtained. AgAct By checking the engine speed and load, the optimal torque graph can be found, and thus the optimal torque Tq under the current operating conditions can be obtained. Opt Then, by following formula (10), the actual ignition angle efficiency E is calculated. AgAct and optimal torque Tq Opt By performing a product operation, the target torque to which the engine needs to be adjusted can be determined, and the original torque of the engine can be adjusted to that target torque. This is only an example and is not a specific limitation.

[0072] Tq Act =Tq Opt *E AgAct (10)

[0073] As an optional embodiment, the method for determining the engine torque in the vehicle may further include: in response to a second difference in the deviation angle, determining an average ignition angle efficiency value based on the second difference; and determining the target torque as the product of the average ignition angle efficiency value and a preset torque.

[0074] In this embodiment, the aforementioned second difference can be used to represent the optimal fire angle I. AgOptThe actual firing angle I of each cylinder after considering knocking angle AgAct1 to I AgAct4 The deviation between them, the above average ignition angle efficiency value can be expressed as E AgMean To express.

[0075] Optionally, if the deviation angle is the optimal firing angle I AgOpt The actual firing angle I of each cylinder after considering knocking angle AgAct1 to I AgAct4 The deviation angle between the two ignition angles can be used to look up the ignition angle efficiency chart, and thus the actual ignition angle efficiency E of each cylinder can be obtained. AgAct1-4 And based on this, the average actual ignition angle efficiency E of the whole machine can be calculated according to the following formula (11). AgMean By checking the engine speed and load, the optimal torque graph can be found, and thus the optimal torque Tq under the current operating conditions can be obtained. Opt Then, by following formula (12), the average actual ignition angle efficiency E of the whole machine is calculated. AgMean and optimal torque Tq Opt By performing a product operation, the target torque to which the engine needs to be adjusted can be determined, and the original torque of the engine can be adjusted to that target torque. This is only an example and is not a specific limitation.

[0076] E AgMean =(E AgAct1 +E AgAct2 +E AgAct3 +E AgAct4 ) / 4 (11)

[0077] Tq ActMean =Tq Opt *E AgMean (12)

[0078] This embodiment acquires the ignition angle intervention torque signal of the vehicle. By determining whether the ignition angle intervention torque signal is a high-level signal or a low-level signal, the activation state of the engine torque in the vehicle can be determined. By analyzing the activation state of the torque, the deviation angle of the engine's target ignition angle relative to the actual ignition angle can be determined. Then, based on the deviation angle, the target torque to be adjusted can be determined, and the original torque of the engine can be adjusted to the target torque. This achieves the purpose of facilitating the coordinated control of the powertrain torque in hybrid vehicles, solving the technical problem of difficulty in balancing the vehicle's fast torque response and torque control stability, and realizing the technical effect of balancing the vehicle's fast torque response and torque control stability.

[0079] Example 2

[0080] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0081] Current methods for calculating engine torque often involve modifying the engine torque model using generator power or adjusting the ignition angle efficiency to ensure the accuracy of engine torque. However, regardless of the method used, it is not conducive to the coordinated control of the powertrain torque in hybrid vehicles. It also results in an uneven driving experience, leading to technical problems that make it difficult to balance the vehicle's fast torque response and torque control stability.

[0082] In one related technology, a torque control method based on road information is disclosed. This method may include the following steps: obtaining the vehicle's current position; obtaining road information within a preset distance based on the current position; determining the road segment type the vehicle is on based on the road information and the current position; obtaining the vehicle's current driving parameters based on the road segment type; and controlling the vehicle's output torque based on the current driving parameters when the current driving parameters meet the entry conditions of a preset operating mode. However, this method only determines the road segment type the vehicle is on based on the vehicle's current position and road information within a preset distance, and then determines whether the current driving parameters meet the entry conditions of the preset operating mode. If so, it controls the vehicle's output torque. It cannot determine whether the engine's fast torque response function is activated based on the ignition angle intervention torque flag. When the fast torque response function is activated, the torque averaging algorithm is turned off, and the calculated actual torque is equal to the fast torque request torque value. When the fast torque response function is not activated, the basic ignition angle is corrected and used as the actual ignition angle, and the torque averaging algorithm is turned on. The calculated actual torque is equal to the average actual torque of each working cylinder, thus achieving a balance between the vehicle's fast torque responsiveness and torque control stability.

[0083] However, this invention proposes a torque calculation method for a hybrid-specific engine. By determining whether the engine's fast torque response function is activated based on the ignition angle intervention torque flag, when the fast torque response function is activated, the torque averaging algorithm is disabled, and the calculated actual torque equals the fast torque request torque value. When the fast torque response function is not activated, the basic ignition angle is corrected and used as the actual ignition angle, and the torque averaging algorithm is enabled, and the calculated actual torque equals the average actual torque of each working cylinder. This achieves the goal of facilitating coordinated torque control of the powertrain in hybrid vehicles, solving the technical problem of balancing the vehicle's fast torque response and torque control stability, and realizing the technical effect of balancing the vehicle's fast torque response and torque control stability.

[0084] Figure 2 This is a schematic diagram of the framework of a hybrid-specific engine torque calculation system according to an embodiment of the present invention, as shown below. Figure 2As shown, the computing system framework may include an acquisition subframe 200, a judgment subframe 201, a first computing subframe 202, a second computing subframe 203, a third computing subframe 204, and a fourth computing subframe 205.

[0085] Optionally, the acquisition subframe 200 can be used to acquire ECU data such as engine speed, load, ignition angle intervention torque flag, desired ignition angle under torque intervention, and dynamic knock thrust angle of each cylinder under the current operating conditions; and query the basic ignition angle, optimal ignition angle, and optimal torque graphs according to the speed and load, thereby obtaining key parameters such as the basic ignition angle, optimal ignition angle, and optimal torque under the current operating conditions.

[0086] Optionally, the judgment subframe 201 can be used to determine whether the torque average algorithm is activated based on the ignition angle intervention torque flag.

[0087] Optionally, the first calculation subframe 202 can be used to take the desired ignition angle under torque intervention as the actual ignition angle when the ignition angle intervention torque flag is activated, and look up the ignition angle efficiency spectrum based on the difference between the optimal ignition angle and the actual ignition angle to obtain the actual ignition angle efficiency.

[0088] Optionally, the second calculation subframe 203 can be used to calculate the actual engine torque when the fast torque response function is activated, based on the actual ignition angle efficiency and the optimal torque.

[0089] Optionally, the third calculation subframe 204 can be used to calculate the actual ignition angle of each cylinder based on the basic ignition angle and the dynamic knock angle of each cylinder when the ignition angle intervention torque flag is not activated. Based on the deviation between the optimal ignition angle and the actual ignition angle of each cylinder, the actual ignition angle efficiency of each cylinder is obtained by looking up the ignition angle efficiency chart, and then the average ignition angle efficiency of the whole engine is calculated.

[0090] Optionally, the fourth calculation subframe 205 can be used to calculate the engine's average actual torque when the fast torque response function is not activated, based on the average ignition angle efficiency and the optimal torque.

[0091] Figure 3 This is a flowchart of a method for calculating the torque of a hybrid-specific engine according to an embodiment of the present invention, such as... Figure 3 As shown, the calculation method may include the following steps:

[0092] Step S301: Obtain engine speed, load, ignition angle, and intervention torque flag B. AgIntvTq Desired ignition angle I under torque intervention AgDes and knocking thrust angle I of each cylinder AgKnk1 I AgKnk2 I AgKnk3 IAgKnk4 (Taking a four-cylinder engine as an example) and other ECU data.

[0093] Obtain engine speed, load, ignition angle, and intervention torque indicator B. AgIntvTq Desired ignition angle I under torque intervention AgDes and knocking thrust angle I of each cylinder AgKnk1 I AgKnk2 I AgKnk3 I AgKnk4 (Taking a four-cylinder engine as an example) After receiving the ECU data, proceed to step S302, and adjust the ignition angle according to the torque indicator B. AgIntvTq Determine whether the fast twist response function is activated.

[0094] If the fast torque response function is activated, proceed to steps S303 and S304. By checking the optimal firing angle diagram based on engine speed and load, the optimal firing angle I under the current operating condition is obtained. AgOpt Then, calculate the deviation value I of the desired ignition angle under the optimal firing angle and torque intervention. AgDelta And based on the ignition angle deviation value, the ignition angle efficiency graph is consulted to obtain the current actual ignition angle efficiency E. AgAct By checking the optimal torque graph based on engine speed and load, the optimal torque Tq under the current operating conditions can be obtained. Opt And based on the optimal torque and actual ignition angle efficiency, calculate the actual engine torque Tq when the fast torque response function is activated. Act .

[0095] If the fast torque response function is not activated, proceed to steps S305, S306, and S307 to obtain the basic ignition angle I under the current operating condition by checking the basic ignition angle diagram using engine speed and load. AgBas Based on the basic ignition angle and the dynamic knock angle of each cylinder, the actual ignition angle of each cylinder after considering the knock angle is calculated. Based on the optimal ignition angle and the actual ignition angle of each cylinder after considering the knock angle, the ignition angle deviation value I of each cylinder is calculated. AgDelta1 to I AgDelta4 Based on the ignition angle deviation value, the actual ignition angle efficiency E of each cylinder is obtained by referring to the ignition angle efficiency chart. AgAct1 To E AgAct4 The average actual ignition angle efficiency E of the entire machine was calculated based on this. AgMean And according to the optimal torque Tq Opt And the average actual ignition angle efficiency E of the whole machine AgMean Calculate the average actual torque Tq ActMean .

[0096] Alternatively, the deviation value I of the desired ignition angle under optimal firing angle and torque intervention can be calculated using the following formula. AgDelta :

[0097] I AgDelta =I AgOpt -I AgDes

[0098] Optionally, the actual engine torque Tq under fast torque response function activation can be calculated using the following formula, based on the optimal torque and actual ignition angle efficiency. Act :

[0099] Tq Act =Tq Opt *E AgAct

[0100] Optionally, the actual firing angle of each cylinder after considering knock angle can be calculated using the following four formulas:

[0101] I AgAct1 =I AgBas +I AgKnk1

[0102] I AgAct2 =I AgBas +I AgKnk2

[0103] I AgAct3 =I AgBas +I AgKnk3

[0104] I AgAct4 =I AgBas +I AgKnk4

[0105] Optionally, the following four formulas can be used to calculate the ignition angle deviation value I for each cylinder, based on the optimal ignition angle and the actual ignition angle of each cylinder after considering knock angle. AgDelta1 to I AgDelta4 :

[0106] I AgDelta1 =I AgOpt -I AgAct1

[0107] I AgDelta2 =I AgOpt -I AgAct2 I AgDelta3 =I AgOpt -I AgAct3

[0108] I AgDelta4 =I AgOpt -I AgAct4

[0109] Alternatively, the average actual ignition angle efficiency E of the entire unit can be calculated using the following formula. AgMean :

[0110] E AgMean =(E AgAct1 +E AgAct2 +E AgAct3 +E AgAct4 ) / 4

[0111] Alternatively, the optimal torque Tq can be determined using the following formula. Opt And the average actual ignition angle efficiency E of the whole machine AgMean Calculate the average actual torque Tq ActMean :

[0112] Tq ActMean =Tq Opt *E AgMean

[0113] In this embodiment, based on the ignition angle intervention torque flag, it is determined whether the fast torque response function is activated. If the fast torque response function is activated, the optimal ignition angle under the current operating condition is obtained. Then, the deviation between the optimal ignition angle and the expected ignition angle under torque intervention is calculated. Based on the deviation value, the ignition angle efficiency chart is consulted to obtain the current actual ignition angle efficiency. Furthermore, based on the optimal torque and the actual ignition angle efficiency, the actual engine torque under activated torque response function is calculated. If the fast torque response function is not activated, the basic ignition angle under the current operating condition is obtained, and the various torque values ​​considering knock angle are calculated. The actual ignition angle of each cylinder is calculated based on the optimal ignition angle and the actual ignition angle of each cylinder after considering the knock angle. The ignition angle deviation value of each cylinder is then obtained by referring to the ignition angle efficiency chart based on the ignition angle deviation value. The average actual ignition angle efficiency of the whole engine is then calculated. The average actual torque is calculated based on the optimal torque and the average actual ignition angle efficiency of the whole engine. This solves the technical problem of difficulty in balancing the fast torque response and torque control stability of the whole vehicle, and achieves the technical effect of balancing the fast torque response and torque control stability of the whole vehicle.

[0114] Example 3

[0115] According to an embodiment of the present invention, a torque determination device for an engine in a vehicle is also provided. It should be noted that this torque determination device for an engine in a vehicle can be used to execute a torque determination method for an engine in a vehicle as described in Embodiment 1.

[0116] Figure 4 This is a schematic diagram of a torque determination device for an engine in a vehicle according to an embodiment of the present invention. Figure 4 As shown, the engine torque determining device 400 in the vehicle may include: an acquisition unit 401, a first determining unit 402, a second determining unit 403, and an adjustment unit 404.

[0117] Acquisition unit 401 is used to acquire the ignition angle intervention torque signal of the vehicle.

[0118] The first determining unit 402 is used to determine the activation state of the engine torque in the vehicle in response to the ignition angle intervention torque signal.

[0119] The second determining unit 403 is used to determine the deviation angle of the target ignition angle of the engine relative to the actual ignition angle based on the activation state.

[0120] Adjustment unit 404 is used to adjust the engine's original torque to the target torque based on the deviation angle.

[0121] Optionally, the first determining unit 402 may include: a first determining module, configured to determine the activation state as a successful activation state in response to the ignition angle intervention torque signal being a high-level signal, and adjust the torque according to the actual ignition angle efficiency value of the engine, wherein the actual ignition angle efficiency value is used to control at least one cylinder in the engine to perform ignition operation on the engine according to the actual ignition angle efficiency value; and a second determining module, configured to determine the activation state as a failed activation state in response to the ignition angle intervention torque signal being a low-level signal, and adjust the torque according to the average ignition angle efficiency value of the engine, wherein the average ignition angle efficiency value is used to control the cylinder to perform ignition operation on the engine according to the average ignition angle efficiency value.

[0122] Optionally, the second determining unit 403 may include: a third determining module, configured to determine a target ignition angle based on the engine speed and engine load in response to the activation state being a successful activation state; and a fourth determining module, configured to determine a first difference between the target ignition angle and the actual ignition angle, and to determine the first difference as a deviation angle.

[0123] Optionally, the second determining unit 403 may further include: a fifth determining module, configured to determine the initial ignition angle of the engine based on the engine speed and engine load in response to the activation state being an activation failure state; a sixth determining module, configured to determine the sum between the initial ignition angle and the cylinder knock angle; and a seventh determining module, configured to determine at least one second difference between the sum and the target ignition angle, and to determine the second difference as the deviation angle.

[0124] Optionally, the engine torque determining device 300 in the vehicle may further include: a third determining unit, configured to determine an actual ignition angle efficiency value based on the first difference in response to a deviation angle of a first difference; and a fourth determining unit, configured to determine the target torque as the product of the actual ignition angle efficiency value and a preset torque.

[0125] Optionally, the engine torque determining device 300 in the vehicle may further include: a fifth determining unit, used to determine an average ignition angle efficiency value based on the second difference in response to a deviation angle of a second difference; and a sixth determining unit, used to determine the target torque by multiplying the average ignition angle efficiency value and a preset torque.

[0126] In this embodiment, the acquisition unit is used to acquire the ignition angle intervention torque signal of the vehicle; the first determination unit is used to determine the activation state of the engine torque in the vehicle in response to the ignition angle intervention torque signal; the second determination unit is used to determine the deviation angle of the target ignition angle of the engine relative to the actual ignition angle based on the activation state; and the adjustment unit is used to adjust the original torque of the engine to the target torque based on the deviation angle. This solves the technical problem of difficulty in balancing the fast torque response and torque control stability of the vehicle, and achieves the technical effect of balancing the fast torque response and torque control stability of the vehicle.

[0127] Example 4

[0128] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the method for determining the torque of an engine in a vehicle as described in Embodiment 1.

[0129] Example 5

[0130] According to an embodiment of the present invention, a processor is also provided for running a program, wherein the program is executed by the processor to perform the torque determination method of the engine in the vehicle in Embodiment 1.

[0131] Example 6

[0132] According to an embodiment of the present invention, a vehicle is also provided for performing the torque determination method of the engine in any of the vehicles in Embodiment 1.

[0133] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0134] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0135] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0136] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0137] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0138] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0139] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method of determining torque of an engine in a vehicle, characterized by, The method comprises: acquiring an ignition angle intervention torque signal of a vehicle; in response to the ignition angle intervention torque signal being a high level signal, determining that an activation state of a torque of an engine in the vehicle is the activation success state, and adjusting the torque according to an actual ignition angle efficiency value of the engine, wherein the actual ignition angle efficiency value is used to control at least one cylinder in the engine to perform an ignition operation on the engine according to the actual ignition angle efficiency value; in response to the ignition angle intervention torque signal being a low level signal, determining that the activation state is the activation failure state, and adjusting the torque according to an average ignition angle efficiency value of the engine, wherein the average ignition angle efficiency value is used to control the cylinder to perform an ignition operation on the engine according to the average ignition angle efficiency value; in response to the activation state being the activation success state, determining a deviation angle of a target ignition angle of the engine relative to an actual ignition angle; in response to the activation state being the activation failure state, determining a deviation angle of the target ignition angle of the engine relative to a target sum value, wherein the target sum value is used to represent a sum between an initial ignition angle and a knock push angle of the cylinder; based on the deviation angle, adjusting an original torque of the engine to a target torque.

2. The method of claim 1, wherein, in response to the activation state being the activation success state, determining a deviation angle of a target ignition angle of the engine relative to an actual ignition angle, comprises: in response to the activation state being the activation success state, determining the target ignition angle based on a rotation speed of the engine and a load of the engine; determining a first difference value between the target ignition angle and the actual ignition angle, and determining the first difference value as the deviation angle.

3. The method of claim 1, wherein, in response to the activation state being the activation failure state, determining a deviation angle of the target ignition angle of the engine relative to a target sum value, further comprises: in response to the activation state being the activation failure state, determining the initial ignition angle of the engine based on the rotation speed of the engine and the load of the engine; determining a sum between the initial ignition angle and a knock push angle of the cylinder as the target sum value; determining at least one second difference value between the target sum value and the target ignition angle, and determining the second difference value as the deviation angle.

4. The method of claim 2, wherein, The method further comprises: in response to the deviation angle being the first difference value, determining the actual ignition angle efficiency value based on the first difference value; determining a product between the actual ignition angle efficiency value and a preset torque as the target torque.

5. The method according to claim 3, further comprising: in response to the deviation angle being the second difference value, determining the average ignition angle efficiency value based on the second difference value; determining a product between the average ignition angle efficiency value and a preset torque as the target torque.

6. A torque determination device of an engine in a vehicle, characterized by comprising: The method comprises: an acquisition unit, configured to acquire an ignition angle intervention torque signal of a vehicle; The first determination unit is configured to determine that the activation state of the torque of the engine in the vehicle is the activation success state and adjust the torque according to an actual ignition angle efficiency value of the engine in response to the ignition angle intervention torque signal being a high-level signal, wherein the actual ignition angle efficiency value is used to control at least one cylinder in the engine to be ignited according to the actual ignition angle efficiency value; and determine that the activation state is the activation failure state and adjust the torque according to an average ignition angle efficiency value of the engine in response to the ignition angle intervention torque signal being a low-level signal, wherein the average ignition angle efficiency value is used to control the cylinder to be ignited according to the average ignition angle efficiency value; The second determination unit is configured to determine a deviation angle of a target ignition angle of the engine relative to an actual ignition angle in response to the activation state being the activation success state, and determine a deviation angle of the target ignition angle of the engine relative to a target sum value in response to the activation state being the activation failure state, wherein the target sum value is used to represent a sum of an initial ignition angle and a knock push angle of the cylinder. The adjustment unit is configured to adjust an original torque of the engine to a target torque based on the deviation angle.

7. A computer-readable storage medium, characterized in that, The computer readable storage medium comprises a stored program, wherein the program controls a device where the computer readable storage medium is located to execute the engine torque determination method of any one of claims 1 to 5 when the program is running.

8. A processor, comprising: The processor is configured to run a program, wherein the program is executed when the program is run by the processor to execute the engine torque determination method of any one of claims 1 to 5.

9. A vehicle characterized by comprising: The vehicle is configured to execute the engine torque determination method of any one of claims 1 to 5.

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