Torque correction method and related device

Abstract

The invention provides a torque correction method and a related device, and relates to the field of engine torque correction. When the ECU corrects the torque, the influence of the external environment on the engine torque is considered, and the deviation between the calculated engine torque and the real engine torque is reduced. Besides, after the torque is corrected on the basis of the external environment, secondary correction can be carried out on the basis of the water temperature of the engine, and the deviation between the calculated torque of the engine and the real torque of the engine is further reduced. According to the method, the influence of the external environment and the water temperature in the engine on the torque is considered, the basic inflation efficiency is corrected, the calculated engine torque is closer to the real engine torque, and the vehicle driving safety is improved.

Description

Technical Field

[0001] The present invention relates to the field of engine torque correction, and more particularly to a torque correction method and related devices. Background Art

[0002] Engine torque accuracy refers to the deviation between the actual engine torque and the torque signal calculated by the ECU (electronic control unit). In practical applications, the engine torque can only be calculated by the internal logic of the ECU, but the actual engine torque cannot be measured.

[0003] When the engine torque calculated by the ECU is subsequently used to perform corresponding control operations, if the engine torque calculated by the ECU deviates significantly from the actual engine torque, it will affect the driving safety of the vehicle. Summary of the invention

[0004] In view of this, the present invention provides a torque correction method and related devices to solve the problem that if the engine torque calculated by the ECU deviates greatly from the actual engine torque, it will affect the driving safety of the vehicle.

[0005] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0006] A torque correction method, comprising:

[0007] Determine vehicle position information and parameter values ​​of vehicle driving environment parameters;

[0008] selecting at least one charging efficiency correction parameter from the vehicle driving environment parameters based on the vehicle position information;

[0009] Using the parameter value of the charging efficiency correction parameter, a correction operation is performed on the basic charging efficiency to obtain a first charging efficiency correction value;

[0010] Based on the engine water temperature, the first charging efficiency correction value is corrected again to obtain a second charging efficiency correction value, so as to calculate the corrected engine torque using the second charging efficiency correction value.

[0011] Optionally, the vehicle driving environment parameters include intake air temperature and atmospheric pressure;

[0012] Based on the vehicle position information, at least one charging efficiency correction parameter is selected from the vehicle driving environment parameters, including:

[0013] If the vehicle location information is a preset plain area, and the intake air temperature is not a preset bench-calibrated intake air temperature, the intake air temperature is used as a charging efficiency correction parameter;

[0014] If the vehicle location information is not a preset plain area, and the intake air temperature is a preset bench-calibrated intake air temperature, the atmospheric pressure is used as a charging efficiency correction parameter;

[0015] If the vehicle location information is not a preset plain area, and the intake air temperature is not a preset bench-calibrated intake air temperature, the intake air temperature and the atmospheric pressure are used as charging efficiency correction parameters.

[0016] Optionally, using the parameter value of the charging efficiency correction parameter to correct the basic charging efficiency to obtain a first charging efficiency correction value includes:

[0017] Get the basic inflation efficiency;

[0018] Using the parameter value of the charging efficiency correction parameter, filtering out charging efficiency correction reference data;

[0019] Determining a change in charging efficiency according to the charging efficiency correction reference data, the engine speed and the load value;

[0020] The sum of the basic charging efficiency and the charging efficiency change is used as a first charging efficiency correction value.

[0021] Optionally, the parameter value of the charging efficiency correction parameter is used to filter out charging efficiency correction reference data, including:

[0022] Determining whether the parameter value of the charging efficiency correction parameter is a preset bench calibration value;

[0023] If yes, select the efficiency correction query data corresponding to the parameter value of the charging efficiency correction parameter, and use the efficiency correction query data as charging efficiency correction reference data;

[0024] If not, selecting a first preset bench calibration value having the smallest difference with the parameter value of the charging efficiency correction parameter and a second preset bench calibration value having the second smallest difference;

[0025] The efficiency correction query data corresponding to the first preset bench calibration value and the second preset bench calibration value are used as charging efficiency correction reference data.

[0026] Optionally, determining the change in charging efficiency according to the charging efficiency correction reference data, the engine speed and the load value includes:

[0027] If the charging efficiency correction reference data only includes one efficiency correction query data, the charging efficiency change corresponding to the engine speed and load value is obtained by querying from the efficiency correction query data;

[0028] If the charging efficiency correction reference data includes two efficiency correction query data, the reference charging efficiency change corresponding to the engine speed and load value is obtained by querying from each of the efficiency correction query data;

[0029] A weighted sum is performed on the reference charging efficiency change to obtain the charging efficiency change.

[0030] Optionally, performing weighted summation on the reference charging efficiency variation to obtain the charging efficiency variation includes:

[0031] Calculating a weighting coefficient based on a first absolute value of a difference between a parameter value of the charging efficiency correction parameter and the first preset bench calibration value, and a second absolute value of a difference between a parameter value of the charging efficiency correction parameter and the second preset bench calibration value;

[0032] The reference charging efficiency change is weighted and summed using the weighted coefficient to obtain the charging efficiency change.

[0033] Optionally, determining the change in charging efficiency according to the charging efficiency correction reference data, the engine speed and the load value includes:

[0034] The charging efficiency correction reference data, engine speed and load value are used as inputs of the model, and the charging efficiency change is obtained by using the correction amount to determine the model.

[0035] Optionally, based on the engine water temperature, the first charging efficiency correction value is corrected again to obtain a second charging efficiency correction value, including:

[0036] Determining a change in charging efficiency corresponding to the engine water temperature;

[0037] The sum of the charging efficiency change corresponding to the engine water temperature and the first charging efficiency correction value is used as the second charging efficiency correction value.

[0038] A torque correction device, comprising:

[0039] A data determination module, used to determine the vehicle position information and parameter values ​​of the vehicle driving environment parameters;

[0040] A parameter selection module, configured to select at least one charging efficiency correction parameter from the vehicle driving environment parameters based on the vehicle position information;

[0041] A first correction module, configured to use the parameter value of the charging efficiency correction parameter to perform a correction operation on the basic charging efficiency to obtain a first charging efficiency correction value;

[0042] The second correction module is used to perform a further correction operation on the first charging efficiency correction value based on the engine water temperature to obtain a second charging efficiency correction value, so as to calculate a corrected engine torque using the second charging efficiency correction value.

[0043] A vehicle comprises a device for executing the above torque correction method.

[0044] Compared with the prior art, the present invention has the following beneficial effects:

[0045] The present invention provides a torque correction method and related devices. When the ECU performs torque correction, it takes into account the influence of the external environment on the engine torque, thereby reducing the deviation between the calculated engine torque and the true engine torque. In addition, in the present invention, after the torque is corrected based on the external environment, a secondary correction can be performed based on the engine water temperature, thereby further reducing the deviation between the calculated engine torque and the true engine torque. That is, the present invention corrects the basic charging efficiency by taking into account the influence of the external environment and the internal water temperature of the engine on the torque, so that the calculated engine torque is closer to the true engine torque, thereby improving the driving safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0047] Figure 1 A flow chart of a torque correction method provided by an embodiment of the present invention;

[0048] Figure 2 A schematic diagram of a change in charging efficiency under atmospheric pressure provided by an embodiment of the present invention;

[0049] Figure 3 A schematic diagram of a change in charging efficiency at an intake temperature provided by an embodiment of the present invention;

[0050] Figure 4 A flowchart of a method for calculating a correction value provided by an embodiment of the present invention;

[0051] Figure 5 A schematic structural diagram of a torque correction device provided by an embodiment of the present invention;

[0052] Figure 6 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0054] Engine torque accuracy refers to the deviation between the actual engine torque and the torque signal calculated by the ECU (electronic control unit). In practical applications, the engine torque can only be calculated by the internal logic of the ECU, but the actual engine torque cannot be measured.

[0055] When the engine torque calculated by the ECU is subsequently used to perform corresponding control operations, if the engine torque calculated by the ECU deviates significantly from the actual engine torque, it will affect the driving safety of the vehicle.

[0056] For example, torque is an important parameter for evaluating vehicle performance. In hybrid vehicles, there are two power sources: engine and motor. In order for the vehicle to exert its due power under various working conditions, the HCU (Hybrid Control Unit) needs to reasonably distribute the torque to the engine and motor. In series mode, the torque output by the engine is used to charge the battery. At this time, if the flywheel end torque output by the engine calculated by the ECU is greater than the actual torque of the engine, the torque for charging the battery will be too small. If this state is maintained for a long time, it will cause the battery to be fed, affecting the driving safety of the vehicle.

[0057] In addition, during the gear shifting process of a multi-speed gearbox, in order to reduce the impact on the gearbox, the torque at the input shaft end of the gearbox needs to be reduced to about 0Nm. At this time, if the torque output by the engine calculated by the ECU is smaller than the actual torque, even if the flywheel end torque signal of the engine output calculated by the ECU is 0Nm, due to the deviation in torque accuracy, the actual torque may be greater than 0Nm. At this time, shifting will cause a certain impact on the gearbox and affect driving safety.

[0058] For this reason, after analysis, it is found that the engine torque accuracy cannot form a closed-loop control, and the deviation between the actual torque size and the torque size calculated by the ECU is completely controlled by the model strategy. When the ECU calculates the corrected engine torque size, it will use the torque model. The torque model needs to be calibrated on the test bench in advance, and the atmospheric pressure and intake temperature of the test bench are standard atmospheric pressure and intake temperature. In the actual vehicle environment, the external environment of the vehicle is not consistent with the environment of the test bench, which makes the calibration environment of the torque model calibrated by the test bench inconsistent with the actual vehicle driving environment, resulting in a deviation between the torque calculated inside the ECU and the actual torque.

[0059] Therefore, in this embodiment, the charging efficiency that affects the torque is corrected using the atmospheric pressure and the intake temperature to correct the effects of the atmospheric pressure and the intake temperature on the torque model, so that the torque value calculated by the torque model is closer to the actual engine torque.

[0060] In addition, the engine water temperature will also affect the engine torque. Therefore, the embodiment of the present invention will further correct the charging efficiency using the engine water temperature to further reduce the deviation between the torque value calculated by the torque model and the actual engine torque.

[0061] Based on the above content, an embodiment of the present invention provides a torque correction method, and the execution subject can be the above-mentioned ECU. In addition, the torque correction method in the embodiment of the present invention can also be executed by devices such as HCU.

[0062] Reference Figure 1 , a torque correction method may include:

[0063] S11. Determine the vehicle position information and the parameter values ​​of the vehicle driving environment parameters.

[0064] Specifically, due to different locations of the vehicle, the atmospheric pressure, intake temperature and engine water temperature of the vehicle will be different. Therefore, in this embodiment, it is necessary to obtain the vehicle location information.

[0065] The vehicle position information may be determined using the vehicle's own positioning information, such as a GPS (Global Positioning System).

[0066] In addition, the vehicle location information can also be obtained by the user selecting a location on the map. If the user is traveling in XXX, he can select the XXX location on the map to obtain the vehicle location.

[0067] Since atmospheric pressure and intake temperature are external factors that affect engine torque, and engine water temperature is an internal factor that affects engine torque, in this embodiment, the charging efficiency is first corrected based on external factors and then based on internal factors.

[0068] The atmospheric pressure and intake air temperature in this embodiment belong to vehicle driving environment parameters. The atmospheric pressure can be detected by a pressure sensor, and the intake air temperature can be detected by a temperature sensor. For example, the detected atmospheric pressure value is 120 kPa, and the intake air temperature is 62°C.

[0069] S12. Select at least one charging efficiency correction parameter from the vehicle driving environment parameters based on the vehicle position information.

[0070] In actual applications, when performing bench calibration, the intake air temperature and atmospheric pressure used are both standard intake air temperature and atmospheric pressure.

[0071] In the actual driving environment, due to the different positions of the vehicles, the intake air temperature and atmospheric pressure of the actual vehicle will be different from the intake air temperature and atmospheric pressure in the test bench environment.

[0072] For example, if the vehicle is traveling in a plateau area, such as the Qinghai-Tibet Plateau or the Yunnan-Guizhou Plateau, the atmospheric pressure and intake air temperature will be lower than the intake air temperature and atmospheric pressure in the test bench environment.

[0073] If the vehicle is traveling in a plateau area, the atmospheric pressure is the same as that in the test bench environment, but the intake air temperature may be different from or the same as that in the test bench environment.

[0074] It can be seen from the above that at different vehicle positions, at least one of the atmospheric pressure and the intake air temperature is different from the corresponding value in the test bench environment. At this time, it is necessary to consider the impact of different values ​​on the charging efficiency.

[0075] If the atmospheric pressure and intake temperature are the same as the corresponding values ​​in the test bench environment, there is no need to correct the charging efficiency, and the basic charging efficiency can be used directly to calculate the corrected engine torque.

[0076] S13. Using the parameter value of the charging efficiency correction parameter, a correction operation is performed on the basic charging efficiency to obtain a first charging efficiency correction value.

[0077] In this embodiment, after the charging efficiency correction parameter is obtained, the correction change is determined using the parameter value of the parameter, and then the basic charging efficiency is corrected using the correction change to obtain the first charging efficiency correction value.

[0078] S14. Based on the engine water temperature, the first charging efficiency correction value is corrected again to obtain a second charging efficiency correction value, and the second charging efficiency correction value is used to calculate the corrected engine torque.

[0079] In this embodiment, after the external factor correction is performed, the charging efficiency is corrected again using the internal factor.

[0080] Generally speaking, if the actual driving environment is different from the bench calibration environment, the actual water temperature of the engine during startup will be different from the standard water temperature in the bench calibration environment, thereby affecting the charging efficiency and further affecting the calculated engine torque. Therefore, in this embodiment, the engine water temperature will be used to correct the charging efficiency again to obtain a second charging efficiency correction value. The torque model can be used to calculate the corrected engine torque using the second charging efficiency correction value.

[0081] Specifically, the torque model includes: charging model, oil circuit model, boost model, etc.

[0082] Among them, the construction process of the inflation model is:

[0083] On the engine test bench, the actual intake volume of the engine under various operating conditions is calculated based on the signals measured by the bench measurement and control equipment such as the fuel consumption meter, air-fuel ratio analyzer, and intake temperature sensor. The process of calibrating the relevant control parameters of the electronic fuel injection system to make the combustion chamber air volume calculated by the electronic fuel injection system sensor signal consistent with the actual intake volume of the engine is to establish the electronic fuel injection system charging model.

[0084] The construction process of the supercharging model is:

[0085] The process of controlling the target boost pressure to be consistent with the actual boost pressure at various operating points of the engine is the calibration and construction of the boost model.

[0086] The oil circuit model is constructed by controlling the actual fuel injection amount to achieve air-fuel ratio control within the theoretical air-fuel ratio.

[0087] After the three models are constructed and the second charging efficiency correction value is actually determined, the engine torque can be calculated using the three models. Due to the correction of the charging efficiency, the engine torque calculated using the three models will be closer to the actual torque.

[0088] In this embodiment, when the ECU performs torque correction, it takes into account the influence of the external environment on the engine torque, thereby reducing the deviation between the calculated engine torque and the true engine torque. In addition, in the present invention, after the torque is corrected based on the external environment, a secondary correction can be performed based on the engine water temperature, thereby further reducing the deviation between the calculated engine torque and the true engine torque. That is, the present invention corrects the basic charging efficiency by taking into account the influence of the external environment and the internal water temperature of the engine on the torque, thereby making the calculated engine torque closer to the true engine torque and improving the driving safety of the vehicle.

[0089] In another implementation of the present invention, in general, the vehicle driving environment parameters include intake air temperature and atmospheric pressure. On this basis, based on the vehicle position information, at least one charging efficiency correction parameter is selected from the vehicle driving environment parameters, including:

[0090] 1) If the vehicle location information is a preset plain area, and the intake air temperature is not a preset bench-calibrated intake air temperature, the intake air temperature is used as a charging efficiency correction parameter.

[0091] Generally speaking, the atmospheric pressure in plain areas is the standard atmospheric pressure, specifically 101kPa. At this time, the atmospheric pressure is the same as the standard atmospheric pressure of 101kPa used by the test bench, which means that the atmospheric pressure in the vehicle's current environment is the same as the standard atmospheric pressure set in the experiment. At this time, there is no need to correct the inflation efficiency based on the atmospheric pressure.

[0092] For the intake air temperature, during the bench test, a standard intake air temperature will be set, such as current speed / 200+25. If the intake air temperature is the standard intake air temperature, it means that the current temperature is the same as the standard intake air temperature of the bench, and there is no need to correct the charging efficiency based on the intake air temperature.

[0093] If the intake temperature is not the standard intake temperature, it means that the current temperature is different from the standard intake temperature of the test bench. Since the intake temperature will affect the charging efficiency and thus affect the engine torque value, in this embodiment, the charging efficiency calibrated by the test bench needs to be corrected based on the intake temperature.

[0094] 2) If the vehicle location information is not a preset plain area, and the intake air temperature is a preset bench-calibrated intake air temperature, the atmospheric pressure is used as a charging efficiency correction parameter.

[0095] If the vehicle position information is not the preset plain area, the atmospheric pressure is not the standard atmospheric pressure of 101 kPa used by the test bench, which means that the atmospheric pressure in the current environment of the vehicle is different from the standard atmospheric pressure set in the experiment. Since the atmospheric pressure will affect the charging efficiency and thus affect the engine torque value, in this embodiment, the charging efficiency needs to be corrected based on the atmospheric pressure.

[0096] Since the intake air temperature is the preset bench-calibrated intake air temperature, there is no need to correct the charging efficiency based on the intake air temperature.

[0097] 3) If the vehicle location information is not a preset plain area, and the intake air temperature is not a preset bench-calibrated intake air temperature, the intake air temperature and the atmospheric pressure are used as charging efficiency correction parameters.

[0098] Specifically, if the vehicle location information is not the preset plain area, according to the above discussion, the inflation efficiency needs to be corrected based on the atmospheric pressure.

[0099] In addition, if the intake air temperature is not the standard intake air temperature, the charging efficiency also needs to be corrected based on the intake air temperature. That is, in this embodiment, the charging efficiency needs to be corrected using both the atmospheric pressure and the intake air temperature.

[0100] In this embodiment, at different vehicle positions and different intake temperatures, non-standard atmospheric pressure and / or intake temperature are selected to correct the charging efficiency to avoid the influence of non-standard atmospheric pressure and / or intake temperature on the engine torque.

[0101] In another implementation of the present invention, when performing bench test calibration, it is necessary to set the standard intake air temperature and atmospheric pressure of the bench. Specifically, the standard atmospheric pressure may be 101 kPa, and the standard intake air temperature may be 23° C. In the bench test, the ECU receives the intake air temperature signal and the atmospheric pressure signal measured by the sensor, and sets them to the standard 101 kPa and 23° C.

[0102] Then, the torque model (including the above-mentioned charging model, boost model and oil circuit model) is calibrated under standard conditions (101kPa, 23°C) on the test bench. During the operation of the test bench, the intake air temperature will change according to the speed / 200+25, and a heater or radiator is required to adjust the intake air temperature to the standard 23°C.

[0103] In order to accurately determine the change in charging efficiency under different non-standard atmospheric pressures or intake air temperatures, in this embodiment, the change in charging efficiency under different atmospheric pressures and the change in charging efficiency under different intake air temperatures are calibrated in the bench test scenario.

[0104] Specifically, with respect to the atmospheric pressure, the charging efficiency correction reference data is set in the ECU software. The charging efficiency correction reference data includes the correspondence between the atmospheric pressure and the change in charging efficiency, and the correspondence can be implemented in a table. In actual applications, multiple tables can be generated, each of which represents the correspondence between the engine speed, load and the change in charging efficiency under the same atmospheric pressure. For example, in actual applications, 10 tables are configured, and the atmospheric pressure in each table is a pressure value between 40kPa-100kPa. For example, the atmospheric pressure values ​​in the 10 tables are 40, 50, 55, 60, 65, 70, 75, 80, 90, and 100, respectively. Figure 2 For example, Figure 2 The change in charging efficiency when the atmospheric pressure is 80kPa is given. The horizontal axis is the engine speed, and the vertical axis is the load. The load is also called the pressure ratio, which refers to the value of the engine exhaust pressure / atmospheric pressure. The change in charging efficiency when the engine speed is 1600r / min and the load is 1.10010 is 6.4026.

[0105] Similarly, for the intake air temperature, the ECU software sets the charging efficiency correction reference data at different intake air temperatures. The charging efficiency correction reference data includes the correspondence between the intake air temperature and the change in charging efficiency, and the correspondence can be implemented in a table. In actual applications, multiple tables can be generated, and each table represents the correspondence between the engine speed, load and the change in charging efficiency at the same intake air temperature. For example, in actual applications, 10 tables are configured, and the intake air temperature in each table is a temperature value between -30℃-80℃. The intake air temperature in each table is different. For example, the intake air temperatures in the 10 tables are -30℃, -10℃, 10℃, 20℃, 30℃, 40℃, 50℃, 60℃, 70℃, and 80℃, respectively. Figure 3 For example, Figure 3 The change in charging efficiency when the intake temperature is 60°C is given. The horizontal axis is the engine speed, and the vertical axis is the load. The change in charging efficiency when the engine speed is 1200r / min and the load is 1.50000 is -2.3987.

[0106] It should be noted that, for the convenience of the experiment, only 10 atmospheric pressures and 10 intake temperatures are set in this embodiment. However, in actual applications, the intake air temperature and atmospheric pressure in the driving environment may not be exactly the intake air temperature and atmospheric pressure in the above table.

[0107] For example, the intake air temperature during driving is 0°C, which does not correspond to any temperature in the above 10 temperature tables. In this case, the corresponding charging efficiency correction value can be calculated by interpolation. Similarly, for atmospheric pressure, if the current atmospheric pressure is not any of the atmospheric pressures in the above 10 pressure tables, the corresponding charging efficiency correction value can also be calculated by interpolation.

[0108] On this basis, the parameter value of the charging efficiency correction parameter is used to correct the basic charging efficiency to obtain a first charging efficiency correction value. Figure 4 , which may include:

[0109] S21. Obtain basic inflation efficiency.

[0110] In practical applications, the corresponding basic charging efficiency is determined based on engine operating parameters, such as engine speed, load, fuel injection amount, etc.

[0111] S22: Filter out charging efficiency correction reference data using the parameter value of the charging efficiency correction parameter.

[0112] In this embodiment, if the charging efficiency correction parameter is the intake air temperature, the charging efficiency correction reference data is one or two of the above 10 intake air temperature tables.

[0113] Specifically, taking the charging efficiency correction parameter as the intake temperature as an example, the specific implementation of screening out the charging efficiency correction reference data by using the parameter value of the charging efficiency correction parameter is introduced.

[0114] Determine whether the parameter value of the charging efficiency correction parameter is a preset bench calibration value; if so, select the efficiency correction query data corresponding to the parameter value of the charging efficiency correction parameter, and use the efficiency correction query data as charging efficiency correction reference data.

[0115] Taking the charging efficiency correction parameter as the intake air temperature as an example, if the parameter value of the charging efficiency correction parameter, that is, the temperature value of the actual intake air temperature, is exactly one of the 10 intake air temperature tables mentioned above, then the efficiency correction query data corresponding to the intake air temperature, that is, the corresponding table, can be directly used as the charging efficiency correction reference data. For example, if the intake air temperature is 30°C, then the table corresponding to 30°C is directly used as the charging efficiency correction reference data.

[0116] If it is determined that the parameter value of the charging efficiency correction parameter is not the preset bench calibration value, it is necessary to determine the charging efficiency correction reference data by interpolation.

[0117] Specifically, a first preset bench calibration value having the smallest difference with the parameter value of the charging efficiency correction parameter and a second preset bench calibration value having the second smallest difference are selected, and the efficiency correction query data corresponding to the first preset bench calibration value and the second preset bench calibration value are used as charging efficiency correction reference data.

[0118] For example, the intake air temperature is 36°C. Among the above 10 intake air temperatures, the temperature with the smallest difference from the intake air temperature is 40°C, and the intake air temperature with the second smallest difference from the intake air temperature is 30°C.

[0119] The efficiency correction query data corresponding to 40°C, that is, the table corresponding to 40°C, and the efficiency correction query data corresponding to 30°C, that is, the table corresponding to 30°C, are used as charging efficiency correction reference data.

[0120] Among them, 40°C is the first preset bench calibration value in this embodiment, and 30°C is the second preset bench calibration value in this embodiment.

[0121] From the above, it can be seen that when the intake air temperature is one of the 10 intake air temperatures mentioned above, the charging efficiency correction reference data only includes one efficiency correction query data; when the intake air temperature is not one of the 10 intake air temperatures mentioned above, the charging efficiency correction reference data includes two efficiency correction query data, namely, efficiency correction query data corresponding to the first preset bench calibration value and the second preset bench calibration value, respectively.

[0122] Similarly, if the charging efficiency correction parameter is the atmospheric pressure, the process of determining the charging efficiency correction reference data is similar. If the charging efficiency correction parameter is the atmospheric pressure and the intake air temperature, the charging efficiency correction reference data corresponding to the atmospheric pressure and the charging efficiency correction reference data corresponding to the intake air temperature need to be determined respectively.

[0123] S23, determining a change in charging efficiency according to the charging efficiency correction reference data, the engine speed and the load value.

[0124] Specifically, the main implementation process of step S23 is a table lookup process.

[0125] Specifically, if the charging efficiency correction reference data only includes one efficiency correction query data, the charging efficiency change corresponding to the engine speed and load value is obtained by querying from the efficiency correction query data.

[0126] Specifically, taking the charging efficiency correction reference data as a certain intake temperature as an example, such as 60°C, the engine speed is directly detected by the speed sensor, and the engine load is collected. From Table 3, the charging efficiency change corresponding to the engine speed and load is obtained.

[0127] If the charging efficiency correction reference data includes two efficiency correction query data, it means that the charging efficiency change is obtained by interpolation. Then, the reference charging efficiency change corresponding to the engine speed and load value is queried from each of the efficiency correction query data. The query method is similar to the operation when only one efficiency correction query data is included.

[0128] For example, if the intake air temperature is 36°C, it is necessary to query the reference charging efficiency change from the table corresponding to 40°C, and to query the reference charging efficiency change from the table corresponding to 30°C.

[0129] Then, a weighted sum is performed on the reference charging efficiency variation to obtain the charging efficiency variation.

[0130] Specifically, the first absolute value of the difference between the parameter value of the charging efficiency correction parameter and the first preset bench calibration value is calculated, such as:

[0131] |Parameter value of charging efficiency correction parameter-first preset bench calibration value|, such as |36-40|=4.

[0132] Similarly, the second absolute value of the difference between the parameter value of the charging efficiency correction parameter and the second preset bench calibration value is:

[0133] |Parameter value of charging efficiency correction parameter - second preset bench calibration value|, such as |36-30|=6.

[0134] After the absolute value of the difference is calculated, the weighting coefficient can be calculated based on the two absolute values ​​of the difference.

[0135] Specifically, the weighting coefficient of 40°C is: 6 / (4+6), and the weighting coefficient of 30°C is: 4 / (4+6).

[0136] Then, the reference charging efficiency change amount is weightedly summed using the weighting coefficient to obtain the charging efficiency change amount.

[0137] Specifically, the product of the reference charging efficiency change at 40°C and the weighted coefficient of 40°C + the product of the reference charging efficiency change at 30°C and the weighted coefficient of 30°C is the final charging efficiency change.

[0138] S24. Taking the sum of the basic charging efficiency and the charging efficiency change as a first charging efficiency correction value.

[0139] In this embodiment, the first charging efficiency correction value=the basic charging efficiency+the charging efficiency change amount.

[0140] It should be noted that, if the charging efficiency correction parameter is the intake air temperature, the charging efficiency change is the charging efficiency change corresponding to the intake air temperature.

[0141] If the charging efficiency correction parameter is the atmospheric pressure, the change in charging efficiency is the change in charging efficiency corresponding to the atmospheric pressure.

[0142] If the charging efficiency correction parameters are atmospheric pressure and intake air temperature, the change in charging efficiency is the change in charging efficiency corresponding to the atmospheric pressure + the change in charging efficiency corresponding to the intake air temperature.

[0143] As can be seen from the above, the overall idea of ​​the present invention is:

[0144] First, the charging efficiency completed by bench calibration under standard environment is the basic charging efficiency value; the correction of charging efficiency under non-standard environment is divided into atmospheric pressure correction and intake temperature correction. The final charging efficiency under non-standard environment is the sum of the basic charging efficiency value, atmospheric pressure correction and intake temperature correction. The charging efficiency after atmospheric pressure and intake temperature correction is used to calculate the engine flywheel end torque value inside the ECU.

[0145] The above embodiment obtains the change in charging efficiency by looking up a table. In addition, the change in charging efficiency can also be predicted based on a model.

[0146] Specifically, the charging efficiency correction reference data, the engine speed and the load value are used as inputs of the model, and the charging efficiency change is obtained by using the correction amount to determine the model.

[0147] In practical applications, Figure 2 and Figure 3 After the tables are prepared, the correction amount determination model can be trained using the data in these tables. The correction amount determination model can be a neural network model or a machine learning model, which is not limited in this embodiment.

[0148] During the training process, the correction determination model will continuously learn the relationship between atmospheric pressure, intake temperature, engine speed, load value and change in charging efficiency. When the subsequent model is put into use, the optimal change in charging efficiency can be selected from the charging efficiency correction reference data based on engine speed and load value.

[0149] In practical applications, the efficiency of directly using the correction amount to determine the change in charging efficiency obtained by the model will be higher. Therefore, in scenarios with high efficiency requirements, the model can be used to predict the change in charging efficiency. If the efficiency requirements are not high, the conventional table lookup method can be used to determine it. Since the data in the table lookup is based on bench tests, the accuracy will be higher.

[0150] In this embodiment, the operation of determining the change in charging efficiency may be performed according to a table lookup method or a model method, which can meet the requirements of determining the change in charging efficiency in different scenarios.

[0151] In addition, in the present invention, by calibrating the charging efficiency under different environments, different intake temperatures, and different altitudes, a more precise control of the amount of air entering the engine is achieved. When the HCU requests the engine to respond to a certain torque, the ECU corrects the theoretically calculated basic charging efficiency according to the environment (intake temperature and intake pressure) at the time, and ultimately the torque calculated by the ECU is basically consistent with the actual torque generated by the engine.

[0152] In another implementation of the present invention, based on the engine water temperature, the first charging efficiency correction value is corrected again to obtain a second charging efficiency correction value, including:

[0153] 1) Determine the change in charging efficiency corresponding to the engine water temperature.

[0154] Specifically, the engine water temperature can be the same as the intake temperature and atmospheric pressure mentioned above, and multiple tables can also be set. If the engine water temperature under the test bench is X, multiple water temperatures can be selected near X to make the above tables similar to Table 2 and Table 3.

[0155] Then, in the actual driving environment, the temperature sensor is used to collect the engine water temperature, and then the change in the charging efficiency corresponding to the engine water temperature is determined by looking up a table or a large model.

[0156] 2) The sum of the charging efficiency change corresponding to the engine water temperature and the first charging efficiency correction value is used as the second charging efficiency correction value.

[0157] Specifically, like the above-mentioned changes in charging efficiency due to intake temperature and atmospheric pressure, in this embodiment, the change in charging efficiency corresponding to the engine water temperature is added to the first charging efficiency correction value to obtain the second charging efficiency correction value.

[0158] In this embodiment, the charging efficiency is corrected using the engine water temperature, which can take into account the impact of internal engine factors on the charging efficiency, so that the charging efficiency is more consistent with the actual working conditions of the engine, and thus the calculated engine torque is closer to the actual torque.

[0159] It should be noted that during the engine start-up process, the engine water temperature is affected by the external ambient temperature and will be different from the standard water temperature of the test bench. Therefore, the charging efficiency needs to be corrected. Since the engine start-up time is short, the intake temperature, atmospheric pressure and engine water temperature are used to correct the charging efficiency during the engine start-up process. After the engine is successfully started, the engine water temperature tends to the standard water temperature of the test bench. At this time, only the intake temperature and atmospheric pressure need to be used to correct the charging efficiency.

[0160] Based on the above-mentioned embodiment of the torque correction method, another embodiment of the present invention provides a torque correction device, referring to Figure 5 , which may include:

[0161] The data determination module 11 is used to determine the vehicle position information and the parameter values ​​of the vehicle driving environment parameters;

[0162] A parameter selection module 12, configured to select at least one charging efficiency correction parameter from the vehicle driving environment parameters based on the vehicle position information;

[0163] A first correction module 13, configured to use the parameter value of the charging efficiency correction parameter to perform a correction operation on the basic charging efficiency to obtain a first charging efficiency correction value;

[0164] The second correction module 14 is used to perform a further correction operation on the first charging efficiency correction value based on the engine water temperature to obtain a second charging efficiency correction value, so as to calculate a corrected engine torque using the second charging efficiency correction value.

[0165] In one implementation, the vehicle driving environment parameters include intake air temperature and atmospheric pressure; the parameter selection module 12 includes:

[0166] A first selection submodule, configured to use the intake air temperature as a charging efficiency correction parameter if the vehicle location information is a preset plain area and the intake air temperature is not a preset bench-calibrated intake air temperature;

[0167] A second selection submodule is used to use the atmospheric pressure as a charging efficiency correction parameter if the vehicle location information is not a preset plain area and the intake air temperature is a preset bench-calibrated intake air temperature;

[0168] The third selection submodule is used to use the intake air temperature and the atmospheric pressure as charging efficiency correction parameters if the vehicle location information is not a preset plain area and the intake air temperature is not a preset bench-calibrated intake air temperature.

[0169] In one implementation, the first correction module 13 includes:

[0170] The efficiency acquisition submodule is used to obtain the basic inflation efficiency;

[0171] A data screening submodule, for screening charging efficiency correction reference data by using the parameter value of the charging efficiency correction parameter;

[0172] a change amount determination submodule, used to determine the change amount of the charging efficiency according to the charging efficiency correction reference data, the engine speed and the load value;

[0173] The correction submodule is used to take the sum of the basic charging efficiency and the charging efficiency change as a first charging efficiency correction value.

[0174] In one implementation, the data screening submodule includes:

[0175] A parameter determination unit, used to determine whether the parameter value of the charging efficiency correction parameter is a preset bench calibration value;

[0176] A first determination submodule is used for, if yes, selecting the efficiency correction query data corresponding to the parameter value of the charging efficiency correction parameter, and using the efficiency correction query data as charging efficiency correction reference data;

[0177] The second determination submodule is used to select the first preset bench calibration value with the smallest difference with the parameter value of the charging efficiency correction parameter, and the second preset bench calibration value with the second smallest difference; and use the efficiency correction query data corresponding to the first preset bench calibration value and the second preset bench calibration value respectively as the charging efficiency correction reference data.

[0178] In one implementation, the variation determination submodule includes:

[0179] A first query unit is used for querying and obtaining a change amount of the charging efficiency corresponding to the engine speed and the load value from the efficiency correction query data if the charging efficiency correction reference data only includes one efficiency correction query data;

[0180] A second query unit is used for querying and obtaining a reference charging efficiency change amount corresponding to an engine speed and a load value from each of the efficiency correction query data if the charging efficiency correction reference data includes two efficiency correction query data;

[0181] The weighting unit is used to perform weighted summation on the reference charging efficiency change to obtain the charging efficiency change.

[0182] In one implementation, the weighting unit is specifically used for:

[0183] A weighting coefficient is calculated based on the first absolute value of the difference between the parameter value of the charging efficiency correction parameter and the first preset bench calibration value, and the second absolute value of the difference between the parameter value of the charging efficiency correction parameter and the second preset bench calibration value; and the reference charging efficiency change is weightedly summed using the weighting coefficient to obtain the charging efficiency change.

[0184] In one implementation, the variation determination submodule includes:

[0185] The model processing unit is used to take the charging efficiency correction reference data, engine speed and load value as the input of the model, and use the correction value to determine the model to obtain the charging efficiency change.

[0186] In one implementation, the second correction module 14 includes:

[0187] The water temperature correction submodule is used to determine the change in charging efficiency corresponding to the engine water temperature, and take the sum of the change in charging efficiency corresponding to the engine water temperature and the first charging efficiency correction value as the second charging efficiency correction value.

[0188] In this embodiment, when the ECU performs torque correction, it takes into account the influence of the external environment on the engine torque, thereby reducing the deviation between the calculated engine torque and the true engine torque. In addition, in the present invention, after the torque is corrected based on the external environment, a secondary correction can be performed based on the engine water temperature, thereby further reducing the deviation between the calculated engine torque and the true engine torque. That is, the present invention corrects the basic charging efficiency by taking into account the influence of the external environment and the internal water temperature of the engine on the torque, thereby making the calculated engine torque closer to the true engine torque and improving the driving safety of the vehicle.

[0189] It should be noted that, for the working process of each module, sub-module and unit in this embodiment, please refer to the corresponding description in the above embodiment, which will not be repeated here.

[0190] The present application also provides an electronic device in an embodiment. Figure 6 As shown, it shows a schematic diagram of the structure of an electronic device suitable for implementing the embodiment of the present application. The electronic device in the embodiment of the present application may include but is not limited to fixed terminals such as ECU, HCU, mobile phone, notebook computer, PDA (personal digital assistant), PAD (tablet computer), desktop computer, etc. Figure 6 The electronic device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0191] like Figure 6As shown, the electronic device may include a processing device (such as a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 to a random access memory (RAM) 603 to implement the above-mentioned torque correction method. When the electronic device is powered on, various programs and data required for the operation of the electronic device are also stored in the RAM 603. The processing device 601, the ROM 602, and the RAM 603 are connected to each other via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0192] Typically, the following devices may be connected to the I / O interface 605: an input device 606 including, for example, a touch screen, a touch pad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 607 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 608 including, for example, a memory card, a hard disk, etc.; and a communication device 609. The communication device 609 may allow the electronic device to communicate with other devices wirelessly or by wire to exchange data. Although Figure 6 An electronic device having various devices is shown, but it should be understood that it is not required to implement or possess all the devices shown. More or fewer devices may be implemented or possessed instead.

[0193] An embodiment of the present application also provides a computer program product including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any torque correction method provided in the embodiment of the present application.

[0194] A computer-readable storage medium is also provided in an embodiment of the present application. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any torque correction method provided in the embodiment of the present application.

[0195] A vehicle is also provided in an embodiment of the present application, including a device for executing the above-mentioned torque correction method, and the device may be the above-mentioned electronic device.

[0196] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A torque correction method, characterized in that: include: Determine vehicle position information and parameter values ​​of vehicle driving environment parameters; selecting at least one charging efficiency correction parameter from the vehicle driving environment parameters based on the vehicle position information; Using the parameter value of the charging efficiency correction parameter, a correction operation is performed on the basic charging efficiency to obtain a first charging efficiency correction value; Based on the engine water temperature, the first charging efficiency correction value is corrected again to obtain a second charging efficiency correction value, so as to calculate the corrected engine torque using the second charging efficiency correction value.

2. The torque correction method according to claim 1, characterized in that: The vehicle driving environment parameters include intake air temperature and atmospheric pressure; Based on the vehicle position information, at least one charging efficiency correction parameter is selected from the vehicle driving environment parameters, including: If the vehicle location information is a preset plain area, and the intake air temperature is not a preset bench-calibrated intake air temperature, the intake air temperature is used as a charging efficiency correction parameter; If the vehicle location information is not a preset plain area, and the intake air temperature is a preset bench-calibrated intake air temperature, the atmospheric pressure is used as a charging efficiency correction parameter; If the vehicle location information is not a preset plain area, and the intake air temperature is not a preset bench-calibrated intake air temperature, the intake air temperature and the atmospheric pressure are used as charging efficiency correction parameters.

3. The torque correction method according to claim 1, characterized in that: Using the parameter value of the charging efficiency correction parameter to correct the basic charging efficiency to obtain a first charging efficiency correction value includes: Get the basic inflation efficiency; Using the parameter value of the charging efficiency correction parameter, filtering out charging efficiency correction reference data; Determining a change in charging efficiency according to the charging efficiency correction reference data, the engine speed and the load value; The sum of the basic charging efficiency and the charging efficiency change is used as a first charging efficiency correction value.

4. The torque correction method according to claim 3, characterized in that: Using the parameter value of the charging efficiency correction parameter, charging efficiency correction reference data is screened out, including: Determining whether the parameter value of the charging efficiency correction parameter is a preset bench calibration value; If yes, select the efficiency correction query data corresponding to the parameter value of the charging efficiency correction parameter, and use the efficiency correction query data as charging efficiency correction reference data; If not, selecting a first preset bench calibration value having the smallest difference with the parameter value of the charging efficiency correction parameter and a second preset bench calibration value having the second smallest difference; The efficiency correction query data corresponding to the first preset bench calibration value and the second preset bench calibration value are used as charging efficiency correction reference data.

5. The torque correction method according to claim 4, characterized in that: Determining a change in charging efficiency according to the charging efficiency correction reference data, the engine speed, and the load value includes: If the charging efficiency correction reference data only includes one efficiency correction query data, the charging efficiency change corresponding to the engine speed and load value is obtained by querying from the efficiency correction query data; If the charging efficiency correction reference data includes two efficiency correction query data, the reference charging efficiency change corresponding to the engine speed and load value is obtained by querying from each of the efficiency correction query data; A weighted sum is performed on the reference charging efficiency change to obtain the charging efficiency change.

6. The torque correction method according to claim 5, characterized in that: The reference charging efficiency change is weightedly summed to obtain the charging efficiency change, including: Calculating a weighting coefficient based on a first absolute value of a difference between a parameter value of the charging efficiency correction parameter and the first preset bench calibration value, and a second absolute value of a difference between a parameter value of the charging efficiency correction parameter and the second preset bench calibration value; The reference charging efficiency change is weighted and summed using the weighted coefficient to obtain the charging efficiency change.

7. The torque correction method according to claim 3, characterized in that: Determining a change in charging efficiency according to the charging efficiency correction reference data, the engine speed, and the load value includes: The charging efficiency correction reference data, engine speed and load value are used as inputs of the model, and the charging efficiency change is obtained by using the correction amount to determine the model.

8. The torque correction method according to claim 1, characterized in that: Based on the engine water temperature, the first charging efficiency correction value is corrected again to obtain a second charging efficiency correction value, including: Determining a change in charging efficiency corresponding to the engine water temperature; The sum of the charging efficiency change corresponding to the engine water temperature and the first charging efficiency correction value is used as the second charging efficiency correction value.

9. A torque correction device, characterized in that: include: A data determination module, used to determine the vehicle position information and parameter values ​​of the vehicle driving environment parameters; A parameter selection module, configured to select at least one charging efficiency correction parameter from the vehicle driving environment parameters based on the vehicle position information; A first correction module, configured to use the parameter value of the charging efficiency correction parameter to perform a correction operation on the basic charging efficiency to obtain a first charging efficiency correction value; The second correction module is used to perform a further correction operation on the first charging efficiency correction value based on the engine water temperature to obtain a second charging efficiency correction value, so as to calculate a corrected engine torque using the second charging efficiency correction value.

10. A vehicle, characterized in that: The invention comprises a device for executing the torque correction method as claimed in any one of claims 1 to 8.

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