Engine torque control method, electronic equipment, and vehicle

Abstract

The present invention relates to the technical field of vehicle engine control, and more specifically to an engine torque control method, electronic equipment, and vehicle. The present invention determines a target intake volume based on requested air path torque, and optimizes intake control when a difference occurs between the requested torque and the actual torque, thereby improving the target intake volume. This can effectively enhance the responsiveness of engine torque control, thereby improving the engine's power, economy, emissions, and NVH performance. By proposing a method for acquiring target intake density and a method for learning and updating target intake density increments, the present invention can significantly improve the accuracy of engine torque control, enhance the safety and stability of vehicle operation, and ensure the user's driving experience.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle engine control, and in particular to an engine torque control method, electronic equipment, and a vehicle. Background Art

[0002] Engine torque reflects the vehicle's carrying capacity within a certain range and has a significant impact on vehicle performance. Engine torque control affects engine power, economy, emissions, and NVH performance, so engine torque is an important parameter for engine control. If there is a control deviation in the engine torque, it will seriously affect the vehicle's driving experience.

[0003] The engine torque control method in the existing technology usually directly adjusts the engine torque in real time according to different load conditions and output requirements by adjusting the output power. Its torque control accuracy is poor, and it is difficult to ensure the overall power, economy, emissions and NVH performance of the engine. Summary of the Invention

[0004] The technical problem to be solved by the present invention is: to provide an engine torque control method, to determine the target intake volume based on the requested air path torque, and at the same time, to optimize the intake control when there is a difference between the requested torque and the actual torque, so as to improve the target intake volume, which can effectively improve the responsiveness of the engine torque control, thereby improving the engine's power, economy, emissions and NVH performance.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0006] An engine torque control method mainly includes:

[0007] S1, according to the target air circuit cylinder pressure p under the optimal braking torque ignition efficiency AirIMEP Req and the initial basic ignition angle efficiency r SprkBaseRaw , solve the target gas path average indicated cylinder pressure p under the optimal braking torque ignition efficiency AirIMEP ReqAtMBT ;

[0008] S2, based on the current target equivalence ratio, solve the target gas path average indicated cylinder pressure p under the ideal equivalence ratio and the best braking torque ignition efficiency AirIMEP ReqAtMBTStoich ;

[0009] S3, target gas path average indicated cylinder pressure p based on ideal equivalence ratio and optimal braking torque ignition efficiency AirIMEP ReqAtMBTStoich and engine speed n, determine the target intake density rho under the ideal equivalence ratio and optimal braking torque ignition efficiency ReqAtMBTStoich ;

[0010] S4, based on the current torque-fuel efficiency, determines the target intake density rho under the current equivalence ratio and optimal braking torque ignition efficiency ReqAtMBT , and combined with the current basic ignition angle efficiency r SprkBaseNew , solve the target intake density rho under the current equivalence ratio and basic ignition efficiency ReqNew ;

[0011] S5, under steady-state conditions, the target intake density rho at the current equivalence ratio and basic ignition efficiency ReqNew Perform self-learning correction.

[0012] Furthermore, the target gas path average indicated cylinder pressure p under the optimal braking torque ignition efficiency is AirIMEP ReqAtMBT , solve the following equation:

[0013]

[0014] Among them, the initial basic ignition angle efficiency r SprkBaseRaw , according to the target intake air density rho of the previous sampling period ReqRaw (z) Calculated and determined.

[0015] Furthermore, the target gas path average indicated cylinder pressure p under the ideal equivalence ratio and optimal braking torque ignition efficiency is AirIMEP ReqAtMBTStoich , solve the following equation:

[0016]

[0017] Among them, f(FEQR SP ) is based on the current target equivalence ratio FEQR SP The correction factor determined by calibration, the current target equivalence ratio FEQR SP It is the ratio of the current target fuel-air ratio to the ideal air-fuel ratio.

[0018] Furthermore, the target intake density rho under the ideal equivalence ratio and optimal braking torque ignition efficiency is ReqAtMBTStoich , solve the following equation:

[0019]

[0020] Among them, c FuelHeatingValue is the calorific value of fuel oil, r StoichiometricRatio is the ideal air-fuel ratio, ideal torque-fuel efficiency r EffTrqToFuel =f(n,p AirIMEP ReqAtMBTStoich ), which is based on the target gas path average indicated cylinder pressure p under the ideal equivalence ratio and optimal braking torque ignition efficiency AirIMEP ReqAtMBTStoich It is calibrated with the engine speed n.

[0021] Furthermore, the target intake density rho under the current equivalence ratio and optimal braking torque ignition efficiency is ReqAtMBT , solve the following equation:

[0022]

[0023] where r EffTrqToFuel_New is the current torque-fuel efficiency, which is calibrated according to the actual engine torque and the actual engine intake density.

[0024] Furthermore, the target intake density rho under the current equivalence ratio and basic ignition efficiency is ReqNew , solve the following equation:

[0025]

[0026] Furthermore, the target intake density after self-learning correction is rho ReqNew +Δrho(N), where Δrho(N) is the target intake density increment at the Nth sampling period;

[0027] Δrho(N)=k TrqToRho ×M AirTrqErr +Δrho(N-1)

[0028] Among them, M AirTrqErr The current engine request gas circuit torque M AirTrq Req The difference between the actual engine gas path torque, Δrho(N-1) is the target intake density increment in the N-1th sampling period, k TrqToRho is the target intake density gain coefficient;

[0029]

[0030] Among them, dM AirTrqErr is the torque difference M AirTrqErr The rate of change is based on the torque difference M AirTrqErr The fluctuation range is within the preset range, and the torque difference M AirTrqErr The absolute value of the torque is greater than the difference M before adjustment. AirTrqErr The absolute value of is small; λ is the target intake density gain coefficient k TrqToRho Filter time; f(M AirTrqErr , dM AirTrqErr ) is the difference between different torques M AirTrqErr The rate of change of the difference between the torque and the AirTrqErr Correction factor below.

[0031] Furthermore, when the steady-state operating condition is not satisfied, Δrho(N) is reset to 0, and when Δrho(N) reaches its maximum and minimum allowable values, it is maintained unchanged, that is, Δrho(N)=Δrho(N-1).

[0032] Compared with the prior art, the present invention has the following main advantages:

[0033] 1. The present invention proposes an engine torque control method, which determines the target intake volume based on the requested air path torque. When there is a difference between the requested torque and the actual torque, the intake control is optimized to improve the target intake volume. This can effectively improve the responsiveness of the engine torque control, thereby improving the engine's power, economy, emissions and NVH performance.

[0034] 2. By proposing a method for obtaining target intake density and a method for learning and updating the target intake density increment, the present invention can significantly improve the accuracy of engine torque control, enhance the safety and stability of vehicle operation, and ensure the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 1 is a principle block diagram of an engine torque control method according to an embodiment of the present invention;

[0036] Figure 2 4 is an overall flow chart of the engine torque control method in an embodiment of the present invention. DETAILED DESCRIPTION

[0037] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0038] It should be pointed out that, according to the needs of implementation, the various steps / components described in this application can be split into more steps / components, or two or more steps / components or partial operations of steps / components can be combined into new steps / components to achieve the purpose of the present invention.

[0039] In the present invention, unless otherwise expressly specified or limited, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "plurality" means at least two, for example, two, three, etc., unless otherwise expressly specified or limited.

[0040] Embodiment 1: This embodiment provides an engine torque control method, such as Figure 1 As shown, it mainly includes:

[0041] S1, according to the target air circuit cylinder pressure p under the optimal braking torque ignition efficiency AirIMEP Req and the initial basic ignition angle efficiency r SprkBaseRaw , solve the target gas path average indicated cylinder pressure p under the optimal braking torque ignition efficiency AirIMEP ReqAtMBT ;

[0042] S2, based on the current target equivalence ratio, solve the target gas path average indicated cylinder pressure p under the ideal equivalence ratio and the best braking torque ignition efficiency AirIMEP ReqAtMBTStoich ;

[0043] S3, target gas path average indicated cylinder pressure p based on ideal equivalence ratio and optimal braking torque ignition efficiency AirIMEP ReqAtMBTStoich and engine speed n, determine the target intake density rho under the ideal equivalence ratio and optimal braking torque ignition efficiency ReqAtMBTStoich ;

[0044] S4, based on the current torque-fuel efficiency, determines the target intake density rho under the current equivalence ratio and optimal braking torque ignition efficiency ReqAtMBT , and combined with the current basic ignition angle efficiency r SprkBaseNew , solve the target intake density rho under the current equivalence ratio and basic ignition efficiency ReqNew ;

[0045] S5, under steady-state conditions, the target intake density rho at the current equivalence ratio and basic ignition efficiency ReqNew Perform self-learning correction.

[0046] Embodiment 2: This embodiment provides an engine torque control method, such as Figure 2 As shown, the following steps are included:

[0047] The first step is to determine the initial basic ignition angle efficiency r SprkBaseRaw .

[0048] Based on the target intake air density (air volume) rho of the previous sampling period ReqRaw (z), determine the basic ignition angle efficiency of the previous sampling period and define it as the initial basic ignition angle efficiency r SprkBaseRaw (The basic ignition efficiency under different gas volumes is determined by referring to patent CN202110717601.4). The target intake air density (gas volume) in the previous sampling period is rho ReqRaw (z) refers to the initial target intake air density rho obtained in the previous sampling period ReqRaw In this example, the sampling period is 10ms.

[0049] The second step is to determine the target gas path average indicated cylinder pressure p under MBT (Max Brake Torque) ignition efficiency. AirIMEP ReqAtMBT The maximum engine torque under MBT results in a higher corresponding mean indicated cylinder pressure (MICP). The target MICPs at different basic ignition efficiencies are normalized. The MBT ignition efficiency refers to the ignition angle efficiency at which the engine torque reaches maximum braking torque.

[0050]

[0051] The third step is to determine the target gas path average indicated cylinder pressure p under the ideal equivalence ratio and MBT ignition efficiency. AirIMEP ReqAtMBTStoich , the target gas path average indicated cylinder pressure under different equivalence ratios is normalized.

[0052]

[0053] Among them, FEQR SP is the current target equivalence ratio, which is the ratio of the current fuel-air ratio to the ideal fuel-air ratio. The ideal fuel-air ratio in this example is 1 / 14.3, and the target equivalence ratio is the ratio of the current target fuel-air ratio to the ideal air-fuel ratio. SP ) is the correction coefficient determined based on the current target equivalence ratio, which can be understood as the equivalence ratio efficiency. Therefore, the ideal equivalence ratio is 1, and the corresponding f(FEQR SP =1) = 1. Set different equivalence ratios on the test bench to calibrate f(FEQR SP ), other parameters remain unchanged and only the equivalence ratio is changed to see the effect on the mean indicated cylinder pressure. The calibration data for this example are as follows:

[0054] <![CDATA[FEQR SP ]]> 0.95 0.98 1.00 1.02 1.06 1.09 1.12 1.15 1.20 1.25 1.30 1.40 <![CDATA[f(FEQR SP )]]> 0.97 1.00 1.00 1.00 1.03 1.03 1.03 1.03 1.03 1.03 1.02 1.02

[0055] The fourth step is to determine the target intake density rho at the MBT ignition efficiency and ideal equivalence ratio. ReqAtMBTStoich .

[0056] According to the target gas path average indicated cylinder pressure p under the ideal equivalence ratio and MBT ignition efficiency AirIMEP ReqAtMBTStoich and engine speed to determine the target intake density rho ReqAtMBTStoich

[0057]

[0058] c FuelHeatingValue is the calorific value of fuel oil, r StoichiometricRatio is the ideal air-fuel ratio of the fuel (in this example, it is 14.3, which is the reciprocal of the ideal fuel-air ratio), torque-fuel efficiency (commonly known as thermal efficiency) rEffTrqToFuel =f(n,p AirIMEP ReqAtMBTStoich ), where n is the engine speed. Torque-fuel efficiency r EffTrqToFuel The calibration method is to calibrate the engine through the corresponding relationship between the actual engine torque and the actual intake density of the engine when the equivalence ratio is at the ideal equivalence ratio and the ignition efficiency is the MBT ignition efficiency (i.e. 1). EffTrqToFuel It is based on the target intake air density (air volume) rho of the previous sampling period ReqRaw (z) Converted torque to fuel efficiency.

[0059] Step 5: Determine the target intake density rho under the current equivalence ratio and MBT ignition efficiency ReqAtMBT

[0060]

[0061] where r EffTrqToFuel_New Based on the current equivalence ratio, the actual intake density is equal to the target intake density rho ReqAtMBTStoich , torque-fuel efficiency at engine speed n. Its acquisition method is the same as torque-fuel efficiency r EffTrqToFuel , is obtained by calibrating the corresponding relationship between the actual engine torque and the actual engine intake density. EffTrqToFuel_New is based on the target intake air density rho ReqAtMBTStoich Converted torque to fuel efficiency.

[0062] Step 6: Target intake density rho based on current equivalence ratio and MBT ignition efficiency ReqAtMBT Determine the target intake density rho at the current equivalence ratio and current basic ignition efficiency ReqNew .

[0063] Target intake air density

[0064] The above obtains the target intake density rho after the current request optimization ReqNew , and then perform self-learning correction under steady-state conditions.

[0065] The steady-state operating conditions are:

[0066] 1. The engine speed n fluctuates within a preset range, which in this example is ±15 rpm;

[0067] 2. Engine requested gas circuit torque M AirTrq Req The fluctuation range is within the preset range, in this example it is ±5Nm;

[0068] 3. The engine does not request to cut off fuel;

[0069] 4. The engine cooling water temperature is within the preset range, in this example 80°C-95°C;

[0070] 5. The difference between the engine's basic ignition angle efficiency and the actual ignition angle efficiency does not exceed a preset value (0.7 in this example). If the actual ignition angle efficiency is too small, the engine's combustion stability will be poor, and the learning accuracy will be low.

[0071] 6. Engine requested gas circuit torque M AirTrq Req The actual engine gas path torque M AirTrqAct difference The fluctuation range is within the preset range, which is ±5Nm in this example;

[0072] 7. The actual engine EGR rate fluctuation range is within the preset range, which is ±0.01 in this example;

[0073] 8. The actual engine equivalence ratio fluctuation range is within the preset range, which in this example is ±0.03;

[0074] 9. Target intake air density (the target intake air density here refers to the final target intake air density rho used for execution in the previous sampling cycle ReqRaw The difference between (z)) and the actual intake air density fluctuates within a preset range, which in this example is ±15 mgpl;

[0075] Once any of the above conditions are not met, the learning process will be terminated. When the above conditions are met for more than the preset time t1 (0.5s in this example), the current engine request gas path torque M is read. AirTrqReq The difference between the actual engine gas path torque and the engine AirTrqErr ,but

[0076] Δrho(N)=k TrqToRho ×M AirTrqErr +Δrho(N-1), where N=1, 2, 3…

[0077] Where Δrho(N) is the target intake density increment at the Nth sampling period, Δrho(N-1) is the target intake density increment at the Nth sampling period, and the sampling period Δt is 10ms in this example. In particular, the time when Δrho(0) occurs is when the above conditions are met for more than the preset time t1, and Δrho(0) is equal to 0. TrqToRho is the target intake air density gain coefficient.

[0078] where dM AirTrqErr is the torque difference M AirTrqErr The rate of change of k TrqToRho The larger the value, the faster the target intake density increases; its k TrqToRhoThe smaller the value, the slower the target intake density growth rate. The selection standard is to make it as fast as possible to improve the torque accuracy, but the faster it is, the more it will cause torque control fluctuations. Therefore, the calibration basis is to ensure that the torque difference M AirTrqErr The fluctuation range is within the preset range (±5Nm in this example), and the torque difference M AirTrqErr The absolute value of the torque is greater than the difference M before adjustment. AirTrqErr The absolute value of is small.

[0079] λ is the target intake density gain coefficient k TrqToRho The filter time is in ms. The calibration data for this example are as follows:

[0080]

[0081] f(M AirTrqErr , dM AirTrqErr ) is the difference between different torques M AirTrqErr The rate of change of the difference between the torque and the AirTrqErr Correction factor:

[0082]

[0083]

[0084] Furthermore, once the above conditions are not met at the same time, or the time they are met does not exceed t1, Δrho(N) is reset to 0;

[0085] Furthermore, once Δrho(N) reaches its maximum and minimum allowable values, it is maintained unchanged, i.e., Δrho(N) = Δrho(N-1), and its maximum and minimum allowable values ​​are determined by the target intake air density rho ReqRaw (z) and the engine speed n are jointly determined. Its calibration basis is the torque difference M after adjusting the gas volume. AirTrqErr The fluctuation range is within the preset range (±5Nm in this example), and the torque difference M AirTrqErr The absolute value of the torque is greater than the difference M before adjustment. AirTrqErr The absolute value of is small.

[0086]

[0087] Furthermore, if any of the following conditions is met:

[0088] 1) The time after Δrho(N) reaches its maximum or minimum value exceeds t2, where t2 is equal to 0.2s

[0089] 2) Real-time reading of torque difference M AirTrqErr Within the preset range, in this example, ±5Nm is taken;

[0090] 3) The stability conditions are met for a time exceeding the preset time t3. Where t3 is greater than t1, in this example t3-t1=1.5s.

[0091] Then stop updating Δrho immediately (where Δrho(N) refers to Δrho in the Nth sampling period).

[0092] A) If the following conditions are met at the same time as one of the above conditions: The engine requests the gas path torque M AirTrq Req The actual engine gas path torque M AirTrqAct Difference M AirTrqErr The fluctuation range does not exceed the preset value, which is ±5Nm in this example.

[0093] And record the operating condition information (average engine speed, average equivalence ratio, average EGR rate, average basic ignition efficiency, average engine request gas path torque) when the above conditions are met from t1 to t3 ), the current Δrho is updated and stored in the corresponding same working condition (other working conditions are not updated and stored), and can be saved after the vehicle is powered off. The stored target intake density increment Δrho Stored The storage method is as follows:

[0094] Δrho Stored =k1×Δrho Stored (z)+(1-k1)×Δrho

[0095] Where Δrho Stored (z) is the target intake density increment from the last learning and storage under the same operating conditions. If it has never been learned and updated, its default value is 0, and the weighting coefficient k1 is 0.2.

[0096] And immediately use the updated Δrho Stored Plus the target intake air density rho ReqNew Get the optimized initial target intake density rho ReqRaw .

[0097] B) If the following conditions are not met while one of the above conditions is met: The engine requests the gas path torque M AirTrq Req The actual engine gas path torque M AirTrqAct Difference M AirTrqErr The fluctuation range does not exceed the preset value, which is ±5Nm in this example.

[0098] Also record the operating condition information (average engine speed, average equivalence ratio, average EGR rate, average basic ignition efficiency, average engine request gas path torque) when the above conditions are met from t1 to t3 ), updates the target intake density increment stored in the same working condition (other working conditions are not updated), and can be saved after the vehicle is powered off. The stored target intake density increment Δrho Stored The storage method is as follows: Δrho Stored = 0. And immediately use the updated Δrho Stored Plus the target intake air density rho ReqNew Get the optimized initial target intake density rho ReqRaw

[0099] C) In other cases, continue to update Δrho. At this time, the optimized initial target intake density rho ReqRaw Remain unchanged.

[0100] Furthermore, if the steady-state learning condition is not met, the optimized initial target intake density rho ReqRaw Remain unchanged, that is, rho ReqRaw =rho ReqNew +Δrho Stored (z).

[0101] Embodiment 3: Based on the same inventive concept, this embodiment also provides a vehicle electronic device, including a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor implements the engine torque control method as described above when executing the program.

[0102] Embodiment 4: Based on the same inventive concept, this embodiment further provides a manual-automatic vehicle, which is provided with the vehicle electronic equipment as described above.

[0103] Furthermore, all parts of this application that are not described in detail are the same as the existing technology or are implemented using the existing technology.

[0104] In summary:

[0105] 1. The present invention proposes an engine torque control method, which determines the target intake volume based on the requested air path torque. When there is a difference between the requested torque and the actual torque, the intake control is optimized to improve the target intake volume. This can effectively improve the responsiveness of the engine torque control, thereby improving the engine's power, economy, emissions and NVH performance.

[0106] 2. By proposing a method for obtaining target intake density and a method for learning and updating the target intake density increment, the present invention can significantly improve the accuracy of engine torque control, enhance the safety and stability of vehicle operation, and ensure the user's driving experience.

[0107] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0108] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0109] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0110] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0111] It will be easily understood by those skilled in the art that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An engine torque control method, characterized in that: include: Calculate the target average indicated in-cylinder pressure of the gas circuit under the optimal braking torque ignition efficiency based on the target in-cylinder pressure of the gas circuit under the optimal braking torque ignition efficiency and the initial basic ignition angle efficiency, and determine the target average indicated in-cylinder pressure of the gas circuit under the ideal equivalence ratio and the optimal braking torque ignition efficiency; Determining a target intake air density at the ideal equivalence ratio and the optimal braking torque ignition efficiency based on the target gas path average indicated cylinder pressure and the engine speed, and solving for the target intake air density at the current equivalence ratio and the optimal braking torque ignition efficiency in combination with the current torque-fuel efficiency; Based on the current equivalence ratio and the target intake density under the optimal braking torque ignition efficiency, and in combination with the initial basic ignition angle efficiency and the current basic ignition angle efficiency, the target intake density under the current equivalence ratio and basic ignition efficiency is solved, and under steady-state operating conditions, the target intake density under the current equivalence ratio and basic ignition efficiency is self-learned and corrected.

2. The engine torque control method according to claim 1, characterized in that: The initial basic ignition angle efficiency r SprkBaseRaw , according to the target intake air density rho of the previous sampling period ReqRaw (z) Calculated and determined.

3. The engine torque control method according to claim 1, characterized in that: The target gas path average indicated cylinder pressure p under the ideal equivalence ratio and the best braking torque ignition efficiency is AirIMEP ReqAtMBTStoich The target gas path average indicated cylinder pressure p under the optimal braking torque ignition efficiency is AirIMEP ReqAtMBT Divide by the correction factor f(FEQR SP ) calculated and determined; The correction factor f(FEQR SP ) based on the current target equivalence ratio FEQR SP Calibration obtained.

4. The engine torque control method according to claim 3, characterized in that: The target intake density rho under the ideal equivalence ratio and the optimal braking torque ignition efficiency Re qAtMBTStoich The calorific value of fuel oil c FuelHeatin gValue , ideal air-fuel ratio r Stoichiome tricRatio and ideal torque-fuel efficiency r EffTrqToFuel Calculate and determine; The ideal torque-fuel efficiency r EffTrqToFuel The target gas path average indicated cylinder pressure p under the ideal equivalence ratio and optimal braking torque ignition efficiency is AirIMEP ReqAtMBTStoich and engine speed n are calibrated.

5. The engine torque control method according to claim 4, characterized in that: The target intake density rho at the current equivalence ratio and the optimal braking torque ignition efficiency ReqAtMBT The target intake density rho under the ideal equivalence ratio and the optimal braking torque ignition efficiency is ReqAtMBTStoich , ideal torque-fuel efficiency r EffTrqToFuel , Current torque - fuel efficiency r EffTrqToFuel_New and correction factor f(FEQR SP ) calculated and determined; The current torque-fuel efficiency r EffTrqToFuel_New Calibrated based on actual engine torque and actual engine intake density.

6. The engine torque control method according to claim 1, characterized in that: Under the steady-state condition, the target intake density after self-learning correction is rho ReqNew +Δrho(N), where Δrho(N) is the target intake air density increment in the Nth sampling period.

7. The engine torque control method according to claim 6, characterized in that: The target intake density increment Δrho(N) in the Nth sampling period is obtained by combining the target intake density increment Δrho(N-1) in the N-1th sampling period with the target intake density gain coefficient k TrqToRho 、Current engine request gas circuit torque M AirTrqReq The difference between the actual gas path torque of the engine is calculated and determined.

8. The engine torque control method according to claim 7, characterized in that: The target intake air density gain coefficient k TrqToRho The current engine request gas circuit torque M AirTrqReq The difference between the actual engine gas path torque and the engine AirTrqErr The rate of change of dM AirTrqErr 、Correction coefficient of target intake density gain coefficient f(M AirTrqErr , dM AirTrqErr ) and the filtering time λ of the target intake density gain coefficient are calculated and determined.

9. A vehicle electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the engine torque control method according to any one of claims 1 to 8 is implemented.

10. A manual-automatic vehicle, characterized in that: The vehicle electronic device comprising the vehicle electronic device according to claim 9.

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