A method for controlling an engine in a vehicle and a vehicle

Abstract

The present invention discloses a control method for an engine in a vehicle and a vehicle, comprising: after the vehicle is powered on, real-time acquisition of real-time operating condition information and historical operating condition information of the vehicle; based on a clustering model, acquisition of a current first-category driving style factor according to the real-time operating condition information; acquisition of a current second-category driving style factor according to the real-time operating condition information and the historical operating condition information; determination of a standard driving style factor according to the current first-category driving style factor and the second-category driving style factor; acquisition of a current first torque limit correction factor according to the current vehicle speed, the standard driving style factor and the driving mode; and control of the engine output torque according to at least the current torque limit coefficient and the first torque limit correction factor, so that the engine torque limit coefficient can be adaptively adjusted, so that the power output of the vehicle conforms to the driver's style, and conforms to the power demand and economy demand under different operating conditions, which is beneficial to improving the driver's driving experience and the economy of the whole vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle driving technology, and in particular to a control method for an engine in a vehicle and the vehicle. Background Art

[0002] When the engine is running at high load, the torque limitation factor usually makes it difficult for the engine's output power to meet the driver's needs. On the contrary, when the engine is not running at high load, it is also particularly important to limit the torque to the greatest extent to improve the economy of the vehicle.

[0003] Most of the existing technologies are based on the calibration of key engine parameters. The torque limit is fixed at different operating points, that is, the upper limit of the engine's power output is fixed. In this way, the same torque limit is used for all power-boosting conditions or torque-limited conditions, resulting in a large torque limit for high-load conditions and the inability to fully release the engine's power output. The small torque limit for low-load conditions is not conducive to improving the economy of the vehicle, and the fixed torque limit is also difficult to adapt to the power needs of drivers of different styles. Summary of the invention

[0004] The present invention provides a control method for an engine in a vehicle and a vehicle, so as to realize adaptive adjustment of the degree of torque limitation, so that the output torque of the engine takes into account the power requirements of different working conditions and the style habits of the driver.

[0005] According to one aspect of the present invention, there is provided a method for controlling an engine in a vehicle, comprising:

[0006] After the vehicle is powered on, real-time operating condition information and historical operating condition information of the vehicle are acquired in real time; the operating condition information at least includes vehicle speed, torque limit coefficient and driving mode;

[0007] Based on the clustering model, obtaining a current first-category driving style factor according to the real-time working condition information;

[0008] Acquire a current second-type driving style factor according to the real-time operating condition information and the historical operating condition information;

[0009] determining a standard driving style factor according to the current first-category driving style factor and the second-category driving style factor;

[0010] acquiring a current first torque limit correction factor according to the current vehicle speed, the standard driving style factor and the driving mode;

[0011] The engine output torque is controlled based on at least the current torque limit coefficient and the first torque limit correction factor.

[0012] Optionally, determining a standard driving style factor according to the current first-category driving style factor and the second-category driving style factor includes:

[0013] Obtaining an absolute difference between the first-type driving style factor and the second-type driving style factor;

[0014] Determine whether the absolute difference is greater than a preset absolute difference;

[0015] If yes, determining the preset driving style factor as the standard driving style factor;

[0016] If not, the current first-category driving style factor is determined as the standard driving style factor.

[0017] Optionally, after determining whether the absolute difference is greater than a preset absolute difference, the method further includes:

[0018] The historical operating condition information of the vehicle is forgotten.

[0019] Optionally, the operating condition information also includes an accelerator pedal opening;

[0020] Based on the clustering model, the current first-category driving style factor is obtained according to the real-time working condition information, including:

[0021] Based on the clustering model, determining an initial driving style factor at a current sampling moment according to the vehicle speed and the accelerator pedal opening at a current sampling moment;

[0022] Obtain the first type of driving style factor at the previous sampling moment;

[0023] The current first-category driving style factor is determined according to the initial driving style factor at the current sampling moment and the first-category driving style factor at the previous sampling moment.

[0024] Optionally, obtaining a first torque limit correction factor according to the current vehicle speed, the standard driving style factor and the driving mode includes:

[0025] When the driving mode is the economic mode, obtaining a first mapping relationship between the vehicle speed, the standard driving style factor and the first torque limit correction factor;

[0026] Based on the first mapping relationship, the current first torque limit correction factor is determined according to the current vehicle speed and the standard driving style factor.

[0027] Optionally, obtaining a first torque limit correction factor according to the current vehicle speed, the standard driving style factor and the driving mode includes:

[0028] When the driving mode is the general mode, determining whether the standard driving style factor is greater than a preset factor value;

[0029] If yes, the preset correction factor is determined as the first torque limit correction factor;

[0030] If not, obtaining a second mapping relationship between the vehicle speed, the standard driving style factor and the first torque limit correction factor;

[0031] Based on the second mapping relationship, the current first torque limit correction factor is determined according to the current vehicle speed and the standard driving style factor.

[0032] Optionally, obtaining a first torque limit correction factor according to the current vehicle speed, the standard driving style factor and the driving mode includes:

[0033] When the driving mode is the power mode, a preset correction factor is determined as the first torque limit correction factor.

[0034] Optionally, the operating condition information also includes an accelerator pedal opening;

[0035] Before obtaining the current first torque limit correction factor according to the current vehicle speed, the standard driving style factor and the driving mode, the method further includes:

[0036] Determining whether the accelerator pedal opening is greater than a preset opening;

[0037] If yes, then obtaining a third mapping relationship between the vehicle speed, the standard driving style factor and the first torque limit correction factor;

[0038] Based on the third mapping relationship, determining the current first torque limit correction factor according to the current vehicle speed and the standard driving style factor;

[0039] If not, a step of controlling the engine output torque based on at least the current torque limit coefficient and the first torque limit correction factor is executed.

[0040] Optionally, before controlling the engine output torque at least according to the current torque limit coefficient and the first torque limit correction factor, the method further includes:

[0041] Obtain information about the vehicle model, load and current road slope;

[0042] According to the vehicle type and the load, obtaining a second torque limit correction factor;

[0043] determining a third torque limit correction factor according to the road slope information;

[0044] Controlling the engine output torque at least according to the current torque limit coefficient and the first torque limit correction factor, comprises:

[0045] determining a target torque limit coefficient according to the current torque limit coefficient, the first torque limit correction factor, the second torque limit correction factor and the third torque limit correction factor;

[0046] The engine output torque is controlled according to the target torque limit coefficient.

[0047] According to another aspect of the present invention, a vehicle is provided, comprising a vehicle controller, wherein the vehicle controller is configured to execute the above-mentioned method for controlling an engine in the vehicle.

[0048] The control method of the engine in the vehicle provided by the present invention obtains the working condition information of the vehicle in real time after the vehicle is powered on, obtains the current first-type driving style factor with timeliness through the real-time working condition information and the clustering model, obtains the current second-type driving style factor with long-term effectiveness through the real-time working condition information and the historical working condition information after the vehicle is powered on, and then the standard style factor can be determined according to the current first-type driving style factor and the second-type driving style factor, which can ensure that the standard style factor conforms to the current driver's driving style, obtains the current first torque limit factor through the current vehicle speed, the standard driving style factor and the driving mode, and when controlling the output torque of the engine, the torque limit coefficient is corrected by the first torque limit factor to the current torque limit coefficient, so that the torque limit coefficient of the engine can be related to the driver's driving style, vehicle speed and driving mode, so that the torque limit coefficient of the engine can be adaptively adjusted according to the driver's driving style, vehicle speed and driving mode, and because the driving style factor is determined by the working condition information of the vehicle, the way in which the engine outputs torque can conform to the driver's style while also conforming to the torque demand and economy demand under different working conditions, which is beneficial to improving the driver's driving experience and the economy of the whole vehicle.

[0049] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0051] Figure 1is a flow chart of a method for controlling an engine in a vehicle provided by an embodiment of the present invention;

[0052] Figure 2 is a flow chart of another method for controlling an engine in a vehicle provided by an embodiment of the present invention;

[0053] Figure 3 is a flow chart of another method for controlling an engine in a vehicle provided by an embodiment of the present invention;

[0054] Figure 4 This is a flow chart of another method for controlling an engine in a vehicle provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0055] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings 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 should fall within the scope of protection of the present invention.

[0056] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0057] An embodiment of the present invention provides a method for controlling an engine in a vehicle, which can control the engine in a vehicle. The method for controlling the engine in a vehicle can be executed by a vehicle controller provided by an embodiment of the present invention.

[0058] Figure 1 is a flow chart of a method for controlling an engine in a vehicle provided by an embodiment of the present invention. Figure 1 As shown, the control method of the engine in the vehicle includes:

[0059] S110. After the vehicle is powered on, real-time operating condition information and historical operating condition information of the vehicle are obtained in real time.

[0060] The operating condition information includes at least vehicle speed, torque limit coefficient and driving mode.

[0061] Specifically, the vehicle speed can be obtained through the vehicle speed sensor. The torque limit coefficient is related to factors such as the mechanical protection, exhaust temperature protection, smoke correction and engine failure of the engine, and can be determined by the relevant parameters of mechanical protection, exhaust temperature protection, smoke correction and engine failure. When all relevant parameters are fixed parameters, the torque limit coefficient can be pre-determined and stored according to the relevant parameters, which is convenient for direct acquisition when used, and no calculation process is required, which is conducive to improving the engine response speed. Different driving modes will also correspond to different torque limit coefficients. At this time, the torque limit coefficients under different driving modes can be determined and stored separately. The driving mode can include economic mode, general mode and power mode. The power output upper limit of the engine in different driving modes is different. For example, the power output upper limit of the economic mode, general mode and power mode can be set to increase in sequence. On the basis of the above-mentioned working condition information, the working condition information of the vehicle can also include information such as the real-time acceleration of the vehicle and the accelerator pedal opening, so that the driving style factor can be obtained in different ways based on the above-mentioned working condition information.

[0062] S120: Based on the clustering model, obtain the current first-category driving style factor according to the real-time working condition information.

[0063] Specifically, the clustering model can be trained through historical working condition information during multiple driving processes, and the trained clustering model can be expressed as a mapping relationship between working condition information and the first type of driving style factor. Substituting the real-time working condition information into the clustering model, the current first type of driving style factor can be determined, so that the first type of driving style factor is related to the current working condition information and has timeliness.

[0064] S130. Obtain a current second driving style factor according to the real-time operating condition information and the historical operating condition information.

[0065] Specifically, the historical operating condition information may be the historical operating condition information since the vehicle was powered on, that is, the historical operating condition information during the current driving process. Since the second type of driving style factor is determined by the real-time operating condition information and the historical operating condition information, the second type of driving style factor can reflect the overall driving style during the driving process and has long-term effectiveness.

[0066] S140: Determine a standard driving style factor according to the current first-category driving style factor and the second-category driving style factor.

[0067] Specifically, during the driving process of the vehicle, there may be a situation where the vehicle stops briefly to change the driver, and the vehicle is still powered on. If the driver is changed after a short stop, the first type of driving style factor determined based on the real-time working condition information may be consistent with the style of the current driver, while the second type of driving style factor determined based on the real-time working condition information and the historical working condition information may be quite different from the style of the current driver. Therefore, if the driver is changed, the first type of driving style factor with timeliness and the long-term driving style factor may be quite different. Therefore, after obtaining the first type of driving style factor and the second type of driving style factor, the current standard driving style factor can be determined based on the difference between the two types of driving style factors.

[0068] Exemplarily, the larger the values ​​of the first driving style factor, the second driving style factor and the standard style factor, the more aggressive the driver's driving style is. Conversely, the smaller the values ​​of the first driving style factor, the second driving style factor and the standard style factor, the milder the driver's driving style is.

[0069] S150: Obtain a current first torque limit correction factor according to the current vehicle speed, the standard driving style factor, and the driving mode.

[0070] S160: Control the engine output torque at least according to the current torque limit coefficient and the first torque limit correction factor.

[0071] Specifically, after determining the standard driving style factor, the correction factor of the torque limit coefficient, i.e., the first torque limit correction factor, can be determined in combination with the driving mode and the vehicle speed. In this way, the torque limit coefficient can be corrected by using the first torque limit correction factor, and when the engine outputs torque according to the current target torque, the engine output torque is controlled according to the corrected torque limit coefficient. In this way, the torque limit coefficient of the engine is related to the driver's driving style, vehicle speed and driving mode, so that the torque limit coefficient of the engine can be adaptively adjusted according to the driver's driving style, vehicle speed and driving mode, and because the driving style factor is determined by the vehicle's operating condition information, the engine output torque can be made to conform to the driver's style while also conforming to the torque demand and economy demand under different operating conditions, which is conducive to improving the driver's driving experience and the economy of the vehicle.

[0072] The control method of the engine in the vehicle provided by the embodiment of the present invention obtains the working condition information of the vehicle in real time after the vehicle is powered on, obtains the current first-type driving style factor with timeliness through the real-time working condition information and the clustering model, obtains the current second-type driving style factor with long-term effectiveness through the real-time working condition information and the historical working condition information after the vehicle is powered on, and then the standard style factor can be determined according to the current first-type driving style factor and the second-type driving style factor, which can ensure that the standard style factor conforms to the driving style of the current driver, obtains the current first torque limit factor through the current vehicle speed, the standard driving style factor and the driving mode, and when controlling the output torque of the engine, the torque limit coefficient is corrected by the first torque limit factor to the current torque limit coefficient, so that the torque limit coefficient of the engine can be related to the driving style, speed and driving mode of the driver, so that the torque limit coefficient of the engine can be adaptively adjusted according to the driving style, speed and driving mode of the driver, and because the driving style factor is determined by the working condition information of the vehicle, the power output of the vehicle can be made to conform to the driver's style while also conforming to the power demand and economy demand under different working conditions, which is conducive to improving the driving experience of the driver and the economy of the whole vehicle.

[0073] Optional, Figure 2 is a flow chart of another method for controlling an engine in a vehicle provided by an embodiment of the present invention. Figure 2 As shown, the control method of the engine in the vehicle includes:

[0074] S211. After the vehicle is powered on, real-time operating condition information and historical operating condition information of the vehicle are obtained in real time.

[0075] Among them, the operating condition information includes vehicle speed, torque limit coefficient, driving mode and accelerator pedal opening.

[0076] S212: Based on the clustering model, determine the initial driving style factor at the current sampling moment according to the vehicle speed and the accelerator pedal opening at the current sampling moment.

[0077] Specifically, the working condition information used to determine the first type of driving style factor may include vehicle speed and accelerator pedal opening, and the clustering model may be a mapping relationship between vehicle speed, accelerator pedal opening and the first type of driving style factor. Then, the current vehicle speed and accelerator pedal opening are substituted into the clustering model to determine the first type of driving style factor at the current sampling moment. If the first type of driving style factor directly determined based on the clustering model and the current vehicle speed and accelerator pedal opening is directly used as the standard driving style factor, when the two first type of driving style factors obtained at two adjacent moments differ greatly, it will affect the control effect, so that the driver feels that the vehicle has significantly different responses in a short period of time, affecting driving safety. Therefore, the first type of driving style factor directly determined based on the clustering model and the current vehicle speed and accelerator pedal opening can be used as the initial driving style factor, and the initial driving style factor is filtered, and the filtered initial driving style factor is used as the first type of driving style factor at the current sampling moment.

[0078] S213: Obtain the first type of driving style factor at the previous sampling moment.

[0079] S214: Determine a current first-category driving style factor according to the initial driving style factor at the current sampling moment and the first-category driving style factor at the previous sampling moment.

[0080] Specifically, when filtering the initial driving style factor at the current sampling moment, the first type of driving style factor determined at the previous sampling moment may be used to smooth the initial driving style factor at the current sampling moment according to the first exponential averaging method. For example, assuming that the initial driving style factor at the current sampling moment is D n , the first type of driving style factor at the previous sampling moment is D k-1 , the first type of driving style factor at the current sampling moment is D k =αD n +(1-α)×D k-1 . Among them, α is a smoothing coefficient, and the value of α can be selected based on experience. In this way, it is possible to avoid a large difference between the two first-category driving style factors obtained at two adjacent moments, which is beneficial to improving the driver's driving experience and driving safety.

[0081] S215. Obtain a current second driving style factor according to the real-time operating condition information and the historical operating condition information.

[0082] Specifically, the number of times that aggressive driving behaviors occur after the vehicle is powered on can be determined based on historical operating condition information, and whether aggressive driving behaviors are currently occurring can be determined based on real-time operating condition information. If aggressive driving behaviors are currently occurring, the number of times that aggressive driving behaviors occur can be accumulated. The second type of driving style factor can be determined based on the number of times that aggressive driving behaviors occur and the driving time after the vehicle is powered on.

[0083] Exemplarily, the number of times aggressive driving behavior occurs in different speed ranges and the cumulative time of the vehicle speed in different speed ranges can be obtained. The second type of driving style factor can be determined based on the number of aggressive driving behaviors in each speed range and the cumulative time of the vehicle speed in different speed ranges.

[0084] Among them, the working condition information may also include acceleration and accelerator pedal opening, and the working condition information for determining the fierce driving behavior may include acceleration and accelerator pedal opening. When any one of the following conditions occurs: the acceleration is greater than the preset acceleration, the acceleration change rate is greater than the preset acceleration change rate, and the accelerator pedal change rate is greater than the preset accelerator pedal change rate, it can be determined that the fierce driving behavior occurs. If none of the above conditions is met, that is, the acceleration is less than or equal to the preset acceleration, the acceleration change rate is less than or equal to the preset acceleration change rate, and the accelerator pedal change rate is less than or equal to the preset accelerator pedal change rate, then the current driving behavior type is determined to be a mild driving behavior. Alternatively, in another feasible embodiment, it can be determined that the fierce driving behavior occurs when at least two of the following conditions are met: the acceleration is greater than the preset acceleration, the acceleration change rate is greater than the preset acceleration change rate, and the accelerator pedal change rate is greater than the preset accelerator pedal change rate. Alternatively, in another feasible embodiment, it can be determined that the fierce driving behavior occurs when the acceleration is greater than the preset acceleration, the acceleration change rate is greater than the preset acceleration change rate, and the accelerator pedal change rate is greater than the preset accelerator pedal change rate are met at the same time. The conditions for determining the aggressive driving behavior may be determined according to the specific conditions of the vehicle, and the embodiment of the present invention does not specifically limit this.

[0085] S216: Obtain an absolute difference between the first type of driving style factor and the second type of driving style factor.

[0086] S217, determine whether the absolute difference is greater than a preset absolute difference; if so, execute step S218; if not, execute step S219.

[0087] S218: Determine the preset driving style factor as the standard driving style factor.

[0088] S219: Determine the current first-category driving style factor as the standard driving style factor.

[0089] Specifically, the absolute difference is the absolute value of the difference between the first type of driving style factor and the second type of driving style factor. If the absolute difference is greater than the preset absolute difference, it means that the first type of driving style factor is significantly different from the second type of driving style factor, and the driver may have been replaced. At this time, the standard style factor can be initialized, that is, the preset driving style factor is determined as the standard driving style factor. In a feasible embodiment, the preset driving style factor can be 0.5. At this time, the first torque limit correction factor determined according to the preset driving style factor will not make any correction to the torque limit coefficient. At this time, the response of the vehicle can be avoided to change significantly in a short time, which is beneficial to the safety control of the vehicle. If the absolute difference is less than or equal to the preset absolute difference, it means that the first type of driving style factor is slightly different from the second type of driving style factor, which conforms to the driving style of the same driver. At this time, the current first type of driving style factor can be determined as the standard style factor, and the first torque limit correction factor obtained according to the standard style factor conforms to the current driver's style, and will not cause the response of the vehicle to change significantly in a short time, thereby ensuring the safety control of the vehicle. Among them, the preset absolute difference can be set according to the design requirements, for example, its value range can be 0.2 to 0.3.

[0090] Exemplarily, after determining whether the absolute difference is greater than a preset absolute difference, the historical operating condition information of the vehicle can be forgotten. That is, the historical operating condition information after the vehicle is powered on is cleared, and the current moment is used as the initial moment of information sampling, and the first driving style factor and the second driving style factor are recalculated, so that the first driving style factor and the second driving style factor are consistent with the current driver's driving style, and adaptive adjustment of the torque limit can be achieved, thereby effectively improving the driver's driving experience.

[0091] S220: Obtain a current first torque limit correction factor according to the current vehicle speed, the standard driving style factor, and the driving mode.

[0092] S221. Control the engine output torque at least according to the current torque limit coefficient and the first torque limit correction factor.

[0093] The embodiment of the present invention provides a method for determining a first type of driving style factor and a second type of driving style factor. By filtering the first type of driving style factor, it is avoided that the vehicle has significantly different responses in a short period of time, which is beneficial to improving the driver's driving experience and driving safety. By comparing the absolute difference between the first type of driving style factor and the second type of driving style factor with a preset absolute difference, the driver's replacement can be determined, and the torque limit can be adaptively adjusted, so that the finally determined standard driving style factor ensures the safe control of the vehicle on the basis of meeting the current driver's driving style.

[0094] Optional, Figure 3 FIG. 1 is a flow chart of another method for controlling an engine in a vehicle provided by an embodiment of the present invention. Figure 3 As shown, the control method of the engine in the vehicle includes:

[0095] S311. After the vehicle is powered on, real-time operating condition information and historical operating condition information of the vehicle are obtained in real time.

[0096] The operating condition information includes at least vehicle speed, torque limit coefficient and driving mode.

[0097] S312: Based on the clustering model, obtain the current first-category driving style factor according to the real-time working condition information.

[0098] S313. Obtain a current second driving style factor according to the real-time operating condition information and the historical operating condition information.

[0099] S314: Determine a standard driving style factor according to the current first-category driving style factor and the second-category driving style factor.

[0100] S315, determine whether the driving mode is the economic mode; if so, execute step S316; if not, execute step S318.

[0101] S316: Obtain a first mapping relationship between the vehicle speed, the standard driving style factor, and the first torque limit correction factor.

[0102] S317: Based on the first mapping relationship, determine a current first torque limit correction factor according to the current vehicle speed and the standard driving style factor.

[0103] Specifically, if the current driving mode is the economic mode, it means that the driver hopes that the response mode of the vehicle should be based on the economy of the whole vehicle. At this time, the first mapping relationship between the vehicle speed, the standard driving style factor and the first torque limit correction factor can be obtained. The first mapping relationship can be a three-dimensional relationship table between the vehicle speed, the standard driving style factor and the first torque limit correction factor, or it can be a MAP diagram between the vehicle speed, the standard driving style factor and the first torque limit correction factor. The first mapping relationship can be pre-calibrated and stored, which is conducive to improving the response speed of the vehicle. In this way, after obtaining the current vehicle speed and the standard driving style factor, the current first torque limit correction factor can be determined by looking up the table or mapping the MAP diagram. Among them, in the first mapping relationship, the lower limit value of the first torque limit correction factor can be small to meet the economic requirements of the vehicle. For example, the value range of the first torque limit correction factor can be 0.7~1.

[0104] S318, determine whether the driving mode is the general mode; if so, execute step S319; if not, execute step S320.

[0105] S319, determine whether the standard driving style factor is greater than a preset factor value; if so, execute step S320; if not, execute step S321.

[0106] S320: Determine the preset correction factor as the first torque limit correction factor.

[0107] Specifically, if the current driving mode is the general mode, the correction of the torque limit coefficient can be determined according to the driving style of the driver. Exemplarily, if the standard driving style factor is greater than the preset factor value, it means that the driver's driving style is relatively aggressive. At this time, the preset correction factor can be determined as the first torque limit correction factor. The preset correction factor can be a correction factor with a smaller correction degree to the torque limit coefficient. In a feasible embodiment, the preset correction factor can be 1, that is, the first torque limit correction factor is 1, and the torque limit coefficient will not be corrected at this time. At this time, the engine only performs torque limitation according to the current torque limit coefficient when outputting torque, and will not further reduce the output torque of the engine, thereby ensuring that the engine has a larger output torque and making the response of the vehicle conform to the driving style of the driver. Alternatively, in another feasible embodiment, the value of the preset correction factor (that is, the first torque limit correction factor) can be greater than 1. At this time, it is necessary to ensure that the product of the first torque limit correction factor and the torque limit coefficient is less than 1, so that the output torque of the engine can be further increased to meet the driver's power demand for the vehicle. The preset factor value may be set according to design requirements. For example, the preset factor value may be 0.7. If the standard style factor is greater than 0.7, it indicates that the driver's driving style is relatively aggressive, and the first torque limit correction factor is determined to be the preset correction factor.

[0108] In addition, if it is determined that the driving mode is neither the economic mode nor the general mode, the driving mode can be determined to be the power mode. When the driving mode is the power mode, it means that the driver has a large power demand for the vehicle in the current driving stage. At this time, the preset correction factor can be determined as the first torque limit correction factor. The preset correction factor can be the same as the preset correction factor mentioned above, and will not be repeated here. It can ensure that the engine has a large output torque, and can make the power output of the vehicle meet the power demand of the driver to drive the vehicle.

[0109] S321. Obtain a second mapping relationship between the vehicle speed, the standard driving style factor, and the first torque limit correction factor.

[0110] S322: Based on the second mapping relationship, determine the current first torque limit correction factor according to the current vehicle speed and the standard driving style factor.

[0111] Specifically, in the general mode, if the standard driving style factor is less than the preset factor value, the corresponding first torque limit correction factor can be determined according to the factor value of the standard driving style factor and the vehicle speed, so that the power output of the vehicle conforms to the driving style of the driver. At this time, the second mapping relationship between the vehicle speed, the standard driving style factor and the first torque limit correction factor can be obtained. Similar to the first mapping relationship, the second mapping relationship can be a three-dimensional relationship table between the vehicle speed, the standard driving style factor and the first torque limit correction factor, or a MAP diagram between the vehicle speed, the standard driving style factor and the first torque limit correction factor, and the second mapping relationship can be pre-calibrated and stored, which is conducive to improving the response speed of the vehicle. In this way, after obtaining the current vehicle speed and the standard driving style factor, the current first torque limit correction factor can be determined by looking up the table or mapping the MAP diagram. Among them, different from the first mapping relationship, in the second mapping relationship, the lower limit value of the first torque limit correction factor can be larger to conform to the driver's driving style and meet the driver's power demand for the vehicle. For example, in the second mapping relationship, the value range of the first torque limit correction factor can be 0.8 to 1.

[0112] S323: Control the engine output torque at least according to the current torque limit coefficient and the first torque limit correction factor.

[0113] In the embodiment of the present invention, different driving modes have different determination methods for the first torque limit correction factor, and in the economic mode and the general mode, the value of the first torque limit correction factor is different according to the difference in the standard driving style factor, so that adaptive adjustment of the torque limit can be achieved, so that the finally determined first torque limit correction factor can take into account the power demand of the driving mode and the driving style of the current driver.

[0114] Optional, Figure 4 is a flow chart of another method for controlling an engine in a vehicle provided by an embodiment of the present invention. Figure 4 As shown, the control method of the engine in the vehicle includes:

[0115] S411. After the vehicle is powered on, real-time operating condition information and historical operating condition information of the vehicle are obtained in real time.

[0116] The operating condition information includes at least vehicle speed, torque limit coefficient, driving mode and accelerator pedal opening.

[0117] S412: Based on the clustering model, obtain the current first-category driving style factor according to the real-time working condition information.

[0118] S413: Obtain a current second driving style factor according to the real-time operating condition information and the historical operating condition information.

[0119] S414: Determine a standard driving style factor according to the current first-category driving style factor and the second-category driving style factor.

[0120] S415, determine whether the accelerator pedal opening is greater than a preset opening; if so, execute step S416; if not, execute step S418.

[0121] S416: Obtain a third mapping relationship between the vehicle speed, the standard driving style factor, and the first torque limit correction factor.

[0122] S417: Based on the third mapping relationship, determine the current first torque limit correction factor according to the current vehicle speed and the standard driving style factor.

[0123] Specifically, after determining the standard driving style factor, the current accelerator pedal opening can be compared with the preset opening first. If the current accelerator pedal opening is greater than the preset opening, it means that the driver has a greater power demand for the vehicle. At this time, it can be determined that the vehicle's transmission enters the downshift and torque increase mode. In the current case, the third mapping relationship between the vehicle speed, the standard driving style factor and the first torque limit correction factor can be directly obtained. Similar to the first mapping relationship and the second mapping relationship, the third mapping relationship can be a three-dimensional relationship table between the vehicle speed, the standard driving style factor and the first torque limit correction factor, or a MAP diagram between the vehicle speed, the standard driving style factor and the first torque limit correction factor. The third mapping relationship can be pre-calibrated and stored, which is conducive to improving the response speed of the vehicle. In this way, after obtaining the current vehicle speed and the standard driving style factor, the current first torque limit correction factor can be determined by looking up the table or mapping the MAP diagram. Among them, different from the first mapping relationship and the second mapping relationship, in the third mapping relationship, the lower limit value of the first torque limit correction factor can be further increased to meet the high load condition of the engine and meet the driver's power demand for the vehicle. For example, in the third mapping relationship, the value range of the first torque limit correction factor can be 0.9 to 1.

[0124] S418: Obtain a current first torque limit correction factor according to the current vehicle speed, the standard driving style factor, and the driving mode.

[0125] Specifically, if after determining the standard driving style factor, the accelerator pedal opening is less than or equal to the preset opening, it means that the driver's power demand for the vehicle is within the normal range, and the vehicle's transmission has not entered the downshift and torque increase mode. At this time, the current first torque limit correction factor can be obtained according to the current vehicle speed, the standard driving style factor and the driving mode, so that the first torque limit correction factor finally determined can take into account the power demand of the driving mode and the current driver's driving style. Among them, the preset opening can be set according to the design requirements, and the embodiment of the present invention does not specifically limit this. The value range of the preset opening can be 80% to 100%.

[0126] S419: Obtain the vehicle model, load and current road slope information.

[0127] S420: Obtain a second torque limit correction factor according to the vehicle model and load.

[0128] S421. Determine a third torque limit correction factor according to road slope information.

[0129] S422: Determine a target torque limit coefficient according to the current torque limit coefficient, the first torque limit correction factor, the second torque limit correction factor, and the third torque limit correction factor.

[0130] S423: Control the engine output torque according to the target torque limit coefficient.

[0131] Specifically, there may be a mapping relationship between the vehicle model, load and the second torque limit correction factor. Based on the mapping relationship, the second torque limit correction factor can be determined by matching the vehicle model and load. And, the third torque limit correction factor related to the road slope can be determined according to the road slope information. In this way, when determining the target torque limit coefficient, the product of the current torque limit coefficient and the first torque limit correction factor, the second torque limit correction factor and the third torque limit correction factor can be used as the target torque limit coefficient, so that the engine output torque can be controlled according to the target torque limit coefficient combined with the target torque of the engine. In this way, the engine output torque mode not only meets the driver's driving style, but also takes into account the vehicle model and load, can meet the power requirements of different models and loads, and take into account the power requirements of uphill, can make the vehicle power output meet various needs, and on the basis of improving the driver's driving experience, ensure the vehicle power output and vehicle economy.

[0132] Exemplarily, after multiplying the current torque limit coefficient with the first torque limit correction factor, the second torque limit correction factor and the third torque limit correction factor, it can be determined whether the product after the multiplication is greater than or equal to 1. If the product after the multiplication is greater than or equal to 1, the target torque limit coefficient is determined to be 1. If the product after the multiplication is less than 1, the product can be directly used as the target torque limit coefficient, and the target torque limit coefficient can be limited to prevent the output torque of the engine from exceeding its maximum allowable output torque, thereby ensuring safe control of the vehicle.

[0133] Based on the same inventive concept, an embodiment of the present invention also provides a vehicle, which includes a vehicle controller, and the vehicle controller is used to execute the control method of the engine in the vehicle provided by any embodiment of the present invention. Therefore, the vehicle provided by the embodiment of the present invention includes the technical features of the control method of the engine in the vehicle provided by any embodiment of the present invention, and can achieve the beneficial effects of the control method of the engine in the vehicle provided by any embodiment of the present invention. The similarities can be referred to the above description of the control method of the engine in the vehicle provided by the embodiment of the present invention, and will not be repeated here.

[0134] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0135] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for controlling an engine in a vehicle, characterized in that: include: After the vehicle is powered on, real-time operating condition information and historical operating condition information of the vehicle are acquired in real time; the operating condition information at least includes vehicle speed, torque limit coefficient and driving mode; Based on the clustering model, obtaining a current first-category driving style factor according to the real-time working condition information; Acquire a current second-type driving style factor according to the real-time operating condition information and the historical operating condition information; determining a standard driving style factor according to the current first-category driving style factor and the second-category driving style factor; acquiring a current first torque limit correction factor according to the current vehicle speed, the standard driving style factor and the driving mode; controlling the engine output torque at least according to the current torque limit coefficient and the first torque limit correction factor; Wherein, determining a standard driving style factor according to the current first-category driving style factor and the second-category driving style factor comprises: Obtaining an absolute difference between the first-type driving style factor and the second-type driving style factor; Determine whether the absolute difference is greater than a preset absolute difference; If yes, determining the preset driving style factor as the standard driving style factor; If not, the current first-category driving style factor is determined as the standard driving style factor.

2. The method for controlling an engine in a vehicle according to claim 1, characterized in that: After determining whether the absolute difference is greater than a preset absolute difference, the method further includes: The historical operating condition information of the vehicle is forgotten.

3. The method for controlling an engine in a vehicle according to claim 1, characterized in that: The operating condition information also includes the accelerator pedal opening; Based on the clustering model, the current first-category driving style factor is obtained according to the real-time working condition information, including: Based on the clustering model, determining an initial driving style factor at a current sampling moment according to the vehicle speed and the accelerator pedal opening at a current sampling moment; Obtain the first type of driving style factor at the previous sampling moment; The current first-category driving style factor is determined according to the initial driving style factor at the current sampling moment and the first-category driving style factor at the previous sampling moment.

4. The method for controlling an engine in a vehicle according to claim 1, characterized in that: According to the current vehicle speed, the standard driving style factor and the driving mode, a first torque limit correction factor is obtained, including: When the driving mode is the economic mode, obtaining a first mapping relationship between the vehicle speed, the standard driving style factor and the first torque limit correction factor; Based on the first mapping relationship, the current first torque limit correction factor is determined according to the current vehicle speed and the standard driving style factor.

5. The method for controlling an engine in a vehicle according to claim 1, characterized in that: According to the current vehicle speed, the standard driving style factor and the driving mode, a first torque limit correction factor is obtained, including: When the driving mode is the general mode, determining whether the standard driving style factor is greater than a preset factor value; If yes, the preset correction factor is determined as the first torque limit correction factor; If not, obtaining a second mapping relationship between the vehicle speed, the standard driving style factor and the first torque limit correction factor; Based on the second mapping relationship, the current first torque limit correction factor is determined according to the current vehicle speed and the standard driving style factor.

6. The method for controlling an engine in a vehicle according to claim 1, characterized in that: According to the current vehicle speed, the standard driving style factor and the driving mode, a first torque limit correction factor is obtained, including: When the driving mode is the power mode, a preset correction factor is determined as the first torque limit correction factor.

7. The method for controlling an engine in a vehicle according to claim 1, characterized in that: The operating condition information also includes the accelerator pedal opening; Before obtaining the current first torque limit correction factor according to the current vehicle speed, the standard driving style factor and the driving mode, the method further includes: Determining whether the accelerator pedal opening is greater than a preset opening; If yes, then obtaining a third mapping relationship between the vehicle speed, the standard driving style factor and the first torque limit correction factor; Based on the third mapping relationship, determining the current first torque limit correction factor according to the current vehicle speed and the standard driving style factor; If not, a step of controlling the engine output torque based on at least the current torque limit coefficient and the first torque limit correction factor is executed.

8. The method for controlling an engine in a vehicle according to claim 1, characterized in that: Before controlling the engine output torque at least according to the current torque limit coefficient and the first torque limit correction factor, the method further includes: Obtain information about the vehicle model, load and current road slope; According to the vehicle type and the load, obtaining a second torque limit correction factor; determining a third torque limit correction factor according to the road slope information; Controlling the engine output torque at least according to the current torque limit coefficient and the first torque limit correction factor, comprises: determining a target torque limit coefficient according to the current torque limit coefficient, the first torque limit correction factor, the second torque limit correction factor and the third torque limit correction factor; The engine output torque is controlled according to the target torque limit coefficient.

9. A vehicle, characterized in that: It comprises a vehicle controller, wherein the vehicle controller is used to execute the control method of the engine in the vehicle according to any one of claims 1 to 8.

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