Vehicle control method and device, electronic equipment and vehicle

Abstract

The invention discloses a vehicle control method and device, electronic equipment and a vehicle, and the method comprises the steps that a torque request of the vehicle is received, indication torque, combustion efficiency and torque loss corresponding to each of multiple air inflow of an engine of the vehicle at the current rotating speed are obtained, and the multiple air inflow comprises the actual air inflow, the minimum air inflow and the maximum air inflow; the crankshaft torque corresponding to each air inflow is determined according to the indication torque corresponding to each air inflow, the combustion efficiency and the torque loss, and the target crankshaft torque corresponding to the engine is determined according to the multiple torques; the output torque of the engine is adjusted according to the target crankshaft torque, through the process, the crankshaft torque corresponding to each air inflow is calculated through the indication torque, the combustion efficiency and the torque loss corresponding to each air inflow in the multiple air inflow, the target crankshaft torque is determined from the multiple crankshaft torques, and in the calculation process, the target crankshaft torque is determined according to the target crankshaft torque. The operating parameters better conform to the actual situation, and the accuracy of the crankshaft torque can be improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control, and particularly relates to a vehicle control method, device, electronic device, and vehicle. Background Art

[0002] Hybrid vehicles are becoming increasingly popular among users due to their advantages such as energy conservation and low consumption. To improve the safety of the vehicle and extend the lifespan of the vehicle's engine and transmission mechanical components, it is of great significance to control the crankshaft torque of the engine.

[0003] The rationality of the engine's crankshaft torque directly reflects the performance of the entire vehicle. Usually, a pre-set boundary interval is used to limit the crankshaft torque, and the crankshaft torque takes values within the boundary interval. If the boundary interval is set too large, it may cause damage to the engine components due to excessive final crankshaft torque, or insufficient power due to too small crankshaft torque. That is to say, the current method for determining the crankshaft torque is relatively simple, resulting in poor accuracy of the engine's crankshaft torque. Summary of the Invention

[0004] Embodiments of this application provide a vehicle control method, device, electronic device, and vehicle, which can improve the accuracy of the crankshaft torque.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, and the method includes:

[0006] When receiving a torque request of the vehicle, obtain the indicated torque, combustion efficiency, and torque loss corresponding to each of multiple intake air volumes of the vehicle's engine at the current rotational speed. The multiple intake air volumes include: the actual intake air volume of the engine, the preset minimum intake air volume of the engine, and the preset maximum intake air volume of the engine, and the current rotational speed is the current rotational speed of the engine;

[0007] According to the indicated torque, the combustion efficiency, and the torque loss corresponding to each intake air volume, determine the crankshaft torque corresponding to each intake air volume. Wherein, if the intake air volume is the actual intake air volume, the crankshaft torque is the first crankshaft torque corresponding to the actual intake air volume; if the intake air volume is the minimum intake air volume, the crankshaft torque is the second crankshaft torque corresponding to the minimum intake air volume; if the intake air volume is the maximum intake air volume, the crankshaft torque is the third crankshaft torque corresponding to the maximum intake air volume;

[0008] According to the first crankshaft torque, the second crankshaft torque, and the third crankshaft torque, determine the target crankshaft torque corresponding to the engine;

[0009] Adjust the output torque of the engine according to the target crankshaft torque.

[0010] Second aspect, an embodiment of the present application provides a vehicle control device, the device includes:

[0011] An acquisition module, configured to, when receiving a torque request of a vehicle, acquire the indicated torque, combustion efficiency, and torque loss corresponding to each intake air volume among a plurality of intake air volumes of the engine of the vehicle at the current rotational speed, the plurality of intake air volumes including: the actual intake air volume of the engine, the preset minimum intake air volume of the engine, and the preset maximum intake air volume of the engine, and the current rotational speed being the current rotational speed of the engine;

[0012] A first determination module, configured to determine the crankshaft torque corresponding to each intake air volume according to the indicated torque, the combustion efficiency, and the torque loss corresponding to each intake air volume, wherein, if the intake air volume is the actual intake air volume, the crankshaft torque is the first crankshaft torque corresponding to the actual intake air volume, if the intake air volume is the minimum intake air volume, the crankshaft torque is the second crankshaft torque corresponding to the minimum intake air volume, and if the intake air volume is the maximum intake air volume, the crankshaft torque is the third crankshaft torque corresponding to the maximum intake air volume;

[0013] A second determination module, configured to determine the target crankshaft torque corresponding to the engine according to the first crankshaft torque, the second crankshaft torque, and the third crankshaft torque;

[0014] A control module, configured to adjust the output torque of the engine according to the target crankshaft torque.

[0015] Third aspect, an embodiment of the present application provides an electronic device, including: a processor and a memory storing computer program instructions;

[0016] When the processor executes the computer program instructions, the vehicle control method described in the first aspect is implemented.

[0017] Fourth aspect, an embodiment of the present application provides a vehicle, including the electronic device described in the third aspect.

[0018] Fifth aspect, an embodiment of the present application provides a computer-readable storage medium, on which computer program instructions are stored, and when the computer program instructions are executed by a processor, the vehicle control method described in the first aspect is implemented.

[0019] Sixth aspect, an embodiment of the present application provides a computer program product, and when the instructions in the computer program product are executed by a processor of an electronic device, the electronic device is enabled to execute the vehicle control method described in the first aspect.

[0020] A vehicle control method, device, electronic device and vehicle provided by an embodiment of the present application, when receiving a torque request of the vehicle, obtain the indicated torque, combustion efficiency and torque loss corresponding to each intake air volume of the vehicle engine at the current rotational speed, the multiple intake air volumes including: the actual intake air volume of the engine, the preset minimum intake air volume of the engine and the preset maximum intake air volume of the engine, the current rotational speed being the current rotational speed of the engine, calculate the crankshaft torque corresponding to each intake air volume according to the indicated torque, combustion efficiency and torque loss corresponding to each intake air volume, determine the target crankshaft torque corresponding to the engine according to the obtained first crankshaft torque, second crankshaft torque and third crankshaft torque, and further adjust the output torque of the engine according to the target crankshaft torque. Through the above process, the indicated torque, combustion efficiency and torque loss corresponding to each intake air volume among the multiple intake air volumes of the engine are used to calculate the crankshaft torque corresponding to each intake air volume, and the target crankshaft torque is determined from multiple crankshaft torques. During the calculation process, the operating parameters are more in line with the actual situation, which can improve the accuracy of the crankshaft torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required to be used in the embodiments of the present application. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings without creative efforts.

[0022] Figure 1 is a flowchart of the vehicle control method provided by an embodiment of the present application;

[0023] Figure 2 is a structural diagram of the vehicle control device provided by an embodiment of the present application;

[0024] Figure 3 is a structural diagram of the electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0025] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the objectives, technical solutions and advantages of the present application clearer and more understandable, the present application will be further described in detail below in combination with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without some of these specific details. The following description of the embodiments is only intended to provide a better understanding of the present application by showing examples of the present application.

[0026] It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising..." does not exclude the existence of additional identical elements in the process, method, article or device comprising the said element.

[0027] Among them, the vehicle can be a private car, such as a sedan, an SUV, an MPV or a pickup truck, etc. The vehicle can also be an operating vehicle, such as a minivan, a bus, a small truck or a large trailer, etc. The vehicle can be a fuel vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0028] To solve the problems of the prior art, the embodiments of the present application provide a vehicle control method, device, electronic device and vehicle. First, the vehicle control method provided by the embodiments of the present application will be introduced below.

[0029] Figure 1 The flowchart of the vehicle control method provided by an embodiment of the present application is shown. As Figure 1 shown, the vehicle control method provided by the embodiments of the present application is applied to an electronic device, such as a server, and includes the following steps 101-104, where:

[0030] Step 101, when receiving a torque request of the vehicle, obtain the indicated torque, combustion efficiency and torque loss corresponding to each intake air volume among multiple intake air volumes of the engine of the vehicle at the current rotational speed, where the multiple intake air volumes include: the actual intake air volume of the engine, the preset minimum intake air volume of the engine, and the preset maximum intake air volume of the engine, and the current rotational speed is the current rotational speed of the engine.

[0031] In this embodiment, during the operation of the vehicle, the driver triggers a torque request by stepping on the pedal. When receiving the torque request, obtain the indicated torque, combustion efficiency and torque loss corresponding to each intake air volume among multiple intake air volumes of the engine of the vehicle at the current rotational speed. The above-mentioned multiple intake air volumes include the actual intake air volume of the engine, the preset minimum intake air volume of the engine, and the preset maximum intake air volume of the engine, and the current rotational speed is the current rotational speed of the engine.

[0032] Step 102: Determine the crankshaft torque corresponding to each intake air volume according to the indicated torque, combustion efficiency, and torque loss corresponding to each intake air volume. Among them, if the intake air volume is the actual intake air volume, the crankshaft torque is the first crankshaft torque corresponding to the actual intake air volume; if the intake air volume is the minimum intake air volume, the crankshaft torque is the second crankshaft torque corresponding to the minimum intake air volume; if the intake air volume is the maximum intake air volume, the crankshaft torque is the third crankshaft torque corresponding to the maximum intake air volume.

[0033] In this embodiment, calculate the crankshaft torque corresponding to each intake air volume. Specifically, calculate the first crankshaft torque corresponding to the actual intake air volume according to the indicated torque, combustion efficiency, and torque loss corresponding to the actual intake air volume; calculate the second crankshaft torque corresponding to the minimum intake air volume according to the indicated torque, combustion efficiency, and torque loss corresponding to the minimum intake air volume; calculate the third crankshaft torque corresponding to the maximum intake air volume according to the indicated torque, combustion efficiency, and torque loss corresponding to the maximum intake air volume.

[0034] Step 103: Determine the target crankshaft torque corresponding to the engine according to the first crankshaft torque, the second crankshaft torque, and the third crankshaft torque.

[0035] In this embodiment, the first crankshaft torque is limited by the second crankshaft torque and the third crankshaft torque, that is, compare the magnitude relationship between the first crankshaft torque and the second crankshaft torque and the third crankshaft torque, and determine the target crankshaft torque corresponding to the engine according to the comparison result.

[0036] Among them, when the absolute value of the difference between the torque corresponding to the torque request and the first crankshaft torque is greater than a preset threshold and continuously exceeds the preset time threshold, a fault message is output.

[0037] Step 104: Adjust the output torque of the engine according to the target crankshaft torque.

[0038] In this embodiment, adjust the output torque of the engine to the target crankshaft torque, or, taking the target crankshaft torque as a reference, set an upper limit value or a lower limit value on the basis of the reference, and adjust the output torque of the engine to the upper limit value, or adjust it to the lower limit value to achieve fine-tuning, while allowing a certain error.

[0039] In this embodiment, when a torque request of a vehicle is received, the indicated torque, combustion efficiency, and torque loss corresponding to each intake air volume of the vehicle's engine are obtained. The multiple intake air volumes include: the actual intake air volume of the engine, the preset minimum intake air volume of the engine, and the preset maximum intake air volume of the engine. According to the indicated torque, combustion efficiency, and torque loss corresponding to each intake air volume, the crankshaft torque corresponding to each intake air volume is calculated. According to the obtained first crankshaft torque, second crankshaft torque, and third crankshaft torque, the target crankshaft torque corresponding to the engine is determined. Further, the output torque of the engine is adjusted according to the target crankshaft torque. Through the above process, by using the indicated torque, combustion efficiency, and torque loss corresponding to each intake air volume among the multiple intake air volumes of the engine, the crankshaft torque corresponding to each intake air volume is calculated, and the target crankshaft torque is determined from multiple crankshaft torques. During the calculation process, the operating parameters are more in line with the actual situation, which can improve the accuracy of the crankshaft torque and ensure the stable operation of the engine.

[0040] In an embodiment of the present application, step 102, the determining the crankshaft torque corresponding to each intake air volume according to the indicated torque, the combustion efficiency, and the torque loss corresponding to each intake air volume includes:

[0041] The following processing is performed on each intake air volume:

[0042] Taking the product of the indicated torque and the combustion efficiency as a first value;

[0043] Subtracting the torque loss from the first value to obtain the crankshaft torque corresponding to the intake air volume.

[0044] In this embodiment, for the actual intake air volume: taking the product of the indicated torque corresponding to the actual intake air volume and the combustion efficiency corresponding to the actual intake air volume as a first value, and subtracting the torque loss corresponding to the actual intake air volume from the first value to obtain the crankshaft torque corresponding to the actual intake air volume, that is, the above-mentioned first crankshaft torque. The first crankshaft torque is expressed as:

[0045] N1 = X1 × C1 - Y1 (1)

[0046] Wherein, N1 is the first crankshaft torque, X1 is the indicated torque corresponding to the actual intake air volume, C1 is the combustion efficiency corresponding to the actual intake air volume, and Y1 is the torque loss corresponding to the actual intake air volume.

[0047] For the minimum intake air volume: taking the product of the indicated torque corresponding to the minimum intake air volume and the combustion efficiency corresponding to the minimum intake air volume as a first value, and subtracting the torque loss corresponding to the minimum intake air volume from the first value to obtain the crankshaft torque corresponding to the minimum intake air volume, that is, the above-mentioned second crankshaft torque. The second crankshaft torque is expressed as:

[0048] N2 = X2 × C2 - Y2 (2)

[0049] Wherein, N2 is the second crankshaft torque, X2 is the indicated torque corresponding to the minimum intake air volume, C2 is the combustion efficiency corresponding to the minimum intake air volume, and Y2 is the torque loss corresponding to the minimum intake air volume.

[0050] For the maximum intake air volume: Multiply the indicated torque corresponding to the maximum intake air volume by the combustion efficiency corresponding to the maximum intake air volume as the first value, and subtract the torque loss corresponding to the maximum intake air volume from the first value to obtain the crankshaft torque corresponding to the maximum intake air volume, that is, the above-mentioned third crankshaft torque. The third crankshaft torque is expressed as:

[0051] N3 = X3 × C3 - Y3 (3)

[0052] Wherein, N3 is the third crankshaft torque, X3 is the indicated torque corresponding to the maximum intake air volume, C3 is the combustion efficiency corresponding to the maximum intake air volume, and Y3 is the torque loss corresponding to the maximum intake air volume.

[0053] Considering the actual intake air volume, the maximum intake air volume and the minimum intake air volume, calculating the crankshaft torque from the indicated torque, combustion efficiency and torque loss corresponding to the three intake air volumes can obtain a more accurate crankshaft torque and improve the calculation accuracy of the crankshaft torque.

[0054] In an embodiment of the present application, the third crankshaft torque is greater than the second crankshaft torque; Step 103, determining the target crankshaft torque corresponding to the engine according to the first crankshaft torque, the second crankshaft torque and the third crankshaft torque includes:

[0055] When the first crankshaft torque is greater than the second crankshaft torque and the first crankshaft torque is less than the third crankshaft torque, use the first crankshaft torque as the target crankshaft torque;

[0056] Or,

[0057] When the first crankshaft torque is less than the second crankshaft torque, use the second crankshaft torque as the target crankshaft torque;

[0058] Or,

[0059] When the first crankshaft torque is greater than the third crankshaft torque, use the third crankshaft torque as the target crankshaft torque.

[0060] In this embodiment, compare the relationship between the first crankshaft torque and the third crankshaft torque and the second crankshaft torque, wherein the third crankshaft torque is greater than the second crankshaft torque.

[0061] When the first crankshaft torque is greater than the second crankshaft torque and less than the third crankshaft torque, it indicates that the first crankshaft torque is between the lower limit value and the upper limit value of the crankshaft torque. The first crankshaft torque is taken as the target crankshaft torque, that is, the output torque of the engine is adjusted according to the first crankshaft torque.

[0062] Or, when the first crankshaft torque is less than the second crankshaft torque, it indicates that the first crankshaft torque is already less than the lower limit value of the crankshaft torque. The first crankshaft torque cannot be taken as the target crankshaft torque, and the second crankshaft torque is taken as the target crankshaft torque, that is, the output torque of the engine is adjusted according to the second crankshaft torque.

[0063] Or, when the first crankshaft torque is greater than the third crankshaft torque, it indicates that the first crankshaft torque is already greater than the upper limit value of the crankshaft torque. The first crankshaft torque cannot be taken as the target crankshaft torque, and the third crankshaft torque is taken as the target crankshaft torque, that is, the output torque of the engine is adjusted according to the third crankshaft torque.

[0064] Excessive torque requires the engine to consume more fuel to maintain operation, resulting in increased fuel consumption; too little torque may cause the driver to step on the accelerator deeply in order to achieve the required power output, which will also cause waste of fuel. By calculating the crankshaft torque corresponding to different intake air volumes in the above manner and using the calculated crankshaft torque to limit the crankshaft torque, while ensuring the normal operation of the vehicle, it can avoid damage to the engine components and the vehicle's mechanical transmission components caused by excessive crankshaft torque.

[0065] In an embodiment of the present application, the indicated torque corresponding to the actual intake air volume is obtained according to the following steps:

[0066] Obtain the first torque corresponding to the current engine speed and the actual intake air volume from the first correspondence relationship, where the first correspondence relationship includes multiple engine speeds, multiple engine intake air volumes, and the torque corresponding to each speed and each intake air volume;

[0067] Multiply the first torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the actual intake air volume;

[0068] And / or,

[0069] The indicated torque corresponding to the minimum intake air volume is obtained according to the following steps:

[0070] Obtain the second torque corresponding to the current engine speed and the minimum intake air volume from the second correspondence relationship, where the minimum intake air volume is the lower limit value of the intake air volume to ensure the normal operation of the engine, and the second correspondence relationship includes multiple engine speeds, multiple minimum intake air volumes, and the torque corresponding to each speed and each minimum intake air volume;

[0071] Multiply the second torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the minimum intake air volume;

[0072] and / or,

[0073] The indicated torque corresponding to the maximum intake air volume is obtained according to the following steps:

[0074] Obtain a third torque corresponding to the current speed and the maximum intake air volume of the engine from a third correspondence relationship. The maximum intake air volume is the upper limit value of the intake air volume ensuring the normal operation of the engine. The third correspondence relationship includes the speeds of multiple engines, multiple maximum intake air volumes, and the torques corresponding to each speed and each maximum intake air volume;

[0075] Multiply the third torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the maximum intake air volume.

[0076] In this embodiment, a first correspondence relationship is preset. The first correspondence relationship includes the speeds of multiple engines, the intake air volumes of multiple engines, and the torques corresponding to each speed and each intake air volume. Obtain the torque corresponding to the current speed and the actual intake air volume of the engine from the first correspondence relationship, that is, the first torque. Multiply the first torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the actual intake air volume.

[0077] and / or, preset a second correspondence relationship. The second correspondence relationship includes the speeds of multiple engines, multiple minimum intake air volumes, and the torques corresponding to each speed and each minimum intake air volume; Obtain the torque corresponding to the current speed and the minimum intake air volume of the engine from the second correspondence relationship, that is, the second torque. The preset minimum intake air volume is the lower limit value of the intake air volume ensuring the normal operation of the engine; Multiply the second torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the minimum intake air volume.

[0078] and / or, preset a third correspondence relationship. The third correspondence relationship includes the speeds of multiple engines, multiple maximum intake air volumes, and the torques corresponding to each speed and each maximum intake air volume; Obtain the torque corresponding to the current speed and the maximum intake air volume of the engine from the third correspondence relationship, that is, the third torque. The preset maximum intake air volume is the upper limit value of the intake air volume ensuring the normal operation of the engine; Multiply the third torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the maximum intake air volume.

[0079] Obtaining the indicated torque based on the speed and intake air volume of the engine is for accurately evaluating the engine performance and facilitating the optimization of the control strategy.

[0080] In an embodiment of the present application, the combustion efficiency corresponding to the actual intake air volume is obtained according to the following steps:

[0081] Obtain the first ignition efficiency, the first air-fuel ratio efficiency, and the first thermal efficiency corresponding to the actual intake air volume, where the first ignition efficiency is determined according to the time period corresponding to the actual intake air volume and the actual ignition delay angle, the first air-fuel ratio efficiency is determined according to the first air-fuel ratio corresponding to the actual intake air volume and the coolant temperature of the engine, and the first thermal efficiency is determined according to the first air-fuel ratio and the coolant temperature;

[0082] Multiply the first ignition efficiency, the first air-fuel ratio efficiency, and the first thermal efficiency to obtain the combustion efficiency corresponding to the actual intake air volume;

[0083] And / or,

[0084] The combustion efficiency corresponding to the minimum intake air volume is obtained according to the following steps:

[0085] Obtain the second ignition efficiency, the second air-fuel ratio efficiency, and the second thermal efficiency corresponding to the minimum intake air volume, where the second ignition efficiency is determined according to the time period corresponding to the minimum intake air volume and the minimum ignition delay angle, the second air-fuel ratio efficiency is determined according to the second air-fuel ratio corresponding to the minimum intake air volume and the coolant temperature of the engine, and the second thermal efficiency is determined according to the second air-fuel ratio and the coolant temperature;

[0086] Multiply the second ignition efficiency, the second air-fuel ratio efficiency, and the second thermal efficiency to obtain the combustion efficiency corresponding to the minimum intake air volume;

[0087] And / or,

[0088] The combustion efficiency corresponding to the maximum intake air volume is obtained according to the following steps:

[0089] Obtain the third ignition efficiency, the third air-fuel ratio efficiency, and the third thermal efficiency corresponding to the maximum intake air volume, where the third ignition efficiency is determined according to the time period corresponding to the maximum intake air volume and the maximum ignition delay angle, the third air-fuel ratio efficiency is determined according to the third air-fuel ratio corresponding to the maximum intake air volume and the coolant temperature of the engine, and the third thermal efficiency is determined according to the third air-fuel ratio and the coolant temperature;

[0090] Multiply the third ignition efficiency, the third air-fuel ratio efficiency, and the third thermal efficiency to obtain the combustion efficiency corresponding to the maximum intake air volume.

[0091] In this embodiment, the first ignition efficiency, the first air-fuel ratio efficiency, and the first thermal efficiency corresponding to the actual intake air volume are obtained. The first ignition efficiency, the first air-fuel ratio efficiency, and the first thermal efficiency are multiplied to obtain the combustion efficiency corresponding to the actual intake air volume. The combustion efficiency corresponding to the actual intake air volume is expressed as:

[0092] C1 = L1 × A1 × H1 (4)

[0093] where C1 is the combustion efficiency corresponding to the actual intake air volume, L1 is the first ignition efficiency, A1 is the first air-fuel ratio efficiency, and H1 is the first thermal efficiency.

[0094] As mentioned above, the first ignition efficiency is determined according to the time period corresponding to the actual intake air volume and the actual ignition delay angle. The first ignition efficiency is specifically determined by the following method:

[0095] In this embodiment, a first mapping relationship is preset. The first mapping relationship includes multiple actual intake air volumes, multiple engine speeds, and the time period corresponding to each actual intake air volume and each engine speed. The time period corresponding to the actual intake air volume and the current engine speed is obtained from the first mapping relationship. This time period is the time period corresponding to the actual intake air volume.

[0096] The minimum ignition advance angle (Minimum Advance for Best Torque, MBT) corresponding to the actual intake air volume is obtained, that is, the minimum ignition advance angle that allows the engine to output the peak torque under a specific working condition. Subtract the actual ignition angle from the MBT ignition angle to obtain the delay angle of the actual ignition angle corresponding to the actual intake air volume relative to the MBT ignition angle, which is called the first delay angle. Multiply the first delay angle by the time period under the rated working condition to obtain a second value. Divide the second value by the time period corresponding to the actual intake air volume to obtain the ignition delay angle corrected by the time period, that is, the actual ignition delay angle.

[0097] The ignition efficiency corresponding to the actual ignition delay angle is obtained from the second mapping relationship. The second mapping relationship includes multiple actual ignition delay angles and multiple ignition efficiencies, and multiple actual ignition delay angles and multiple ignition efficiencies are in one-to-one correspondence. Compare the ignition efficiency corresponding to the actual ignition delay angle with the minimum ignition efficiency calibration value, and select the larger value as the first ignition efficiency.

[0098] As mentioned above, the first air-fuel ratio efficiency is determined according to the first air-fuel ratio corresponding to the actual intake air volume and the coolant temperature of the engine. The first air-fuel ratio efficiency is specifically determined by the following method:

[0099] In this embodiment, the first air-fuel ratio is a preset ratio representing the ratio of the actual air-fuel ratio of the engine to the theoretical air-fuel ratio; the air-fuel ratio efficiency corresponding to the first air-fuel ratio and the coolant temperature of the engine is obtained from the third mapping relationship, and this air-fuel ratio efficiency is the first air-fuel ratio efficiency, where the third mapping relationship includes multiple first air-fuel ratios, multiple coolant temperatures, and the air-fuel ratio efficiency corresponding to each air-fuel ratio and each coolant temperature.

[0100] The above-mentioned first thermal efficiency is determined according to the first air-fuel ratio and the coolant temperature, and the first thermal efficiency is specifically determined by the following method:

[0101] In this embodiment, the thermal efficiency corresponding to the first air-fuel ratio and the coolant temperature of the engine is obtained from the fourth mapping relationship, and this thermal efficiency is the first thermal efficiency, where the fourth mapping relationship includes multiple first air-fuel ratios, multiple coolant temperatures, and the thermal efficiency corresponding to each air-fuel ratio and each coolant temperature.

[0102] And / or, the combustion efficiency corresponding to the minimum intake air volume is obtained according to the following steps:

[0103] Obtain the second ignition efficiency, the second air-fuel ratio efficiency, and the second thermal efficiency corresponding to the minimum intake air volume, and multiply the second ignition efficiency, the second air-fuel ratio efficiency, and the second thermal efficiency to obtain the combustion efficiency corresponding to the minimum intake air volume. The combustion efficiency corresponding to the minimum intake air volume is expressed as:

[0104] C2 = L2 × A2 × H2 (5)

[0105] Wherein, C2 is the combustion efficiency corresponding to the minimum intake air volume, L2 is the second ignition efficiency, A2 is the second air-fuel ratio efficiency, and H2 is the second thermal efficiency.

[0106] The above-mentioned second ignition efficiency is determined according to the time period corresponding to the minimum intake air volume and the actual ignition delay angle, and the second ignition efficiency is specifically determined by the following method:

[0107] In this embodiment, a fifth mapping relationship is preset. The fifth mapping relationship includes multiple minimum intake air volumes, multiple engine speeds, the time period corresponding to each minimum intake air volume and each speed. The time period corresponding to the minimum intake air volume and the current engine speed is obtained from the fifth mapping relationship, and this time period is the time period corresponding to the minimum intake air volume.

[0108] Obtain the minimum ignition advance angle corresponding to the minimum intake air volume, subtract the minimum ignition angle from the minimum ignition advance angle to obtain the delay angle of the minimum ignition angle corresponding to the minimum intake air volume relative to the minimum ignition advance angle, which is called the second delay angle. Multiply the second delay angle by the time period under the rated operating condition to obtain a third value, and divide the third value by the time period corresponding to the minimum intake air volume to obtain the ignition delay angle corrected by the time period, that is, the minimum ignition delay angle; obtain the ignition efficiency corresponding to the minimum ignition delay angle from the sixth mapping relationship. The sixth mapping relationship includes multiple minimum ignition delay angles and multiple ignition efficiencies, and the multiple minimum ignition delay angles and the multiple ignition efficiencies are in one-to-one correspondence. Compare the ignition efficiency corresponding to the minimum ignition delay angle with the minimum ignition efficiency calibration value, and select the larger value as the second ignition efficiency.

[0109] As described above, the second air-fuel ratio efficiency is determined according to the second air-fuel ratio corresponding to the minimum intake air volume and the coolant temperature of the engine. The second air-fuel ratio efficiency is specifically determined by the following method:

[0110] In this embodiment, the above-mentioned second air-fuel ratio is a preset ratio used to represent the ratio of the actual air-fuel ratio of the engine to the theoretical air-fuel ratio; obtain the air-fuel ratio efficiency corresponding to the second air-fuel ratio and the coolant temperature of the engine from the seventh mapping relationship. This air-fuel ratio efficiency is the second air-fuel ratio efficiency. The seventh mapping relationship includes multiple second air-fuel ratios, multiple coolant temperatures, and the air-fuel ratio efficiency corresponding to each air-fuel ratio and each coolant temperature.

[0111] As described above, the second thermal efficiency is determined according to the second air-fuel ratio and the coolant temperature. The second thermal efficiency is specifically determined by the following method:

[0112] In this embodiment, obtain the thermal efficiency corresponding to the second air-fuel ratio and the coolant temperature of the engine from the eighth mapping relationship. This thermal efficiency is the second thermal efficiency. Among them, the eighth mapping relationship includes multiple second air-fuel ratios, multiple coolant temperatures, and the thermal efficiency corresponding to each air-fuel ratio and each coolant temperature.

[0113] And / or, the combustion efficiency corresponding to the maximum intake air volume is obtained according to the following steps:

[0114] Obtain the third ignition efficiency, the third air-fuel ratio efficiency, and the third thermal efficiency corresponding to the maximum intake air volume, multiply the third ignition efficiency, the third air-fuel ratio efficiency, and the third thermal efficiency, and obtain the combustion efficiency corresponding to the maximum intake air volume. The combustion efficiency corresponding to the maximum intake air volume is expressed as:

[0115] C3 = L3 × A3 × H3 (6)

[0116] Wherein, C3 is the combustion efficiency corresponding to the maximum intake air volume, L3 is the third ignition efficiency, A3 is the third air-fuel ratio efficiency, and H3 is the third thermal efficiency.

[0117] As described above, the third ignition efficiency is determined according to the time period corresponding to the maximum intake air volume and the actual ignition delay angle. Specifically, the third ignition efficiency is determined by the following method:

[0118] In this embodiment, a ninth mapping relationship is preset. The ninth mapping relationship includes multiple maximum intake air volumes, multiple engine speeds, and the time period corresponding to each maximum intake air volume and each speed. The time period corresponding to the maximum intake air volume and the current engine speed is obtained from the ninth mapping relationship, and this time period is the time period corresponding to the maximum intake air volume.

[0119] Obtain the minimum ignition advance angle corresponding to the maximum intake air volume. Subtract the optimal ignition angle from this minimum ignition advance angle to obtain the delay angle of the actual ignition angle corresponding to the maximum intake air volume relative to the minimum ignition angle, which is called the third delay angle. Multiply the third delay angle by the time period under the rated condition to obtain a fourth value. Divide the fourth value by the time period corresponding to the maximum intake air volume to obtain the ignition delay angle corrected by the time period, that is, the maximum ignition delay angle. Obtain the ignition efficiency corresponding to the maximum ignition delay angle from the tenth mapping relationship. The tenth mapping relationship includes multiple maximum ignition delay angles and multiple ignition efficiencies, and multiple maximum ignition delay angles and multiple ignition efficiencies correspond one by one. Compare the ignition efficiency corresponding to the maximum ignition delay angle with the minimum ignition efficiency calibration value, and select the larger value as the third ignition efficiency.

[0120] As described above, the third air-fuel ratio efficiency is determined according to the third air-fuel ratio corresponding to the maximum intake air volume and the coolant temperature of the engine. Specifically, the third air-fuel ratio efficiency is determined by the following method:

[0121] In this embodiment, the above-mentioned third air-fuel ratio is a preset ratio used to represent the ratio of the actual air-fuel ratio of the engine to the theoretical air-fuel ratio. The air-fuel ratio efficiency corresponding to the third air-fuel ratio and the coolant temperature of the engine is obtained from the eleventh mapping relationship, and this air-fuel ratio efficiency is the third air-fuel ratio efficiency. Among them, the eleventh mapping relationship includes multiple third air-fuel ratios, multiple coolant temperatures, and the air-fuel ratio efficiency corresponding to each air-fuel ratio and each coolant temperature.

[0122] As described above, the third thermal efficiency is determined according to the third air-fuel ratio and the coolant temperature. Specifically, the third thermal efficiency is determined by the following method:

[0123] In this embodiment, the thermal efficiency corresponding to the third air-fuel ratio and the coolant temperature of the engine is obtained from the twelfth mapping relationship, and this thermal efficiency is the third thermal efficiency. Among them, the twelfth mapping relationship includes multiple third air-fuel ratios, multiple coolant temperatures, and the thermal efficiency corresponding to each air-fuel ratio and each coolant temperature.

[0124] The ignition efficiency reflects the working efficiency of the ignition system, the air-fuel ratio efficiency embodies the rationality of the air-fuel ratio, and the thermal efficiency demonstrates the degree of energy conversion. When calculating the combustion efficiency, the efficiencies in three dimensions, namely the ignition efficiency, the air-fuel ratio efficiency, and the thermal efficiency, are considered, making the evaluation of the combustion efficiency more accurate and objective.

[0125] In an embodiment of the present application, the torque loss corresponding to the actual intake air quantity is obtained according to the following steps:

[0126] Obtain the first pumping loss and the first friction loss of the engine corresponding to the actual intake air quantity, wherein the first pumping loss is determined according to the exhaust manifold pressure, the intake manifold pressure, and the actual intake air quantity of the engine, and the first friction loss is the friction loss corresponding to the actual intake air quantity of the engine under non-starting conditions;

[0127] Add the second friction loss of the engine under starting conditions, the first pumping loss, and the first friction loss to obtain the torque loss corresponding to the actual intake air quantity;

[0128] and / or,

[0129] The torque loss corresponding to the minimum intake air quantity is obtained according to the following steps:

[0130] Obtain the second pumping loss and the third friction loss of the engine corresponding to the minimum intake air quantity, wherein the second pumping loss is determined according to the ambient pressure, the minimum intake manifold pressure of the engine, and the minimum intake air quantity, and the third friction loss is the friction loss corresponding to the minimum intake air quantity of the engine under non-starting conditions;

[0131] Add the second friction loss of the engine under starting conditions, the second pumping loss, and the third friction loss to obtain the torque loss corresponding to the minimum intake air quantity;

[0132] and / or,

[0133] The torque loss corresponding to the maximum intake air quantity is obtained according to the following steps:

[0134] Obtain the third pumping loss and the fourth friction loss of the engine corresponding to the maximum intake air quantity, wherein the third pumping loss is determined according to the exhaust manifold pressure, the maximum intake manifold pressure, and the maximum intake air quantity of the engine, and the fourth friction loss is the friction loss corresponding to the maximum intake air quantity of the engine under non-starting conditions;

[0135] Add the second friction loss of the engine under starting conditions, the third pumping loss, and the fourth friction loss to obtain the torque loss corresponding to the maximum intake air quantity.

[0136] In this embodiment, the first pumping loss and the first friction loss of the engine corresponding to the actual intake air amount are obtained, and the second friction loss, the first pumping loss and the first friction loss of the engine under the starting condition are added together to obtain the torque loss corresponding to the actual intake air amount.

[0137] As described above, the first pumping loss is determined according to the exhaust manifold pressure, the intake manifold pressure and the actual intake air amount of the engine. The first pumping loss is specifically determined by the following method:

[0138] In this embodiment, the difference between the exhaust manifold pressure and the intake manifold pressure of the engine is calculated to obtain a first difference, and the pumping loss corresponding to the first difference and the actual intake air amount is obtained from the thirteenth mapping relationship. This pumping loss is the first pumping loss. The thirteenth mapping relationship includes multiple differences, multiple actual intake air amounts, and the pumping loss corresponding to each difference and each actual intake air amount. Among them, the actual intake air amount is the actual intake air amount including the carbon canister, and the above intake manifold pressure is the filtered intake manifold pressure. As described above, the first friction loss is the friction loss corresponding to the actual intake air amount of the engine under the non-starting condition.

[0139] And / or, for the minimum intake air amount: the second pumping loss and the third friction loss of the engine corresponding to the minimum intake air amount are obtained, and the second friction loss, the second pumping loss and the third friction loss of the engine under the starting condition are added together to obtain the torque loss corresponding to the minimum intake air amount.

[0140] As described above, the second pumping loss is determined according to the exhaust manifold pressure, the intake manifold pressure and the minimum intake air amount of the engine. The second pumping loss is specifically determined by the following method:

[0141] In this embodiment, the difference between the ambient pressure and the minimum intake manifold pressure of the engine is calculated to obtain a second difference, and the pumping loss corresponding to the second difference and the minimum intake air amount is obtained from the fourteenth mapping relationship. This pumping loss is the second pumping loss. The fourteenth mapping relationship includes multiple differences, multiple minimum intake air amounts, and the pumping loss corresponding to each difference and each minimum intake air amount. As described above, the third friction loss is the friction loss corresponding to the minimum intake air amount of the engine under the non-starting condition.

[0142] And / or, for the maximum intake air amount: the third pumping loss and the fourth friction loss of the engine corresponding to the maximum intake air amount are obtained, and the second friction loss, the third pumping loss and the fourth friction loss of the engine under the starting condition are added together to obtain the torque loss corresponding to the maximum intake air amount.

[0143] As described above, the third pumping loss is determined according to the exhaust manifold pressure, the maximum intake manifold pressure and the maximum intake air amount of the engine. The third pumping loss is specifically determined by the following method:

[0144] In this embodiment, the difference between the exhaust manifold pressure and the maximum intake manifold pressure of the engine is calculated to obtain a third difference, and the pumping loss corresponding to the third difference and the maximum intake air volume is obtained from the fifteenth mapping relationship. This pumping loss is the third pumping loss. The fifteenth mapping relationship includes multiple differences, multiple maximum intake air volumes, and the pumping loss corresponding to each difference and each maximum intake air volume. As mentioned above, the fourth friction loss is the friction loss corresponding to the maximum intake air volume of the engine under non-starting conditions. Among them, the pumping loss refers to the loss of work caused by the piston of the engine during the pumping process compared with the theoretical cycle. If the intake pressure is higher than the exhaust back pressure, the pumping loss is positive work and the torque loss is negative.

[0145] Through the above steps, the pumping loss and the friction loss are considered when calculating the torque loss, and a more accurate torque loss can be obtained.

[0146] In an embodiment of the present application, the first friction loss is obtained according to the following steps:

[0147] Obtain the first initial friction loss corresponding to the current speed of the engine and the pre-obtained indicated torque from the fourth correspondence relationship. The fourth correspondence relationship includes multiple indicated torques, multiple speeds of the engine, and the initial friction loss corresponding to each indicated torque and each speed;

[0148] Add the friction loss compensation of the engine during the warm-up stage to the first initial friction loss to obtain the first friction loss;

[0149] And / or

[0150] The second friction loss is obtained according to the following steps:

[0151] Obtain the base value of the friction loss under the starting condition corresponding to the coolant temperature of the engine after heating compensation and the first duration from the fifth correspondence relationship. The first duration is the smaller value between the duration from the end moment of the current starting mode of the engine to the moment when the torque request is obtained and a preset duration. The fifth correspondence relationship includes multiple preset coolant temperatures, multiple preset first durations, and the base value corresponding to each coolant temperature and each first duration;

[0152] Obtain the friction loss coefficient corresponding to the second duration and the third duration from the sixth correspondence relationship. The second duration is the duration between the end moment of the previous starting mode of the engine and the start moment of the current starting mode, and the third duration is the duration between the previous shutdown moment of the engine and the current operation moment. The sixth correspondence relationship includes multiple preset second durations, multiple preset third durations, and the friction loss coefficient corresponding to each second duration and third duration;

[0153] Multiply the base value of the frictional loss by the obtained frictional loss coefficient to obtain the second frictional loss;

[0154] and / or,

[0155] The third frictional loss is obtained according to the following steps:

[0156] Obtain a second initial frictional loss corresponding to the current engine speed and the minimum indicated torque from the seventh correspondence relationship, where the minimum indicated torque is the minimum value of the indicated torque corresponding to the engine at the current speed, and the seventh correspondence relationship includes multiple minimum indicated torques, multiple engine speeds, and the initial frictional loss corresponding to each minimum indicated torque and each speed;

[0157] Add the frictional loss compensation during the engine warm-up phase to the second initial frictional loss to obtain the third frictional loss;

[0158] and / or,

[0159] The fourth frictional loss is obtained according to the following steps:

[0160] Obtain a third initial frictional loss corresponding to the current engine speed and the maximum indicated torque from the eighth correspondence relationship, where the maximum indicated torque is the maximum value of the indicated torque corresponding to the engine at the current speed, and the eighth correspondence relationship includes multiple maximum indicated torques, multiple engine speeds, and the initial frictional loss corresponding to each maximum indicated torque and each speed;

[0161] Add the frictional loss compensation during the engine warm-up phase to the third initial frictional loss to obtain the fourth frictional loss.

[0162] In the above steps, the specific determination method of the first frictional loss is as follows: A fourth correspondence relationship is preset, which includes multiple indicated torques, multiple engine speeds, and the initial frictional loss corresponding to each indicated torque and each speed. Obtain the initial frictional loss corresponding to the current engine speed and the pre-obtained indicated torque from the fourth correspondence relationship, that is, the first initial frictional loss, where the pre-obtained indicated torque is the indicated torque without torque reserve and knock control, which is set in the configuration file, and the first initial frictional loss is the frictional loss in the fully warmed-up state.

[0163] Further, add the frictional loss compensation during the engine warm-up phase to the above first initial frictional loss to obtain the first frictional loss. The first frictional loss corresponds to the actual intake air volume, and the first frictional loss is the frictional loss corresponding to the actual intake air volume of the engine under non-starting conditions.

[0164] And / or, the specific determination method of the second friction loss is as follows: preset a fifth correspondence and a sixth correspondence. The fifth correspondence includes a plurality of preset coolant temperatures, a plurality of preset first durations, and a base value corresponding to each coolant temperature and each first duration; the sixth correspondence includes a plurality of preset second durations, a plurality of preset third durations, and a friction loss coefficient corresponding to each second duration and third duration.

[0165] Obtain the base value of the friction loss under the starting condition corresponding to the coolant temperature and the first duration after the engine is heated and compensated from the fifth correspondence.

[0166] The above preset duration is set according to the actual situation, such as 1000 s. If the duration between the end moment of the current engine starting mode and the moment of obtaining the torque request is greater than the preset duration, then use the preset duration as the first duration; if the duration between the end moment of the current engine starting mode and the moment of obtaining the torque request is less than the preset duration, then use the duration between the end moment of the current engine starting mode and the moment of obtaining the torque request as the first duration, and select the smaller one of the two as the first duration.

[0167] Obtain the friction loss coefficient corresponding to the second duration and the third duration from the sixth correspondence, where the second duration is the duration between the end moment of the previous engine starting mode and the start moment of the current starting mode, and the third duration is the duration between the previous shutdown moment of the engine and the current operation moment.

[0168] Multiply the base value of the friction loss by the obtained friction loss coefficient to obtain the second friction loss. The second friction loss is the friction loss of the engine under the starting condition, and this friction loss is used in calculating the torque loss corresponding to the actual intake air volume, the torque loss corresponding to the minimum intake air volume, and the torque loss corresponding to the maximum intake air volume. Considering that when the engine starts, the oil temperature is relatively low, the greater the viscosity coefficient of the lubricating oil, the greater the friction loss compared to the fully warmed-up state, so friction loss compensation needs to be added during the preheating stage. As the oil and coolant temperatures increase and the engine is fully warmed up, the compensation should be reduced to 0.

[0169] And / or, the specific determination method of the third friction loss is as follows: preset a seventh correspondence, which includes a plurality of minimum indicated torques, a plurality of engine speeds, and an initial friction loss corresponding to each minimum indicated torque and each speed. Obtain the second initial friction loss corresponding to the current engine speed and the minimum indicated torque from the seventh correspondence. The second initial friction loss is the friction loss in the fully warmed-up state.

[0170] Further, add the friction loss compensation during the engine preheating stage to the second initial friction loss to obtain a third friction loss. The third friction loss corresponds to the minimum intake air volume, and the third friction loss is the friction loss corresponding to the minimum intake air volume under non-starting conditions of the engine.

[0171] And / or, the specific determination method of the fourth friction loss is as follows: Preset an eighth corresponding relationship, which includes multiple maximum indicated torques, the rotational speeds of multiple engines, and the initial friction losses respectively corresponding to each maximum indicated torque and each rotational speed. Obtain a third initial friction loss corresponding to the current rotational speed and maximum indicated torque of the engine from the eighth corresponding relationship. The third initial friction loss is the friction loss in the fully warmed-up state.

[0172] Further, add the friction loss compensation during the engine preheating stage to the third initial friction loss to obtain the fourth friction loss. The fourth friction loss corresponds to the maximum intake air volume, and the fourth friction loss is the friction loss corresponding to the maximum intake air volume under non-starting conditions of the engine.

[0173] Friction loss accounts for a large part of the total mechanical loss of the engine. Under full load conditions, it accounts for about 10% of it. Among them, the friction loss between the piston and the piston ring accounts for the main part of the entire friction loss, which is caused by its large sliding area, high relative speed, and insufficient lubrication.

[0174] When calculating the torque loss, it is necessary to consider the friction loss under non-starting conditions and starting conditions, and the obtained torque loss is more accurate.

[0175] The method provided in this embodiment obtains the crankshaft torque by subtracting the torque loss from the product of the indicated torque, ignition angle efficiency, and air-fuel ratio efficiency. The torque loss includes two parts: friction loss and pumping loss. The indicated torque is obtained from the current rotational speed and intake air volume of the engine. The air-fuel ratio efficiency is determined according to the current air-fuel ratio. Through the above steps, the crankshaft torque of the engine is obtained, improving the safety and reliability of the vehicle.

[0176] Optionally, the crankshaft torque corresponding to the actual intake air volume can also be calculated in the following way:

[0177] Look up the torque by using the current rotational speed and actual intake air volume of the engine, and multiply the torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the actual intake air volume, that is, the indicated torque of the entire engine under the conditions of the current rotational speed and actual load intake air volume can be obtained. The indicated torque refers to the torque generated by the engine when the ignition angle is equal to the MBT ignition angle, the air-fuel ratio is 1, and the fuel is completely burned and all converted into useful work.

[0178] Furthermore, multiply the indicated torque corresponding to the actual intake air volume by the combustion efficiency under the condition of the maximum ignition advance angle at the actual load to obtain the base indicated torque under the actual load. Subtract the torque loss corresponding to the actual intake air volume from the base indicated torque under the actual load to obtain the limit of the maximum torque of the crankshaft under the actual load.

[0179] Multiply the indicated torque corresponding to the actual intake air volume by the combustion efficiency at the optimal ignition angle under the actual load, and then subtract the torque loss corresponding to the actual intake air volume to obtain the maximum crankshaft torque that can be immediately achieved under the actual load.

[0180] Subtract the fuel cut-off rate from the fixed value 1 to obtain the ratio of the normal operation of the current engine cylinders. Multiply it by the combustion efficiency corresponding to the actual intake air volume and the indicated torque corresponding to the actual intake air volume to obtain the actual indicated torque under the actual load condition.

[0181] Subtract the torque loss corresponding to the actual intake air volume from the actual indicated torque under the actual load condition to obtain the crankshaft torque that can be immediately achieved under the actual load condition.

[0182] Multiply the indicated torque corresponding to the actual intake air volume by the combustion efficiency under the maximum point delay limit of the actual load, and then subtract the torque loss corresponding to the actual intake air volume to obtain the minimum crankshaft torque limit that can be immediately achieved under the actual load. Adopt the minimum limit of the crankshaft torque to limit the actual crankshaft torque, and take the larger value of the two as the crankshaft torque corresponding to the actual intake air volume.

[0183] Optionally, the crankshaft torque corresponding to the minimum intake air volume can also be calculated as follows: when the value of the flag bit allowing engine fuel cut-off after a unit delay is 1, that is, there is still fuel cut-off, subtract the torque loss corresponding to the minimum intake air volume from the minimum indicated torque corresponding to the current engine speed, and take the obtained difference as the second crankshaft torque; when the value of the flag bit allowing engine fuel cut-off after a unit delay is 0, that is, there is no fuel cut-off, subtract the torque loss corresponding to the minimum intake air volume from the minimum indicated torque corresponding to the current engine speed, compare the obtained difference with the minimum crankshaft torque limit that can be immediately achieved under the actual load, and take the smaller value of the two as the crankshaft torque corresponding to the minimum intake air volume. Among them, the minimum crankshaft torque limit that can be immediately achieved under the actual load is calculated as follows: multiply the indicated torque corresponding to the minimum intake air volume by the combustion efficiency under the maximum point delay limit of the actual load to obtain a first result, and subtract the torque loss corresponding to the actual intake air volume from the first result to obtain the minimum crankshaft torque limit that can be immediately achieved under the actual load.

[0184] Optionally, the crankshaft torque corresponding to the maximum intake air volume can also be calculated in the following way: First, use the difference between the maximum load under engine protection and the actual intake air volume to look up the weight coefficient in a table, and substitute the weight coefficient into Equation (7) to obtain the combustion efficiency corresponding to the maximum intake air volume, that is, the combustion efficiency weighted under the maximum load, specifically as follows:

[0185] Output1 = Input2+(Input1 - Input2)×Input3 (7)

[0186] Where Output1 is the combustion efficiency corresponding to the maximum intake air volume, Input1 is the maximum combustion efficiency without reaching the steady-state condition under the actual load, Input2 is the combustion efficiency under the maximum load, that is, the maximum combustion efficiency at the current engine speed, and Input3 is the weight coefficient.

[0187] Substitute the weight coefficient into Equation (8) to obtain the torque loss corresponding to the maximum intake air volume, including friction loss and pumping loss, specifically as follows:

[0188] Output2 = Input4+(Input5 - Input6)×Input3 (8)

[0189] Where Output2 is the torque loss corresponding to the maximum intake air volume, Output4 is the friction loss and pumping loss under the maximum load, Output5 is the friction loss and pumping loss under the actual load, and Input3 is the weight coefficient.

[0190] Look up the torque in a table using the maximum load under engine protection and the current engine speed, multiply the torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the maximum intake air volume, and multiply the indicated torque by the combustion efficiency corresponding to the maximum intake air volume to obtain the basic value of the indicated torque under the maximum load.

[0191] Use the basic value of the indicated torque under the maximum load minus the torque loss corresponding to the maximum intake air volume to obtain the basic value of the crankshaft torque under the maximum load, calculate the difference between the basic value of the crankshaft torque and the maximum crankshaft torque under steady-state conditions to obtain the possible overlimit value of the crankshaft torque, compare the overlimit value with 0, and take the larger value of the two to obtain the value by which the crankshaft torque needs to be reduced.

[0192] Subtract the value by which the crankshaft torque needs to be reduced from the basic value of the crankshaft torque under the maximum load to obtain the final crankshaft torque under the maximum load, that is, the crankshaft torque corresponding to the maximum intake air volume.

[0193] Figure 2 Shows the structural diagram of the vehicle control device provided by the embodiment of the present application. As Figure 2 shown, the vehicle control device 200 includes:

[0194] An acquisition module 201, configured to acquire, when receiving a torque request of a vehicle, the indicated torque, combustion efficiency, and torque loss corresponding to each of a plurality of intake air amounts of the engine of the vehicle at the current rotational speed, where the plurality of intake air amounts include: the actual intake air amount of the engine, the preset minimum intake air amount of the engine, and the preset maximum intake air amount of the engine, and the current rotational speed is the current rotational speed of the engine;

[0195] A first determination module 202, configured to determine the crankshaft torque corresponding to each of the intake air amounts according to the indicated torque, the combustion efficiency, and the torque loss corresponding to each of the intake air amounts, where if the intake air amount is the actual intake air amount, the crankshaft torque is the first crankshaft torque corresponding to the actual intake air amount, if the intake air amount is the minimum intake air amount, the crankshaft torque is the second crankshaft torque corresponding to the minimum intake air amount, and if the intake air amount is the maximum intake air amount, the crankshaft torque is the third crankshaft torque corresponding to the maximum intake air amount;

[0196] A second determination module 203, configured to determine the target crankshaft torque corresponding to the engine according to the first crankshaft torque, the second crankshaft torque, and the third crankshaft torque;

[0197] A control module 204, configured to adjust the output torque of the engine according to the target crankshaft torque.

[0198] In an embodiment of the present application, the first determination module 202 is specifically configured to perform the following processing on each of the intake air amounts: taking the product of the indicated torque and the combustion efficiency as a first value; subtracting the torque loss from the first value to obtain the crankshaft torque corresponding to the intake air amount.

[0199] In an embodiment of the present application, the second determination module 203 is configured to use the first crankshaft torque as the target crankshaft torque when the first crankshaft torque is greater than the second crankshaft torque and the first crankshaft torque is less than the third crankshaft torque; or use the second crankshaft torque as the target crankshaft torque when the first crankshaft torque is less than the second crankshaft torque; or use the third crankshaft torque as the target crankshaft torque when the first crankshaft torque is greater than the third crankshaft torque.

[0200] In an embodiment of the present application, the first determination module 202 further includes a first calculation sub-module;

[0201] The first calculation sub-module is configured to obtain, from the first correspondence relationship, a first torque corresponding to the current rotational speed of the engine and the actual intake air volume, where the first correspondence relationship includes rotational speeds of multiple engines, intake air volumes of multiple engines, and torques corresponding to each rotational speed and each intake air volume; multiply the first torque by the number of cylinders of the engine to obtain an indicated torque corresponding to the actual intake air volume;

[0202] And / or, obtain, from a second correspondence relationship, a second torque corresponding to the current rotational speed of the engine and the minimum intake air volume, where the minimum intake air volume is the lower limit value of the intake air volume ensuring normal operation of the engine, and the second correspondence relationship includes rotational speeds of multiple engines, multiple minimum intake air volumes, and torques corresponding to each rotational speed and each minimum intake air volume; multiply the second torque by the number of cylinders of the engine to obtain an indicated torque corresponding to the minimum intake air volume;

[0203] And / or, obtain, from a third correspondence relationship, a third torque corresponding to the current rotational speed of the engine and the maximum intake air volume, where the maximum intake air volume is the upper limit value of the intake air volume ensuring normal operation of the engine, and the third correspondence relationship includes rotational speeds of multiple engines, multiple maximum intake air volumes, and torques corresponding to each rotational speed and each maximum intake air volume; multiply the third torque by the number of cylinders of the engine to obtain an indicated torque corresponding to the maximum intake air volume.

[0204] In an embodiment of the present application, the first determination module 202 further includes a second calculation sub-module;

[0205] The second calculation sub-module is configured to obtain a first ignition efficiency, a first air-fuel ratio efficiency, and a first thermal efficiency corresponding to the actual intake air volume, where the first ignition efficiency is determined according to a time period corresponding to the actual intake air volume and an actual ignition delay angle, the first air-fuel ratio efficiency is determined according to a first air-fuel ratio corresponding to the actual intake air volume and the coolant temperature of the engine, and the first thermal efficiency is determined according to the first air-fuel ratio and the coolant temperature; multiply the first ignition efficiency, the first air-fuel ratio efficiency, and the first thermal efficiency to obtain a combustion efficiency corresponding to the actual intake air volume;

[0206] And / or, obtain a second ignition efficiency, a second air-fuel ratio efficiency, and a second thermal efficiency corresponding to the minimum intake air volume, where the second ignition efficiency is determined according to a time period corresponding to the minimum intake air volume and a minimum ignition delay angle, the second air-fuel ratio efficiency is determined according to a second air-fuel ratio corresponding to the minimum intake air volume and the coolant temperature of the engine, and the second thermal efficiency is determined according to the second air-fuel ratio and the coolant temperature; multiply the second ignition efficiency, the second air-fuel ratio efficiency, and the second thermal efficiency to obtain a combustion efficiency corresponding to the minimum intake air volume;

[0207] And / or, obtain a third ignition efficiency, a third air-fuel ratio efficiency, and a third thermal efficiency corresponding to the maximum intake air volume, wherein the third ignition efficiency is determined according to a time period corresponding to the maximum intake air volume and a maximum ignition delay angle, the third air-fuel ratio efficiency is determined according to a third air-fuel ratio corresponding to the maximum intake air volume and the coolant temperature of the engine, and the third thermal efficiency is determined according to the third air-fuel ratio and the coolant temperature; multiply the third ignition efficiency, the third air-fuel ratio efficiency, and the third thermal efficiency to obtain a combustion efficiency corresponding to the maximum intake air volume.

[0208] In an embodiment of the present application, the first determination module further includes a third calculation sub-module;

[0209] The third calculation sub-module is configured to obtain a first pumping loss and a first friction loss of the engine corresponding to the actual intake air volume, wherein the first pumping loss is determined according to the exhaust manifold pressure, the intake manifold pressure, and the actual intake air volume of the engine, and the first friction loss is the friction loss corresponding to the actual intake air volume of the engine under a non-starting condition; add the second friction loss of the engine under a starting condition, the first pumping loss, and the first friction loss to obtain a torque loss corresponding to the actual intake air volume;

[0210] And / or, obtain a second pumping loss and a third friction loss of the engine corresponding to the minimum intake air volume, wherein the second pumping loss is determined according to the ambient pressure, the minimum intake manifold pressure of the engine, and the minimum intake air volume, and the third friction loss is the friction loss corresponding to the minimum intake air volume of the engine under a non-starting condition; add the second friction loss of the engine under a starting condition, the second pumping loss, and the third friction loss to obtain a torque loss corresponding to the minimum intake air volume;

[0211] And / or, obtain a third pumping loss and a fourth friction loss of the engine corresponding to the maximum intake air volume, wherein the third pumping loss is determined according to the exhaust manifold pressure, the maximum intake manifold pressure, and the maximum intake air volume of the engine, and the fourth friction loss is the friction loss corresponding to the maximum intake air volume of the engine under a non-starting condition; add the second friction loss of the engine under a starting condition, the third pumping loss, and the fourth friction loss to obtain a torque loss corresponding to the maximum intake air volume.

[0212] In an embodiment of the present application, the first determination module 202 further includes a fourth calculation sub-module;

[0213] A fourth calculation sub-module, configured to obtain a first initial friction loss corresponding to the current rotational speed of the engine and a pre-obtained indicated torque from a fourth correspondence relationship, where the fourth correspondence relationship includes multiple indicated torques, rotational speeds of multiple engines, and an initial friction loss corresponding to each indicated torque and each rotational speed; add the friction loss compensation during the warm-up phase of the engine to the first initial friction loss to obtain the first friction loss;

[0214] And / or, obtain a base value of the friction loss under the starting condition corresponding to the coolant temperature of the engine after heating compensation and a first duration from a fifth correspondence relationship, where the first duration is the smaller value between the duration from the end moment of the current starting mode of the engine to the moment when the torque request is obtained and a preset duration, and the fifth correspondence relationship includes multiple preset coolant temperatures, multiple preset first durations, and a base value corresponding to each coolant temperature and each first duration;

[0215] Obtain a friction loss coefficient corresponding to a second duration and a third duration from a sixth correspondence relationship, where the second duration is the duration between the end moment of the previous starting mode of the engine and the start moment of the current starting mode, and the third duration is the duration between the previous shutdown moment of the engine and the current operation moment, and the sixth correspondence relationship includes multiple preset second durations, multiple preset third durations, and a friction loss coefficient corresponding to each second duration and third duration; multiply the base value of the friction loss by the obtained friction loss coefficient to obtain the second friction loss;

[0216] And / or, obtain a second initial friction loss corresponding to the current rotational speed of the engine and a minimum indicated torque from a seventh correspondence relationship, where the minimum indicated torque is the minimum value of the indicated torque corresponding to the engine at the current rotational speed, and the seventh correspondence relationship includes multiple minimum indicated torques, rotational speeds of multiple engines, and an initial friction loss corresponding to each minimum indicated torque and each rotational speed; add the friction loss compensation during the warm-up phase of the engine to the second initial friction loss to obtain the third friction loss;

[0217] And / or, obtain a third initial friction loss corresponding to the current rotational speed of the engine and a maximum indicated torque from an eighth correspondence relationship, where the maximum indicated torque is the maximum value of the indicated torque corresponding to the engine at the current rotational speed, and the eighth correspondence relationship includes multiple maximum indicated torques, rotational speeds of multiple engines, and an initial friction loss corresponding to each maximum indicated torque and each rotational speed; add the friction loss compensation during the warm-up phase of the engine to the third initial friction loss to obtain the fourth friction loss.

[0218] The vehicle control device provided by the embodiments of the present application can implement each process implemented by the foregoing embodiments of the vehicle control method and achieve the same technical effects. To avoid repetition, details are not described herein again.

[0219] Figure 3 The figure shows a schematic hardware structure diagram of an electronic device provided by the embodiments of the present application.

[0220] The electronic device may include a processor 301 and a memory 302 storing computer program instructions.

[0221] Specifically, the foregoing processor 301 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0222] The memory 302 may include a mass storage for data or instructions. By way of example and not limitation, the memory 302 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disc, a magneto-optical disc, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. In a suitable case, the memory 302 may include a removable or non-removable (or fixed) medium. In a suitable case, the memory 302 may be internal or external to the integrated gateway disaster recovery device. In a specific embodiment, the memory 302 is a non-volatile solid state memory.

[0223] The memory may include a read only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical, or other physical / tangible memory storage device. Thus, in general, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to the first or second aspect of the present disclosure.

[0224] The processor 301 reads and executes the computer program instructions stored in the memory 302 to implement any one of the information auditing methods in the foregoing embodiments.

[0225] In one example, the electronic device may further include a communication interface 303 and a bus 310. As shown, Figure 3 the processor 301, the memory 302, and the communication interface 303 are connected via the bus 310 and complete communication with each other.

[0226] The communication interface 303 is mainly used to implement the communication between various modules, devices, units, and / or equipment in the embodiments of the present application.

[0227] The bus 310 includes hardware, software, or both, and couples the components of the information auditing method or verification device to each other. By way of example and not limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses or a combination of two or more of these. In a suitable case, the bus 310 may include one or more buses. Although the embodiments of the present application describe and illustrate specific buses, the present application contemplates any suitable bus or interconnect.

[0228] The embodiments of the present application provide a vehicle, and the vehicle includes the above-mentioned electronic device.

[0229] In addition, in combination with the vehicle control method in the above embodiments, the embodiments of the present application can be implemented by providing a computer storage medium. Computer program instructions are stored on the computer storage medium; when the computer program instructions are executed by a processor, any one of the vehicle control methods in the above embodiments is implemented.

[0230] In addition, the embodiments of the present application can be provided to be implemented by a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device implements any one of the vehicle control methods in the above embodiments.

[0231] It should be clear that the present application is not limited to the specific configurations and processes described above and illustrated in the figures. For the sake of brevity, the detailed description of known methods is omitted here. In the above embodiments, several specific steps are described as examples. However, the method process of the present application is not limited to the described specific steps, and those skilled in the art can make various changes, modifications, and additions, or change the order between the steps after understanding the spirit of the present application.

[0232] The functional blocks shown in the above-described structural block diagrams can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application-specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, and so on. When implemented in software, the elements of the present application are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium or transmitted over a transmission medium or communication link via a data signal carried in a carrier wave. A "machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical discs, hard disks, fiber optic media, radio frequency (RF) links, and so on. The code segment can be downloaded via a computer network such as the Internet, an intranet, and so on.

[0233] It should also be noted that the exemplary embodiments mentioned in the present application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps can be executed in the order mentioned in the embodiments, can be different from the order in the embodiments, or several steps can be executed simultaneously.

[0234] Aspects of the present disclosure have been described above with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present disclosure. It should be understood that each block in the flowcharts and / or block diagrams, and the combinations of blocks in the flowcharts and / or block diagrams, 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, or other programmable data processing device to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the functions / actions specified in one or more blocks of the flowcharts and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It should also be understood that each block in the block diagrams and / or flowcharts, and the combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by dedicated hardware that performs the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0235] As described above, the above is only the specific implementation manner of the present application. Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, modules, and units described above can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated herein. It should be understood that the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that, The method includes: When a torque request of a vehicle is received, obtaining, for each intake air amount among a plurality of intake air amounts of an engine of the vehicle at a current rotational speed, an indicated torque, a combustion efficiency, and a torque loss corresponding thereto, the plurality of intake air amounts including: an actual intake air amount of the engine, a preset minimum intake air amount of the engine, and a preset maximum intake air amount of the engine, and the current rotational speed being the current rotational speed of the engine; Determining, according to the indicated torque, the combustion efficiency, and the torque loss corresponding to each intake air amount, a crankshaft torque corresponding to each intake air amount, wherein, if the intake air amount is the actual intake air amount, the crankshaft torque is a first crankshaft torque corresponding to the actual intake air amount, if the intake air amount is the minimum intake air amount, the crankshaft torque is a second crankshaft torque corresponding to the minimum intake air amount, and if the intake air amount is the maximum intake air amount, the crankshaft torque is a third crankshaft torque corresponding to the maximum intake air amount; Determining a target crankshaft torque corresponding to the engine according to the first crankshaft torque, the second crankshaft torque, and the third crankshaft torque; Adjusting an output torque of the engine according to the target crankshaft torque.

2. The vehicle control method according to claim 1, characterized in that The determining, according to the indicated torque, the combustion efficiency, and the torque loss corresponding to each intake air amount, a crankshaft torque corresponding to each intake air amount includes: Performing the following processing on each intake air amount: Taking a product of the indicated torque and the combustion efficiency as a first value; Subtracting the torque loss from the first value to obtain the crankshaft torque corresponding to the intake air amount.

3. The vehicle control method according to claim 1, wherein, The third crankshaft torque is greater than the second crankshaft torque; The determining a target crankshaft torque corresponding to the engine according to the first crankshaft torque, the second crankshaft torque, and the third crankshaft torque includes: When the first crankshaft torque is greater than the second crankshaft torque and the first crankshaft torque is less than the third crankshaft torque, taking the first crankshaft torque as the target crankshaft torque; Or, When the first crankshaft torque is less than the second crankshaft torque, taking the second crankshaft torque as the target crankshaft torque; Or, When the first crankshaft torque is greater than the third crankshaft torque, taking the third crankshaft torque as the target crankshaft torque.

4. The vehicle control method according to claim 1, wherein The indicated torque corresponding to the actual intake air amount is obtained according to the following steps: Obtaining a first torque corresponding to the current rotational speed and the actual intake air amount of the engine from a first correspondence relationship, the first correspondence relationship including a plurality of rotational speeds of the engine, a plurality of intake air amounts of the engine, and torques corresponding to each rotational speed and each intake air amount in common; Multiplying the first torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the actual intake air amount; And / or, The indicated torque corresponding to the minimum intake air amount is obtained according to the following steps: Obtain a second torque corresponding to the current speed and the minimum intake air volume of the engine from the second correspondence relationship. The minimum intake air volume is the lower limit value of the intake air volume ensuring the normal operation of the engine. The second correspondence relationship includes the speeds of multiple engines, multiple minimum intake air volumes, and the torques corresponding to each speed and each minimum intake air volume; Multiply the second torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the minimum intake air volume; and / or The indicated torque corresponding to the maximum intake air volume is obtained according to the following steps: Obtain a third torque corresponding to the current speed and the maximum intake air volume of the engine from the third correspondence relationship. The maximum intake air volume is the upper limit value of the intake air volume ensuring the normal operation of the engine. The third correspondence relationship includes the speeds of multiple engines, multiple maximum intake air volumes, and the torques corresponding to each speed and each maximum intake air volume; Multiply the third torque by the number of cylinders of the engine to obtain the indicated torque corresponding to the maximum intake air volume.

5. The vehicle control method according to claim 1, wherein The combustion efficiency corresponding to the actual intake air volume is obtained according to the following steps: Obtain a first ignition efficiency, a first air-fuel ratio efficiency, and a first thermal efficiency corresponding to the actual intake air volume. Among them, the first ignition efficiency is determined according to the time period corresponding to the actual intake air volume and the actual ignition delay angle. The first air-fuel ratio efficiency is determined according to the first air-fuel ratio corresponding to the actual intake air volume and the coolant temperature of the engine. The first thermal efficiency is determined according to the first air-fuel ratio and the coolant temperature; Multiply the first ignition efficiency, the first air-fuel ratio efficiency, and the first thermal efficiency to obtain the combustion efficiency corresponding to the actual intake air volume; and / or The combustion efficiency corresponding to the minimum intake air volume is obtained according to the following steps: Obtain a second ignition efficiency, a second air-fuel ratio efficiency, and a second thermal efficiency corresponding to the minimum intake air volume. Among them, the second ignition efficiency is determined according to the time period corresponding to the minimum intake air volume and the minimum ignition delay angle. The second air-fuel ratio efficiency is determined according to the second air-fuel ratio corresponding to the minimum intake air volume and the coolant temperature of the engine. The second thermal efficiency is determined according to the second air-fuel ratio and the coolant temperature; Multiply the second ignition efficiency, the second air-fuel ratio efficiency, and the second thermal efficiency to obtain the combustion efficiency corresponding to the minimum intake air volume; and / or The combustion efficiency corresponding to the maximum intake air volume is obtained according to the following steps: Obtain a third ignition efficiency, a third air-fuel ratio efficiency, and a third thermal efficiency corresponding to the maximum intake air volume. Among them, the third ignition efficiency is determined according to the time period corresponding to the maximum intake air volume and the maximum ignition delay angle. The third air-fuel ratio efficiency is determined according to the third air-fuel ratio corresponding to the maximum intake air volume and the coolant temperature of the engine. The third thermal efficiency is determined according to the third air-fuel ratio and the coolant temperature; Multiply the third ignition efficiency, the third air-fuel ratio efficiency, and the third thermal efficiency to obtain the combustion efficiency corresponding to the maximum intake air volume.

6. The vehicle control method according to claim 1, characterized in that, The torque loss corresponding to the actual intake air volume is obtained according to the following steps: Obtain the first pumping loss and the first friction loss of the engine corresponding to the actual intake air volume, wherein the first pumping loss is determined according to the exhaust manifold pressure, the intake manifold pressure and the actual intake air volume of the engine, and the first friction loss is the friction loss corresponding to the actual intake air volume of the engine under non-starting conditions; Add the second friction loss, the first pumping loss and the first friction loss of the engine under starting conditions to obtain the torque loss corresponding to the actual intake air volume; And / or, The torque loss corresponding to the minimum intake air volume is obtained according to the following steps: Obtain the second pumping loss and the third friction loss of the engine corresponding to the minimum intake air volume, wherein the second pumping loss is determined according to the ambient pressure, the minimum intake manifold pressure of the engine and the minimum intake air volume, and the third friction loss is the friction loss corresponding to the minimum intake air volume of the engine under non-starting conditions; Add the second friction loss, the second pumping loss and the third friction loss of the engine under starting conditions to obtain the torque loss corresponding to the minimum intake air volume; And / or, The torque loss corresponding to the maximum intake air volume is obtained according to the following steps: Obtain the third pumping loss and the fourth friction loss of the engine corresponding to the maximum intake air volume, wherein the third pumping loss is determined according to the exhaust manifold pressure, the maximum intake manifold pressure and the maximum intake air volume of the engine, and the fourth friction loss is the friction loss corresponding to the maximum intake air volume of the engine under non-starting conditions; Add the second friction loss, the third pumping loss and the fourth friction loss of the engine under starting conditions to obtain the torque loss corresponding to the maximum intake air volume.

7. The vehicle control method according to claim 6, wherein The first friction loss is obtained according to the following steps: Obtain the first initial friction loss corresponding to the current speed of the engine and the pre-obtained indicated torque from the fourth correspondence relationship, where the fourth correspondence relationship includes multiple indicated torques, multiple speeds of the engine, and the initial friction loss corresponding to each indicated torque and each speed; Add the friction loss compensation of the engine during the preheating stage to the first initial friction loss to obtain the first friction loss; And / or, The second friction loss is obtained according to the following steps: Obtain the base value of the friction loss under starting conditions corresponding to the coolant temperature of the engine after heating compensation and the first duration from the fifth correspondence relationship, where the first duration is the smaller value between the duration from the end moment of the current starting mode of the engine to the moment when the torque request is obtained and a preset duration, and the fifth correspondence relationship includes multiple preset coolant temperatures, multiple preset first durations, and the base value corresponding to each coolant temperature and each first duration; Obtain the friction loss coefficient corresponding to the second duration and the third duration from the sixth correspondence relationship. The second duration is the duration between the end time of the previous start mode of the engine and the start time of the current start mode. The third duration is the duration between the previous shutdown time of the engine and the current operation time. The sixth correspondence relationship includes a plurality of preset second durations, a plurality of preset third durations, and the friction loss coefficient corresponding to each second duration and third duration together; Multiply the base value of the friction loss by the obtained friction loss coefficient to obtain the second friction loss; and / or The third friction loss is obtained according to the following steps: Obtain the second initial friction loss corresponding to the current speed and the minimum indicated torque of the engine from the seventh correspondence relationship. The minimum indicated torque is the minimum value of the indicated torque corresponding to the engine at the current speed. The seventh correspondence relationship includes a plurality of minimum indicated torques, a plurality of engine speeds, and the initial friction loss corresponding to each minimum indicated torque and each speed together; Add the friction loss compensation of the engine during the preheating stage to the second initial friction loss to obtain the third friction loss; and / or The fourth friction loss is obtained according to the following steps: Obtain the third initial friction loss corresponding to the current speed and the maximum indicated torque of the engine from the eighth correspondence relationship. The maximum indicated torque is the maximum value of the indicated torque corresponding to the engine at the current speed. The eighth correspondence relationship includes a plurality of maximum indicated torques, a plurality of engine speeds, and the initial friction loss corresponding to each maximum indicated torque and each speed together; Add the friction loss compensation of the engine during the preheating stage to the third initial friction loss to obtain the fourth friction loss.

8. A vehicle control device, characterized in that, The device includes: An acquisition module, configured to, when receiving a torque request of the vehicle, acquire the indicated torque, combustion efficiency, and torque loss corresponding to each intake air volume among a plurality of intake air volumes of the engine of the vehicle at the current speed. The plurality of intake air volumes include the actual intake air volume of the engine, the preset minimum intake air volume of the engine, and the preset maximum intake air volume of the engine. The current speed is the current speed of the engine; A first determination module, configured to determine the crankshaft torque corresponding to each intake air volume according to the indicated torque, the combustion efficiency, and the torque loss corresponding to each intake air volume. Wherein, if the intake air volume is the actual intake air volume, the crankshaft torque is the first crankshaft torque corresponding to the actual intake air volume. If the intake air volume is the minimum intake air volume, the crankshaft torque is the second crankshaft torque corresponding to the minimum intake air volume. If the intake air volume is the maximum intake air volume, the crankshaft torque is the third crankshaft torque corresponding to the maximum intake air volume; A second determination module, configured to determine the target crankshaft torque corresponding to the engine according to the first crankshaft torque, the second crankshaft torque, and the third crankshaft torque; A control module, configured to adjust the output torque of the engine according to the target crankshaft torque.

9. An electronic device, characterized in that, including: A processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the vehicle control method according to any one of claims 1-7 is implemented.

10. A vehicle, characterized in that, An electronic device including the one according to claim 9 is included.

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