Engine torque control method and device, vehicle, medium and program product

Abstract

The invention relates to the field of engine torque control, in particular to an engine torque control method and device, a vehicle, a medium and a program product. Acquiring a first thrust angle flag bit of a vehicle control unit, an initial distribution torque of an engine, a second thrust angle flag bit of an engine control unit and a corresponding basic torque of the engine; judging whether the engine is in a steady-state driving state or not; and if yes, determining a first target torque of the engine torque based on the first thrust angle flag bit and the second thrust angle flag bit, and controlling the engine output, otherwise, determining a second target torque of the engine based on the engine basic torque and the engine initial distribution torque, and controlling the engine output. According to the embodiment of the invention, the engine torque can be accurately controlled, the torque fluctuation is inhibited, the stability of the engine during operation and the torque response precision are considered, the good drivability of the parallel mode vehicle during operation is realized, and the driving comfort is improved.

Description

Technical Field

[0001] The present application relates to the technical field of engine torque control, and in particular to an engine torque control method, device, vehicle, medium and program product. Background Art

[0002] In the current automotive industry and market, hybrid vehicles (HEVs) have become the mainstream development direction. In single-motor P2 and dual-motor configurations, the engine directly participates in driving, and the combined torque of the engine and motors propels the vehicle. In the vehicle's powertrain torque path control, the Hybrid Control Unit (HCU) serves as the central hub, sending target torque commands to the Engine Control Unit (ECU) and Motor Control Unit (MCU), enabling coordinated control.

[0003] In related technologies, after the engine control unit calculates the required torque of the vehicle, it can send the required torque of the vehicle to the vehicle controller, and then distribute the motor torque and engine torque according to the current battery power status and engine operating status; the engine speed value and the intake pressure range value can also be used as judgment conditions. After the engine control unit receives the control request sent by the vehicle controller, it determines whether the engine is in a power generation speed regulation condition or a driving clutch combined speed regulation condition, and then uses the data table under different working conditions for pre-adjustment until the actual engine speed is equal to the target speed.

[0004] However, in the related technology, since the vehicle controller is not clear about the operating point of the engine's optimal combustion stability, the engine operating point deviates from the optimal combustion stability point, resulting in poor combustion stability. In addition, there is a communication delay between the vehicle controller and the engine control unit, which causes parameters such as the ignition angle when the engine control unit controls the engine to fluctuate, resulting in unstable engine operating conditions and poor vehicle smoothness, which urgently needs improvement. Summary of the Invention

[0005] The present application provides an engine torque control method, device, vehicle, medium and program product to solve the problems in related technologies. Since the vehicle controller is not clear about the operating point of the engine's optimal combustion stability, the engine operating point deviates from the optimal combustion stability point, resulting in poor combustion stability. In addition, there is a communication delay between the vehicle controller and the engine control unit, which causes parameters such as the ignition angle when the engine control unit controls the engine to fluctuate, resulting in unstable engine operating state and poor vehicle smoothness.

[0006] A first aspect embodiment of the present application provides a method for controlling vehicle engine torque, comprising the following steps: when the vehicle is in a hybrid mode, obtaining a first push angle flag of a vehicle controller and a corresponding engine initial distribution torque, a second push angle flag of an engine control unit and a corresponding engine base torque, at least one of; based on the engine base torque, the engine initial distribution torque, the first push angle flag and at least one of the second push angle flag, determining whether the engine is in a steady-state driving state; if the engine is in the steady-state driving state, determining a first target torque of the engine torque based on the first push angle flag and the second push angle flag, and controlling the engine output according to the first target torque; otherwise determining a second target torque of the engine based on the engine base torque and the engine initial distribution torque, and controlling the engine output according to the second target torque.

[0007] Through the above technical solution, when the vehicle is in hybrid mode, the first push angle flag of the vehicle controller and the corresponding initial engine distribution torque, the second push angle flag of the engine control unit and the corresponding engine basic torque can be obtained, and it can be judged whether the engine is in a steady-state driving state. Then, when in a steady-state driving state, the first target torque of the engine torque is determined based on the first push angle flag and the second push angle flag, and the engine output is controlled according to the first target torque. Otherwise, the second target torque of the engine is determined based on the engine basic torque and the initial engine distribution torque, and the engine output is controlled according to the second target torque. This can accurately control the engine torque, suppress torque fluctuations, take into account the stability and torque response accuracy of the engine during operation, achieve good drivability of the parallel mode vehicle, and improve driving comfort.

[0008] Optionally, in one embodiment of the present application, determining the first target torque of the engine torque based on the first push angle flag and the second push angle flag includes: judging whether the first push angle flag and the second push angle flag are respectively the first flag values; if the first push angle flag is the first flag value, and the second push angle flag is the first flag value, then determining that the first target torque is the engine basic torque; if the first push angle flag is not the first flag value but the second flag value, and the second push angle flag is not the first flag value but the second flag value, then determining that the first target torque is the engine initial distributed torque.

[0009] Through the above technical solution, it is possible to determine whether the first push angle flag and the second push angle flag are respectively the first flag values, and when the first push angle flag and the second push angle flag are both the first flag values, the first target torque is determined to be the engine base torque, and when the first push angle flag and the second push angle flag are both the second flag values, the first target torque is determined to be the engine initial distribution torque. By cross-verifying the first push angle flag of the vehicle controller and the second push angle flag of the engine control unit, dual confirmation of the valve timing and ignition advance angle adjustment status is achieved, single-node control error is avoided, torque control accuracy is improved, torque gap caused by adjustment delay is avoided, fuel consumption is reduced, and driving experience is improved.

[0010] Optionally, in one embodiment of the present application, the determination of whether the first push angle flag and the second push angle flag are respectively first flag values ​​includes: calculating the difference between the engine base torque and the engine initial distribution torque based on the engine base torque and the engine initial distribution torque; determining whether the difference is less than a preset threshold; if the difference is less than the preset threshold, determining that the first push angle flag and the second push angle flag are the first flag values; if the difference is greater than or equal to the preset threshold, determining that the first push angle flag and the second push angle flag are not the first flag values.

[0011] Through the above technical solution, based on the difference between the engine base torque and the engine initial distribution torque, it can be judged whether the difference is less than a certain threshold value. If it is less than a certain threshold value, the first push angle flag and the second push angle flag are determined to be the first flag value. Otherwise, the first push angle flag and the second push angle flag are determined not to be the first flag value. By using the torque difference as an intermediate criterion, the fault tolerance rate is improved, and a certain threshold is adapted to achieve full working condition coverage, improve adaptability to different driving styles, and improve user satisfaction.

[0012] Optionally, in one embodiment of the present application, the second target torque of the engine is determined based on the engine base torque and the engine initial distribution torque, and the engine output is controlled according to the second target torque, including: judging whether the engine is in a preset working state; if the engine is in the preset working state, judging that the engine is not in the push angle control state, and adjusting the second target torque from the engine base torque to the engine initial distribution torque; if the engine is not in the preset working state, judging that the engine is in the push angle control state, and adjusting the second target torque from the engine initial distribution torque to the engine base torque.

[0013] Through the above technical solution, it is possible to determine whether the engine is in a certain working state, and if so, determine that the engine is not in a push angle control state, and adjust the second target torque from the engine base torque to the engine initial distribution torque. Otherwise, determine that the engine is in a push angle control state, and adjust the second target torque from the engine initial distribution torque to the engine base torque, thereby achieving precise control of the engine torque, reducing energy consumption, and improving user satisfaction.

[0014] Optionally, in one embodiment of the present application, determining whether the engine is in a preset working state includes: obtaining the thrust angle torque of the vehicle controller; obtaining the hardware information, operating condition information and torque information of the engine; and determining whether the engine is in the preset working state based on at least one of the thrust angle torque, the hardware information, the operating condition information and the torque information.

[0015] Through the above technical solution, it is possible to determine whether the engine is in a certain working state based on the thrust angle torque of the vehicle controller, the engine's hardware information, operating condition information and the torque information of the drive motor. Through multi-dimensional information fusion, accurate decision-making can be achieved, the global state perception ability can be improved, and energy consumption can be reduced.

[0016] A second aspect of the present application provides a device for controlling vehicle engine torque, including: an acquisition module for acquiring, when the vehicle is in a hybrid mode, at least one of a first thrust angle flag of a vehicle controller and a corresponding initial engine distribution torque, and a second thrust angle flag of an engine control unit and a corresponding engine base torque; a judgment module for judging whether the engine is in a steady-state driving state based on at least one of the engine base torque, the engine initial distribution torque, the first thrust angle flag, and the second thrust angle flag; a control module for determining, when the engine is in the steady-state driving state, a first target torque of the engine torque based on the first thrust angle flag and the second thrust angle flag, and controlling the engine output according to the first target torque; otherwise, determining a second target torque of the engine based on the engine base torque and the engine initial distribution torque, and controlling the engine output according to the second target torque.

[0017] Through the above technical solution, when the vehicle is in hybrid mode, the first push angle flag of the vehicle controller and the corresponding initial engine distribution torque, the second push angle flag of the engine control unit and the corresponding engine basic torque can be obtained, and it can be judged whether the engine is in a steady-state driving state. Then, when in a steady-state driving state, the first target torque of the engine torque is determined based on the first push angle flag and the second push angle flag, and the engine output is controlled according to the first target torque. Otherwise, the second target torque of the engine is determined based on the engine basic torque and the initial engine distribution torque, and the engine output is controlled according to the second target torque. This can accurately control the engine torque, suppress torque fluctuations, take into account the stability and torque response accuracy of the engine during operation, achieve good drivability of the parallel mode vehicle, and improve driving comfort.

[0018] Optionally, in one embodiment of the present application, the control module includes: a first judgment unit, used to judge whether the first push angle flag and the second push angle flag are respectively the first flag values; a first determination unit, used to determine that the first target torque is the engine basic torque when the first push angle flag is the first flag value and the second push angle flag is the first flag value; a second determination unit, used to determine that the first target torque is the engine initial distributed torque when the first push angle flag is not the first flag value but is the second flag value, and the second push angle flag is not the first flag value but is the second flag value.

[0019] Through the above technical solution, it is possible to determine whether the first push angle flag and the second push angle flag are respectively the first flag values, and when the first push angle flag and the second push angle flag are both the first flag values, the first target torque is determined to be the engine base torque, and when the first push angle flag and the second push angle flag are both the second flag values, the first target torque is determined to be the engine initial distribution torque. By cross-verifying the first push angle flag of the vehicle controller and the second push angle flag of the engine control unit, dual confirmation of the valve timing and ignition advance angle adjustment status is achieved, single-node control error is avoided, torque control accuracy is improved, torque gap caused by adjustment delay is avoided, fuel consumption is reduced, and driving experience is improved.

[0020] Optionally, in one embodiment of the present application, the first judgment unit includes: a calculation subunit, used to calculate the difference between the engine base torque and the engine initial distribution torque based on the engine base torque and the engine initial distribution torque; a judgment subunit, used to judge whether the difference is less than a preset threshold; a first judgment subunit, used to judge that the first push angle flag and the second push angle flag are the first flag value when the difference is less than the preset threshold; a second judgment subunit, used to judge that the first push angle flag and the second push angle flag are not the first flag value when the difference is greater than or equal to the preset threshold.

[0021] Through the above technical solution, based on the difference between the engine base torque and the engine initial distribution torque, it can be judged whether the difference is less than a certain threshold value. If it is less than a certain threshold value, the first push angle flag and the second push angle flag are determined to be the first flag value. Otherwise, the first push angle flag and the second push angle flag are determined not to be the first flag value. By using the torque difference as an intermediate criterion, the fault tolerance rate is improved, and a certain threshold is adapted to achieve full working condition coverage, improve adaptability to different driving styles, and improve user satisfaction.

[0022] Optionally, in one embodiment of the present application, the control module includes: a second judgment unit for judging whether the engine is in a preset working state; a first adjustment unit for judging that the engine is not in a thrust angle control state when the engine is in the preset working state, and adjusting the second target torque from the engine base torque to the engine initial distribution torque; a second adjustment unit for judging that the engine is in the thrust angle control state when the engine is not in the preset working state, and adjusting the second target torque from the engine initial distribution torque to the engine base torque.

[0023] Through the above technical solution, it is possible to determine whether the engine is in a certain working state, and if so, determine that the engine is not in a push angle control state, and adjust the second target torque from the engine base torque to the engine initial distribution torque. Otherwise, determine that the engine is in a push angle control state, and adjust the second target torque from the engine initial distribution torque to the engine base torque, thereby achieving precise control of the engine torque, reducing energy consumption, and improving user satisfaction.

[0024] Optionally, in one embodiment of the present application, the second judgment unit includes: a first acquisition subunit, used to obtain the thrust angle torque of the vehicle controller; a second acquisition subunit, used to obtain the hardware information, working condition information and torque information of the engine; a judgment subunit, used to judge whether the engine is in the preset working state based on at least one of the thrust angle torque, the hardware information, the working condition information and the torque information.

[0025] Through the above technical solution, it is possible to determine whether the engine is in a certain working state based on the thrust angle torque of the vehicle controller, the engine's hardware information, operating condition information and the torque information of the drive motor. Through multi-dimensional information fusion, accurate decision-making can be achieved, the global state perception ability can be improved, and energy consumption can be reduced.

[0026] A third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle engine torque control method as described in the above embodiment.

[0027] A fourth aspect of the present application provides a computer-readable storage medium, which stores a computer program that, when executed by a processor, implements the above-mentioned vehicle engine torque control method.

[0028] The fifth aspect of the present application provides a computer program product, including a computer program, which implements the above-mentioned vehicle engine torque control method when executed.

[0029] The embodiment of the present application can obtain the first thrust angle flag of the vehicle controller and the corresponding engine initial distribution torque, the second thrust angle flag of the engine control unit and the corresponding engine base torque when the vehicle is in hybrid mode, and determine whether the engine is in a steady-state driving state. Then, if it is in a steady-state driving state, the first target torque of the engine torque is determined based on the first thrust angle flag and the second thrust angle flag, and the engine output is controlled according to the first target torque. Otherwise, the second target torque of the engine is determined based on the engine base torque and the engine initial distribution torque, and the engine output is controlled according to the second target torque. This can accurately control the engine torque, suppress torque fluctuations, and take into account the stability and torque response accuracy of the engine during operation, thereby achieving good drivability of the parallel mode vehicle and improving driving comfort. This solves the problems in the related art that the vehicle controller is unclear about the operating point of the engine's optimal combustion stability, causing the engine operating point to deviate from the optimal combustion stability point, resulting in poor combustion stability. In addition, there is a communication delay between the vehicle controller and the engine control unit, which causes parameters such as the ignition angle when the engine control unit controls the engine to fluctuate, resulting in unstable engine operation and poor vehicle ride comfort.

[0030] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which: Figure 1 A torque control flow chart of a hybrid vehicle according to one embodiment of the present application; Figure 2 A schematic diagram of a state machine for an angle-pushing process according to an embodiment of the present application; Figure 3 This is a flow chart of a method for controlling vehicle engine torque according to an embodiment of the present application; Figure 4 A schematic diagram of hybrid parallel steady-state operation control provided according to one embodiment of the present application; Figure 5 A schematic diagram of hybrid parallel dynamic operation control provided according to one embodiment of the present application; Figure 6 This is a schematic structural diagram of a vehicle engine torque control device provided according to an embodiment of the present application; Figure 7 A schematic structural diagram of a vehicle provided according to an embodiment of the present application.

[0032] Reference numerals: Among them, 101-vehicle controller torque coordination module, 102-motor maximum and minimum torque coordination module, 103-motor control unit, 104-vehicle controller torque distribution module, 105-engine torque coordination module, 106-engine control unit; 10-vehicle engine torque control device; 100-acquisition module, 200-judgment module, 300-control module; 701-memory, 702-processor, 703-communication interface. DETAILED DESCRIPTION

[0033] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0034] The following describes the engine torque control method, device, vehicle, medium and program product of the embodiments of the present application with reference to the accompanying drawings. In response to the related art mentioned in the above background technology, since the vehicle controller is not aware of the operating point of the engine for optimal combustion stability, the engine operating point deviates from the optimal combustion stability point, resulting in poor combustion stability. In addition, there is a communication delay between the vehicle controller and the engine control unit, which causes parameters such as the ignition angle when the engine control unit controls the engine to fluctuate, resulting in unstable engine operating state and poor vehicle smoothness. The present application provides a vehicle engine torque control method. When the vehicle is in hybrid mode, the method can obtain a first thrust angle flag of the vehicle controller and the corresponding engine initial distribution torque, and a second thrust angle flag of the engine control unit and the corresponding engine base torque, and determine whether the engine is in a steady-state driving state. If the vehicle is in a steady-state driving state, the method determines a first target torque of the engine torque based on the first thrust angle flag and the second thrust angle flag, and controls the engine output according to the first target torque. Otherwise, the method determines a second target torque of the engine based on the engine base torque and the engine initial distribution torque, and controls the engine output according to the second target torque. This method can accurately control the engine torque, suppress torque fluctuations, and balance engine stability and torque response accuracy during operation, thereby achieving good drivability of the parallel mode vehicle and improving driving comfort. This solves the problem in related technologies where the vehicle controller is not clear about the operating point of the engine for optimal combustion stability, causing the engine operating point to deviate from the optimal combustion stability point, resulting in poor combustion stability. In addition, there is a communication delay between the vehicle controller and the engine control unit, causing parameters such as the ignition angle when the engine control unit controls the engine to fluctuate, resulting in unstable engine operating state and poor vehicle smoothness.

[0035] Before introducing the vehicle engine torque control method proposed in the embodiment of the present application, the torque control involved in the embodiment of the present application is first explained.

[0036] Specifically, Figure 1 A torque control flow chart of a hybrid vehicle provided according to one embodiment of the present application.

[0037] like Figure 1 As shown, the control process includes a vehicle controller torque coordination module 101, a motor maximum and minimum torque coordination module 102, a motor control unit 103, a vehicle controller torque distribution module 104, an engine torque coordination module 105 and an engine control unit 106.

[0038] Among them, in the embodiment of the present application, when the engine control unit 106 directly participates in driving in the hybrid mode, it can calculate the initial engine distribution torque based on the vehicle speed, throttle, water temperature, power and oil temperature of the hybrid vehicle, as well as the power generation demand torque, using the torque distribution strategy of the vehicle controller torque distribution module 104, and at the same time receive the engine basic torque sent by the engine control unit 106. After processing by the engine torque coordination module 105, it outputs the target torque, that is, the thrust angle torque.

[0039] Furthermore, in an embodiment of the present application, when the initial engine torque allocated minus the engine base torque is less than a certain threshold value (which can be set by those skilled in the art based on actual conditions and is not specifically limited in this application), the output thrust angle torque is equal to the engine base torque, and the first thrust angle flag of the vehicle controller and the second thrust angle flag of the engine control unit 106 are set to 0; conversely, the thrust angle torque is equal to the initial engine torque allocated, and the first thrust angle flag and the second thrust angle flag are set to 1. When the second thrust angle flag received by the engine control unit 106 is 0, the engine control unit 106 controls the engine to operate at the optimal ignition angle and output the engine base torque, at which time the overall performance such as combustion stability is optimal; when the second thrust angle flag received by the engine control unit 106 is 1, the engine control unit 106 controls the engine to operate at the thrust angle torque sent by the vehicle controller, and controls the engine to retard the ignition angle to achieve the torque requirement of the vehicle controller.

[0040] In addition, the embodiment of the present application can perform transition control when the first push angle flag and the second push angle flag switch between 0 and 1, otherwise it will cause the jump of the engine ignition angle and output torque, resulting in obvious shaking of the vehicle. At this time, the embodiment of the present application can perform switching state management through the state machine, as shown in the schematic diagram. Figure 2. When push angle is not required, the first push angle flag and the second push angle flag are both 0, and the push angle torque is the engine basic torque; when the vehicle controller determines that push angle is required, it enters push angle transition state 1. At this time, the first push angle flag and the second push angle flag are both 1, and the push angle torque smoothly transitions from the engine basic torque to the engine initial distribution torque according to certain control parameters. When the torque transition is determined to be completed, it enters the push angle control state; in the push angle control state, the first push angle flag and the second push angle flag are both 1, and the push angle torque is the engine initial distribution torque; when the vehicle controller determines that push angle is not required, it enters push angle transition state 2. At this time, the first push angle flag is 0, the second push angle flag is 1, and the push angle torque smoothly transitions from the engine initial distribution torque to the engine basic torque according to certain control parameters; when it is determined that the torque transition is completed, it returns to the non-push angle state.

[0041] Specifically, Figure 3 This is a flowchart of a method for controlling vehicle engine torque provided according to an embodiment of the present application.

[0042] like Figure 3 As shown, the vehicle engine torque control method includes the following steps: In step S301, when the vehicle is in hybrid mode, at least one of the first thrust angle flag of the vehicle controller and the corresponding initial engine distribution torque, and the second thrust angle flag of the engine control unit and the corresponding engine basic torque is obtained.

[0043] It is understood that in the embodiments of the present application, the torque interaction relationship between the hybrid vehicle controller and the engine control unit (ECU) is such that the ECU can utilize a control strategy to transmit gas path torque and thrust angle torque to the ECU, which controls the engine output torque. Under the operating state of the engine output torque, there exists a point of optimal combustion stability under each operating condition. The torque output at this point is referred to as the engine base torque. If the thrust angle torque transmitted by the ECU to the ECU does not reference the engine base torque, the engine may fail to meet the thrust angle torque requirement transmitted by the ECU. Alternatively, the engine may engage in ignition angle shifting to quickly meet the ECU's thrust angle torque requirement, resulting in the engine being unable to operate stably at the engine base torque operating point. This reduces combustion stability and fuel economy, and hinders rapid adjustment and response between the ECU and the engine torque.

[0044] In addition, it should be noted that the hybrid vehicle in the embodiment of the present application is in a steady-state driving state, and the vehicle controller's torque request to the engine control unit refers to the engine base torque, but due to the communication delay between the engine control unit and the vehicle controller, the ignition angle may continue to fluctuate in a small range, thereby causing the vehicle to shake during driving.

[0045] As a possible implementation method, the embodiment of the present application can obtain the first thrust angle flag of the vehicle controller and the corresponding initial distributed torque of the engine, and the second thrust angle flag of the engine control unit and the corresponding basic torque of the engine when the vehicle is in hybrid mode.

[0046] Among them, in the embodiment of the present application, the first push angle flag can be understood as the internal control of the vehicle controller, which is a comprehensive judgment of the external conditions received by the vehicle controller, and the second push angle flag can be understood as the value output to the engine control unit.

[0047] For example, the embodiments of the present application can be combined with Figure 1 As shown, when the hybrid vehicle is in hybrid mode, the first thrust angle flag of the vehicle controller and the initial distributed torque of the engine, and the second thrust angle flag of the engine control unit and the basic torque of the engine are obtained.

[0048] In step S302, it is determined whether the engine is in a steady-state driving state based on at least one of the engine basic torque, the engine initial distributed torque, the first thrust angle flag, and the second thrust angle flag.

[0049] During actual implementation, the embodiment of the present application can determine whether the engine is in a steady-state driving state based on the engine base torque, the engine initial distributed torque, the first push angle flag and the second push angle flag.

[0050] For example, the embodiments of the present application can be combined with Figure 1 As shown, the embodiment of the present application can determine whether the engine is in a steady-state driving state based on the difference between the engine base torque and the engine initial distributed torque, combined with the first push angle flag and the second push angle flag.

[0051] For example, in an embodiment of the present application, when the initial distributed torque of the engine minus the basic torque of the engine is less than a certain threshold value, and the first push angle flag and the second flag are both the first flag value, the engine is determined to be in a steady-state driving state; or when the initial distributed torque of the engine minus the basic torque of the engine is greater than or equal to a certain threshold value, and the first push angle flag and the second flag are both the second flag value, the engine is determined to be in a steady-state driving state. The specific settings can be made by technicians in this field according to actual conditions, and this application does not impose any specific restrictions.

[0052] In step S303, if the engine is in a steady-state driving state, the first target torque of the engine torque is determined based on the first push angle flag and the second push angle flag, and the engine output is controlled according to the first target torque; otherwise, the second target torque of the engine is determined based on the engine base torque and the engine initial distributed torque, and the engine output is controlled according to the second target torque.

[0053] In some embodiments, the embodiment of the present application can determine a first target torque of the engine torque based on a first thrust angle flag and a second thrust angle flag when the engine is in a steady-state driving state, and then control the engine output according to the first target torque.

[0054] In some embodiments, the embodiments of the present application can determine the second target torque of the engine based on the engine base torque and the engine initial distributed torque when the engine is not in a steady-state driving state, and then control the engine output according to the second target torque.

[0055] Optionally, in one embodiment of the present application, the first target torque of the engine torque is determined based on the first push angle flag and the second push angle flag, including: judging whether the first push angle flag and the second push angle flag are respectively the first flag values; if the first push angle flag is the first flag value, and the second push angle flag is the first flag value, then determining that the first target torque is the engine basic torque; if the first push angle flag is not the first flag value but the second flag value, and the second push angle flag is not the first flag value but the second flag value, then determining that the first target torque is the engine initial distribution torque.

[0056] In some embodiments, when the embodiment of the present application determines the first target torque of the engine torque based on the first push angle flag and the second push angle flag, if the first push angle flag and the second push angle flag are both the first flag value, the first target torque is determined to be the engine base torque.

[0057] For example, in an embodiment of the present application, the first target torque may be determined to be the engine base torque when the initial engine distributed torque minus the engine base torque is less than a certain threshold, and the first and second thrust angle flags are 0. This means that in an embodiment of the present application, when the second thrust angle flag received by the engine control unit is 0, the engine control unit controls the engine to operate at the optimal ignition angle and output the engine base torque, at which point comprehensive performance, such as combustion stability, is optimal.

[0058] In some embodiments, when the embodiment of the present application determines the first target torque of the engine torque based on the first push angle flag and the second push angle flag, if the first push angle flag and the second push angle flag are both the second flag value, the target torque is determined to be the initial distributed torque of the engine.

[0059] For example, in an embodiment of the present application, the first target torque may be determined as the initial engine distributed torque when the initial engine distributed torque minus the engine base torque is greater than or equal to a certain threshold, and the first and second push angle flags are 1. It can be understood that in an embodiment of the present application, when the second push angle flag received by the engine control unit is 1, the engine control unit controls the engine according to the initial engine distributed torque sent by the vehicle controller, and controls the engine to retard the ignition angle to achieve the torque requirement of the vehicle controller.

[0060] Optionally, in one embodiment of the present application, determining whether the first push angle flag and the second push angle flag are respectively first flag values ​​includes: calculating the difference between the engine base torque and the engine initial distribution torque based on the engine base torque and the engine initial distribution torque; determining whether the difference is less than a preset threshold; if the difference is less than the preset threshold, determining that the first push angle flag and the second push angle flag are first flag values; if the difference is greater than or equal to the preset threshold, determining that the first push angle flag and the second push angle flag are not first flag values.

[0061] During actual implementation, the embodiment of the present application can calculate the difference between the engine base torque and the engine initial distribution torque based on the engine base torque and the engine initial distribution torque, and determine whether the difference is less than a certain threshold.

[0062] In some embodiments, the embodiment of the present application may determine that the first push angle flag and the second push angle flag are the first flag value when the difference is less than a preset threshold.

[0063] In some embodiments, the embodiments of the present application can determine that the first push angle flag and the second push angle flag are not the first flag value when the difference is greater than or equal to a certain threshold, such as the first push angle flag and the second push angle flag are the second flag value, or the first push angle flag is the first flag value and the second push angle flag is the second flag value.

[0064] Optionally, in one embodiment of the present application, the second target torque of the engine is determined based on the engine base torque and the engine initial distribution torque, and the engine output is controlled according to the second target torque, including: judging whether the engine is in a preset working state; if the engine is in the preset working state, judging that the engine is not in a push angle control state, and adjusting the second target torque from the engine base torque to the engine initial distribution torque; if the engine is not in the preset working state, judging that the engine is in a push angle control state, and adjusting the second target torque from the engine initial distribution torque to the engine base torque.

[0065] In some embodiments, the present application may first determine whether the engine is in a certain operating state. If the engine is in the certain operating state, the engine is determined not to be in the thrust angle control state, and the second target torque is adjusted from the engine base torque to the engine initial distributed torque. The certain operating state can be set by those skilled in the art based on actual conditions and is not specifically limited in this application.

[0066] For example, the embodiments of the present application can be combined with Figure 2 As shown, when the engine is in a certain working state, it is determined that push angle is required and enters push angle transition state 1. At this time, the first push angle flag and the second push angle flag are both 1, and the second target torque is adjusted from the engine base torque to the engine initial distribution torque according to certain control parameters.

[0067] In some embodiments, the embodiments of the present application can determine that the engine is in a thrust angle control state when the engine is not in a certain working state, and then adjust the second target torque from the engine initial distribution torque to the engine basic torque.

[0068] For example, the embodiments of the present application can be combined with Figure 2 As shown, when the engine is not in a certain working state, it is determined that no push angle is required and the engine enters push angle transition state 2. At this time, the first push angle flag is 0, the second push angle flag is 1, and the second target torque is adjusted from the engine initial distribution torque to the engine basic torque according to certain control parameters.

[0069] Optionally, in one embodiment of the present application, determining whether the engine is in a preset working state includes: obtaining the thrust angle torque of the vehicle controller; obtaining the engine's hardware information, operating condition information and torque information of the drive motor; and determining whether the engine is in a preset working state based on at least one of the thrust angle torque, hardware information, operating condition information and torque information.

[0070] In some embodiments, the embodiments of the present application can determine whether the engine is in a certain working state based on the thrust angle torque of the vehicle controller, the engine's hardware information, working condition information and the torque information of the drive motor.

[0071] For example, the embodiments of the present application are combined with Figure 1 As shown, it is determined whether the engine is in a certain working state, that is, the switching of the thrust angle flag between 0 and 1 meets certain conditions, such as the difference between the initial distributed torque of the engine and the basic torque of the engine is too large, the basic torque of the engine exceeds the maximum value allowed by the hardware, the fuel cut-off condition and the negative torque capacity of the drive motor are insufficient, etc. The specific settings can be made by technicians in this field according to actual conditions, and this application does not impose specific restrictions.

[0072] Specifically, in some embodiments, the embodiments of the present application can enable the engine control unit to perform thrust angle control when the difference between the engine's initial distributed torque and the engine's basic torque is greater than or equal to a certain threshold, so as to control the engine's required torque and the engine's actual torque within a certain range.

[0073] In some embodiments, the embodiments of the present application can limit the actual torque to the allowable torque range through the engine thrust angle to avoid hardware damage under high load conditions when the engine base torque overshoots and exceeds the maximum value allowed by the hardware under boost conditions.

[0074] In some embodiments, the embodiment of the present application can set the push angle flag to 1 when the engine is cut off from fuel, so as to achieve a smooth transition of the engine push ignition angle torque to the minimum combustion torque before cutting off fuel.

[0075] In some embodiments, the embodiments of the present application can push the engine ignition angle when the capacity of the drive motor is close to the lower limit of the capacity, and then accurately control the engine torque so that the total torque of the engine and the drive motor can meet the driver's needs.

[0076] The working contents of the embodiments of the present application are described in detail below with reference to a number of specific embodiments.

[0077] Example 1: When the hybrid vehicle of the embodiment of the present application is running in a hybrid mode in a steady state, the first thrust angle flag and the second flag are both 0, the engine control unit controls the engine to always maintain the optimal ignition angle operation, the engine is in the best working state, and the vehicle ride is the best. The control diagram is shown in FIG. Figure 4 shown.

[0078] Example 2: When the hybrid vehicle of the embodiment of the present application is running in a hybrid mode in a steady state, the thrust angle flag switches between 0 and 1, and the engine control unit controls the engine to dynamically switch between the optimal ignition angle and the ignition angle that meets the torque required by the vehicle controller, taking into account both smoothness and power response. The control diagram is shown in FIG. Figure 5 shown.

[0079] According to the vehicle engine torque control method proposed in the embodiment of the present application, when the vehicle is in hybrid mode, the first thrust angle flag of the vehicle controller and the corresponding engine initial distribution torque, the second thrust angle flag of the engine control unit and the corresponding engine base torque are obtained, and the engine is judged to be in a steady-state driving state. Then, if the engine is in a steady-state driving state, the first target torque of the engine torque is determined based on the first thrust angle flag and the second thrust angle flag, and the engine output is controlled according to the first target torque. Otherwise, the second target torque of the engine is determined based on the engine base torque and the engine initial distribution torque, and the engine output is controlled according to the second target torque. This method can accurately control the engine torque, suppress torque fluctuations, and take into account the stability and torque response accuracy of the engine during operation, thereby achieving good drivability of the parallel mode vehicle and improving driving comfort. Thus, it solves the problems in the related art that the vehicle controller is unclear about the operating point of the engine's optimal combustion stability, causing the engine operating point to deviate from the optimal combustion stability point, resulting in poor combustion stability. In addition, there is a communication delay between the vehicle controller and the engine control unit, which causes parameters such as the ignition angle when the engine control unit controls the engine to fluctuate, resulting in unstable engine operation and poor vehicle ride comfort.

[0080] Next, a vehicle engine torque control device proposed in accordance with an embodiment of the present application will be described with reference to the accompanying drawings.

[0081] Figure 6 This is a schematic structural diagram of a vehicle engine torque control device provided according to an embodiment of the present application.

[0082] like Figure 6 As shown, the vehicle engine torque control device 10 includes: an acquisition module 100 , a judgment module 200 and a control module 300 .

[0083] Among them, the acquisition module 100 is used to obtain at least one of the first thrust angle flag of the vehicle controller and the corresponding initial engine distribution torque, and the second thrust angle flag of the engine control unit and the corresponding engine basic torque when the vehicle is in hybrid mode.

[0084] The judgment module 200 is used to judge whether the engine is in a steady-state driving state based on at least one of the engine basic torque, the engine initial distributed torque, the first thrust angle flag and the second thrust angle flag.

[0085] The control module 300 is used to determine the first target torque of the engine torque based on the first thrust angle flag and the second thrust angle flag when the engine is in a steady-state driving state, and control the engine output according to the first target torque; otherwise, it determines the second target torque of the engine based on the engine base torque and the engine initial distributed torque, and controls the engine output according to the second target torque.

[0086] Optionally, in one embodiment of the present application, the control module 300 includes: a first judgment unit, a first determination unit, and a second determination unit.

[0087] The first judging unit is configured to judge whether the first push angle flag and the second push angle flag are respectively first flag values.

[0088] The first determining unit is configured to determine that the first target torque is the engine base torque when the first push angle flag is the first flag value and the second push angle flag is the first flag value.

[0089] The second determining unit is configured to determine that the first target torque is the initial distributed torque of the engine when the first push angle flag is not the first flag value but the second flag value, and the second push angle flag is not the first flag value but the second flag value.

[0090] Optionally, in one embodiment of the present application, the first judgment unit includes: a calculation subunit, a judgment subunit, a first judgment subunit and a second judgment subunit.

[0091] The calculation subunit is used to calculate the difference between the engine base torque and the engine initial distribution torque based on the engine base torque and the engine initial distribution torque.

[0092] The judgment subunit is used to judge whether the difference is less than a preset threshold.

[0093] The first determination subunit is configured to determine that the first push angle flag and the second push angle flag are a first flag value when the difference is smaller than a preset threshold.

[0094] The second determination subunit is configured to determine that the first push angle flag and the second push angle flag are not the first flag value when the difference is greater than or equal to a preset threshold.

[0095] Optionally, in one embodiment of the present application, the control module 300 includes: a second judgment unit, a first adjustment unit, and a second adjustment unit.

[0096] The second judgment unit is used to judge whether the engine is in a preset working state.

[0097] The first adjustment unit is used to determine that the engine is not in a thrust angle control state when the engine is in a preset working state, and adjust the second target torque from the engine base torque to the engine initial distribution torque.

[0098] The second adjustment unit is used to determine that the engine is in a thrust angle control state when the engine is not in a preset working state, and adjust the second target torque from the engine initial distribution torque to the engine basic torque.

[0099] Optionally, in one embodiment of the present application, the second judgment unit includes: a first acquisition subunit, a second acquisition subunit and a judgment subunit.

[0100] Among them, the first acquisition subunit is used to obtain the thrust angle torque of the vehicle controller.

[0101] The second acquisition subunit is used to obtain the hardware information, working condition information of the engine and the torque information of the drive motor.

[0102] The judgment subunit is used to judge whether the engine is in a preset working state based on at least one of the thrust angle torque, hardware information, working condition information and torque information.

[0103] It should be noted that the above explanation of the embodiment of the vehicle engine torque control method is also applicable to the vehicle engine torque control device of this embodiment, and will not be repeated here.

[0104] According to the vehicle engine torque control device proposed in the embodiment of the present application, when the vehicle is in hybrid mode, the first thrust angle flag of the vehicle controller and the corresponding engine initial distribution torque, the second thrust angle flag of the engine control unit and the corresponding engine base torque are obtained, and the engine is judged to be in a steady-state driving state. Then, if the engine is in a steady-state driving state, the first target torque of the engine torque is determined based on the first thrust angle flag and the second thrust angle flag, and the engine output is controlled according to the first target torque. Otherwise, the second target torque of the engine is determined based on the engine base torque and the engine initial distribution torque, and the engine output is controlled according to the second target torque. This can accurately control the engine torque, suppress torque fluctuations, and take into account the stability and torque response accuracy of the engine during operation, thereby achieving good drivability of the parallel mode vehicle and improving driving comfort. Thus, it solves the problems in the related art that the vehicle controller is unclear about the operating point of the engine's optimal combustion stability, causing the engine operating point to deviate from the optimal combustion stability point, resulting in poor combustion stability. In addition, there is a communication delay between the vehicle controller and the engine control unit, which causes parameters such as the ignition angle when the engine control unit controls the engine to fluctuate, resulting in unstable engine operation and poor vehicle ride comfort.

[0105] Figure 7 This is a schematic diagram of the structure of a vehicle provided according to an embodiment of the present application. The vehicle may include: Memory 701 , processor 702 , and computer programs stored in the memory 701 and executable on the processor 702 .

[0106] When the processor 702 executes the program, the vehicle engine torque control method provided in the above embodiment is implemented.

[0107] Furthermore, the vehicle further comprises: The communication interface 703 is used for communication between the memory 701 and the processor 702 .

[0108] The memory 701 is used to store computer programs that can be run on the processor 702 .

[0109] The memory 701 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0110] If the memory 701, processor 702, and communication interface 703 are implemented independently, the communication interface 703, memory 701, and processor 702 can be interconnected via a bus to communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Buses can be divided into address buses, data buses, control buses, etc. For ease of representation, Figure 7 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0111] Optionally, in a specific implementation, if the memory 701, the processor 702 and the communication interface 703 are integrated on a chip, the memory 701, the processor 702 and the communication interface 703 can communicate with each other through an internal interface.

[0112] The processor 702 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0113] This embodiment also provides a computer-readable storage medium having a computer program stored thereon. When the program is executed by a processor, the above-mentioned vehicle engine torque control method is implemented.

[0114] An embodiment of the present application also provides a computer program product, including a computer program, which, when executed, is used to implement the above vehicle engine torque control method.

[0115] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0116] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0117] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing a custom logical function or process step, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed in a different order than shown or discussed, including performing functions in a substantially simultaneous manner or in a reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application pertain.

[0118] The logic and / or steps represented in a flowchart or otherwise described herein, for example, can be considered a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" is any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (not exhaustive) of computer-readable media include: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically by optically scanning the paper or other medium and then editing, interpreting, or otherwise processing in a suitable manner as necessary, and then storing it in a computer memory.

[0119] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiment, the N steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having logic gate circuits for implementing logical functions on data signals, an application-specific integrated circuit having suitable combinational logic gate circuits, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0120] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0121] In addition, the functional units in the various embodiments of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into a module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0122] The storage medium mentioned above may be a read-only memory, a magnetic disk, or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application. Persons skilled in the art may make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present application.

Claims

1. A method for controlling vehicle engine torque, characterized in that: The following steps are involved: When the vehicle is in a hybrid mode, obtaining at least one of a first thrust angle flag of a vehicle controller and a corresponding initial engine distribution torque, and a second thrust angle flag of an engine control unit and a corresponding engine basic torque; determining whether the engine is in a steady-state driving state based on at least one of the engine base torque, the engine initial distributed torque, the first thrust angle flag, and the second thrust angle flag; If the engine is in the steady-state driving state, the first target torque of the engine torque is determined based on the first push angle flag and the second push angle flag, and the engine output is controlled according to the first target torque; otherwise, the second target torque of the engine is determined based on the engine base torque and the engine initial distributed torque, and the engine output is controlled according to the second target torque.

2. The method according to claim 1, characterized in that The determining the first target torque of the engine torque based on the first thrust angle flag and the second thrust angle flag includes: Determine whether the first push angle flag and the second push angle flag are first flag values ​​respectively; If the first thrust angle flag is the first flag value, and the second thrust angle flag is the first flag value, determining that the first target torque is the engine base torque; If the first push angle flag is not the first flag value but the second flag value, and the second push angle flag is not the first flag value but the second flag value, the first target torque is determined to be the engine initial distributed torque.

3. The method according to claim 2, characterized in that The determining whether the first push angle flag and the second push angle flag are respectively first flag values ​​includes: calculating a difference between the engine base torque and the engine initial distributed torque based on the engine base torque and the engine initial distributed torque; Determining whether the difference is less than a preset threshold; If the difference is less than the preset threshold, determining that the first push angle flag and the second push angle flag are the first flag value; If the difference is greater than or equal to the preset threshold, it is determined that the first push angle flag and the second push angle flag are not the first flag value.

4. The method according to claim 1, wherein The determining the second target torque of the engine based on the engine base torque and the engine initial distributed torque, and controlling the engine output according to the second target torque, includes: determining whether the engine is in a preset working state; If the engine is in the preset operating state, determining that the engine is not in the thrust angle control state, and adjusting the second target torque from the engine base torque to the engine initial distributed torque; If the engine is not in the preset operating state, it is determined that the engine is in the thrust angle control state, and the second target torque is adjusted from the engine initial distributed torque to the engine basic torque.

5. The method according to claim 4, characterized in that The determining whether the engine is in a preset working state includes: Obtaining the thrust angle torque of the vehicle controller; Obtaining hardware information, operating condition information, and torque information of the drive motor of the engine; Based on at least one of the thrust angle torque, the hardware information, the operating condition information, and the torque information, it is determined whether the engine is in the preset operating state.

6. A vehicle engine torque control device, characterized in that: include: An acquisition module, configured to acquire, when the vehicle is in a hybrid mode, at least one of a first thrust angle flag of a vehicle controller and a corresponding initial engine distribution torque, and a second thrust angle flag of an engine control unit and a corresponding basic engine torque; a judgment module, configured to judge whether the engine is in a steady-state driving state based on at least one of the engine base torque, the engine initial distributed torque, the first thrust angle flag, and the second thrust angle flag; A control module is used to determine a first target torque of the engine torque based on the first push angle flag and the second push angle flag when the engine is in the steady-state driving state, and control the engine output according to the first target torque; otherwise, determine a second target torque of the engine based on the engine base torque and the engine initial distributed torque, and control the engine output according to the second target torque.

7. The device according to claim 6, characterized in that The control module includes: a first judging unit, configured to judge whether the first pushing angle flag and the second pushing angle flag are respectively first flag values; a first determining unit, configured to determine that the first target torque is the engine base torque when the first push angle flag is the first flag value and the second push angle flag is the first flag value; The second determining unit is configured to determine that the first target torque is the initial distributed torque of the engine when the first push angle flag is not the first flag value but the second flag value, and the second push angle flag is not the first flag value but the second flag value.

8. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle engine torque control method according to any one of claims 1 to 5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the vehicle engine torque control method according to any one of claims 1 to 5.

10. A computer program product, characterized in that The invention comprises a computer program, which, when executed, is used to implement the vehicle engine torque control method according to any one of claims 1 to 5.

Images