Engine torque filter state determination method and apparatus, vehicle, and storage medium

Abstract

The application relates to the technical field of vehicles, in particular to an engine torque filtering state determination method and device, a vehicle and a storage medium, wherein the method comprises the following steps: acquiring vehicle state data and demand torque data at a current time; extracting air path demand torque and fire path demand torque in the demand torque data; calculating demand torque deviation based on the air path demand torque and the fire path demand torque; inputting the vehicle state data and the demand torque deviation into multiple engine control units; the multiple engine control units output respective predicted torque filtering states of the engine; determining a final torque filtering state of the engine based on the respective predicted torque filtering states of the engine output by the multiple engine control units; and filtering the output torque of the engine by using the final torque filtering state. Thus, the problems, such as inaccurate determination of the torque filtering state of the engine, in the related art are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, apparatus, vehicle, and storage medium for determining engine torque filtering status. Background Technology

[0002] The VCU (Vehicle Control Unit) serves as the control center of a hybrid vehicle, responsible for coordinating and distributing the torque output of each power source. As one of the vehicle's power sources, the engine requires the ECU (Engine Control Unit) to determine the vehicle's torque filtering requirements (acceleration and deceleration) based on parameters such as the vehicle's operating conditions, the VCU's torque request, and the engine's current speed and actual torque. Then, based on the filtering requirements, the ECU uses a coordinated air and fuel circuit strategy to ensure the engine's precise response to the VCU's torque request, guaranteeing a smooth driving experience.

[0003] Existing engine torque filtering control methods generally determine the engine torque filtering state by observing changes in pedal opening. This approach is mostly used in traditional gasoline vehicles with a single controller and is not suitable for hybrid architectures with dual ECUs, leading to inaccurate torque state filtering determination. Furthermore, in the vehicle network architecture of a hybrid system with dual ECUs, both the primary and secondary ECUs can simultaneously receive messages from the VCU regarding engine torque requirements. However, only the primary ECU is responsible for sending messages related to engine speed and actual torque, and for independently judging the data it acquires. The secondary ECU does not participate in the judgment process, potentially resulting in inaccurate engine torque state filtering determination. Summary of the Invention

[0004] This application provides a method, apparatus, vehicle, and storage medium for determining the torque filtering state of an engine, in order to solve the problems of inaccurate determination of the torque filtering state of an engine in related technologies.

[0005] The first aspect of this application provides a method for determining the torque filtering state of an engine, comprising the following steps: acquiring vehicle state data and demand torque data at the current moment; extracting the air circuit demand torque and the fuel circuit demand torque from the demand torque data; calculating the demand torque deviation based on the air circuit demand torque and the fuel circuit demand torque; inputting the vehicle state data and the demand torque deviation into multiple engine control units; the multiple engine control units outputting their respective predicted torque filtering states of the engine; determining the final torque filtering state of the engine based on the predicted torque filtering states of the engine output by the multiple engine control units; and using the final torque filtering state to filter the engine output torque.

[0006] Optionally, the final torque filtering state of the engine is determined based on the torque filtering states predicted by the multiple engine control units, including: if the torque filtering states predicted by the multiple engine control units are the same, then the final torque filtering state of the engine is determined to be the torque filtering state predicted by the multiple engine control units; if the torque filtering states predicted by the multiple engine control units are different, then the final torque filtering state of the engine is determined to be a state without torque filtering.

[0007] Optionally, the demand torque deviation includes a first demand torque deviation and a second demand torque deviation. The demand torque deviation is calculated based on the gas circuit demand torque and the fire circuit demand torque, including: subtracting the gas circuit demand torque and the fire circuit demand torque to obtain the first demand torque deviation; and subtracting the fire circuit demand torque and the gas circuit demand torque to obtain the second demand torque deviation.

[0008] Optionally, the torque filtering state includes a torque acceleration filtering state, a torque deceleration filtering state, and a no-torque filtering state. Vehicle state data and the required torque deviation are input to multiple engine control units, which output their respective predicted engine torque filtering states. This includes: acquiring engine data from each engine control unit; if the engine state data, the required torque difference, and the vehicle state data meet a first enabling condition but do not meet a first preset condition, then the engine torque filtering state is determined to be a torque acceleration filtering state; if the engine state data, the required torque difference, and the vehicle state data meet a second enabling condition but do not meet a second preset condition, then the engine torque filtering state is determined to be a torque deceleration filtering state.

[0009] Optionally, vehicle status data includes vehicle speed and transmission gear, while engine status data includes engine speed, actual engine torque, actual engine intake load, and minimum engine intake load.

[0010] Optionally, the first enabling condition is: the first required torque deviation is greater than the upper limit threshold of torque deviation; the first preset condition includes the following: the vehicle speed is less than the lower limit threshold of vehicle speed or the vehicle speed is greater than the upper limit threshold of vehicle speed; the gearbox is in neutral or park; the engine speed is less than the lower limit threshold of engine speed or greater than the upper limit threshold of engine speed; the first required torque deviation is less than the lower limit threshold of torque deviation; the vehicle's cruise control function is activated.

[0011] Optionally, the second enabling condition is: the second required torque deviation is greater than the upper limit threshold of torque deviation; the second preset condition includes the following: the torque acceleration filter flag is activated; the gearbox is in neutral or park; the deviation between the actual intake load and the minimum intake load of the engine is less than the intake load deviation threshold; the vehicle speed is less than the lower limit threshold of vehicle speed; the engine speed is less than the lower limit threshold of engine speed; the vehicle's cruise control function is activated; the second required torque deviation is less than the lower limit threshold of torque deviation.

[0012] A second aspect of this application provides an engine torque filtering state determination device, comprising: an acquisition module for acquiring vehicle state data and demand torque data at the current moment; an extraction module for extracting the air circuit demand torque and the ignition circuit demand torque from the demand torque data; a calculation module for calculating the demand torque deviation based on the air circuit demand torque and the ignition circuit demand torque, inputting the vehicle state data and the demand torque deviation into multiple engine control units, and having the multiple engine control units output their respective predicted engine torque filtering states; and a determination module for determining the final engine torque filtering state based on the predicted engine torque filtering states output by the multiple engine control units, and using the final torque filtering state to filter the engine output torque.

[0013] Optionally, the determining module is further configured to: if the torque filtering states of the engine predicted by the multiple engine control units are the same, then determine the final torque filtering state of the engine as the torque filtering state predicted by the multiple engine control units; if the torque filtering states of the engine predicted by the multiple engine control units are different, then determine the final torque filtering state of the engine as a state without torque filtering.

[0014] Optionally, the required torque deviation includes a first required torque deviation and a second required torque deviation. The calculation module is further used to: obtain the first required torque deviation by subtracting the required torque of the gas circuit and the required torque of the fire circuit; and obtain the second required torque deviation by subtracting the required torque of the fire circuit and the required torque of the gas circuit.

[0015] Optionally, the torque filtering state includes a torque acceleration filtering state, a torque deceleration filtering state, and a no-torque filtering state. The calculation module is further used to: acquire engine data from each engine control unit; if the engine state data, the required torque difference, and the vehicle state data meet a first enabling condition but do not meet a first preset condition, then determine that the engine's torque filtering state is a torque acceleration filtering state; if the engine state data, the required torque difference, and the vehicle state data meet a second enabling condition but do not meet a second preset condition, then determine that the engine's torque filtering state is a torque deceleration filtering state.

[0016] Optionally, vehicle status data includes vehicle speed and transmission gear, while engine status data includes engine speed, actual engine torque, actual engine intake load, and minimum engine intake load.

[0017] Optionally, the first enabling condition is: the first required torque deviation is greater than the upper limit threshold of torque deviation; the first preset condition includes the following: the vehicle speed is less than the lower limit threshold of vehicle speed or the vehicle speed is greater than the upper limit threshold of vehicle speed; the gearbox is in neutral or park; the engine speed is less than the lower limit threshold of engine speed or greater than the upper limit threshold of engine speed; the first required torque deviation is less than the lower limit threshold of torque deviation; the vehicle's cruise control function is activated.

[0018] Optionally, the second enabling condition is: the second required torque deviation is greater than the upper limit threshold of torque deviation; the second preset condition includes the following: the torque acceleration filter flag is activated; the gearbox is in neutral or park; the deviation between the actual intake load and the minimum intake load of the engine is less than the intake load deviation threshold; the vehicle speed is less than the lower limit threshold of vehicle speed; the engine speed is less than the lower limit threshold of engine speed; the vehicle's cruise control function is activated; the second required torque deviation is less than the lower limit threshold of torque deviation.

[0019] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to perform the engine torque filtering state determination method as described in the above embodiments.

[0020] A fourth aspect of this application provides a computer-readable storage medium having a computer program or instructions stored thereon, which are executed by a processor to perform the engine torque filtering state determination method as described above.

[0021] Therefore, this application has at least the following beneficial effects:

[0022] This application embodiment can determine the predicted engine torque filtering state by each engine control unit based on vehicle status data and demand torque deviation, and determine the final engine torque filtering state based on the predicted engine torque filtering state of each engine control unit. This improves the accuracy of engine torque filtering state determination, thereby improving the precision and smoothness of engine output torque. Thus, it solves the technical problem of inaccurate engine torque filtering state determination in related technologies.

[0023] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0024] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0025] Figure 1 This is a flowchart of the engine torque filtering state determination method provided according to an embodiment of this application;

[0026] Figure 2 This is a schematic diagram illustrating the determination of the acceleration filter state according to an embodiment of this application;

[0027] Figure 3 This is a schematic diagram illustrating the determination of deceleration filtering state according to an embodiment of this application;

[0028] Figure 4 This is a control block diagram of the engine torque filtering state determination method provided according to a specific embodiment of this application;

[0029] Figure 5 This is a flowchart of an engine torque filtering state determination method provided according to a specific embodiment of this application;

[0030] Figure 6 This is an example diagram of an engine torque filtering state determination device provided according to an embodiment of this application;

[0031] Figure 7 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0032] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0033] The following description, with reference to the accompanying drawings, outlines an engine torque filtering state determination method, apparatus, vehicle, and storage medium according to embodiments of this application. Addressing the issue of inaccurate engine torque filtering state determination in existing methods mentioned in the background section, this application provides an engine torque filtering state determination method. In this method, each engine control unit determines its predicted engine torque filtering state based on vehicle state data and required torque deviation. The final engine torque filtering state is then determined based on each engine control unit's predicted engine torque filtering state, improving the accuracy of engine torque filtering state determination and consequently enhancing the precision and smoothness of engine output torque. This solves the problem of inaccurate engine torque filtering state determination in related technologies.

[0034] Specifically, Figure 1 This is a flowchart illustrating a method for determining the state of engine torque filtering provided in an embodiment of this application.

[0035] like Figure 1 As shown, the method for determining the engine torque filtering state includes the following steps:

[0036] In step S101, the vehicle status data and required torque data at the current moment are obtained.

[0037] The vehicle status data includes vehicle speed and transmission gear position. Vehicle status data and required torque data can be obtained through the vehicle's CAN (Controller Area Network) communication network.

[0038] In step S102, the gas circuit demand torque and the fire circuit demand torque are extracted from the demand torque data.

[0039] The torque demand data in this application embodiment includes the VCU's torque demand for the engine's air circuit and torque demand for the fuel circuit.

[0040] In step S103, the required torque deviation is calculated based on the required torque of the air circuit and the required torque of the fire circuit. The vehicle status data and the required torque deviation are input into multiple engine control units, and the multiple engine control units output their respective predicted engine torque filtering states.

[0041] The required torque deviation includes a first required torque deviation and a second required torque deviation; multiple engine control units may include a main ECU and a secondary ECU; torque filtering states include torque acceleration filtering state, torque deceleration filtering state, and no torque filtering state.

[0042] It is understood that the embodiments of this application can calculate the required torque deviation based on the required torque of the air circuit and the required torque of the fire circuit, and input the vehicle status data and the required torque deviation into multiple engine control units, and the multiple engine control units output their respective predicted engine torque filtering status.

[0043] In this embodiment of the application, the required torque deviation is calculated based on the gas circuit required torque and the fire circuit required torque, including: subtracting the gas circuit required torque and the fire circuit required torque to obtain a first required torque deviation; and subtracting the fire circuit required torque and the gas circuit required torque to obtain a second required torque deviation.

[0044] Specifically, the first required torque deviation = gas circuit required torque - fire circuit required torque;

[0045] Second required torque deviation = fire circuit required torque - gas circuit required torque.

[0046] In this embodiment, the torque filtering state includes a torque acceleration filtering state, a torque deceleration filtering state, and a no-torque filtering state. Vehicle state data and the required torque deviation are input to multiple engine control units, and the multiple engine control units output their respective predicted engine torque filtering states. This includes: acquiring engine data from each engine control unit; if the engine state data, the required torque difference, and the vehicle state data meet a first enabling condition but do not meet a first preset condition, then the engine torque filtering state is determined to be a torque acceleration filtering state; if the engine state data, the required torque difference, and the vehicle state data meet a second enabling condition but do not meet a second preset condition, then the engine torque filtering state is determined to be a torque deceleration filtering state; otherwise, the engine torque filtering state is a no-torque filtering state.

[0047] The engine status data includes engine speed, actual engine torque, actual engine intake load, and minimum engine intake load. The engine status data is obtained from the engine control unit.

[0048] It is understood that, in the embodiments of this application, the torque filtering state of the corresponding engine can be determined based on the state data obtained internally by each engine control unit, the difference in required torque, and the vehicle state data, thereby determining the engine torque filtering state output by each engine control unit.

[0049] Specifically, when the engine status data, the required torque difference, and the vehicle status data meet the first enabling condition but do not meet the first preset condition, the engine torque filtering state is determined to be the torque acceleration filtering state. When the engine status data, the required torque difference, and the vehicle status data meet the second enabling condition but do not meet the second preset condition, the engine torque filtering state is determined to be the deceleration filtering state. Otherwise, it is the state without torque filtering.

[0050] In this embodiment, the first enabling condition is: the first required torque deviation is greater than the upper limit threshold of torque deviation; the first preset condition includes the following: the vehicle speed is less than the lower limit threshold of vehicle speed or the vehicle speed is greater than the upper limit threshold of vehicle speed; the gearbox is in neutral or park; the engine speed is less than the lower limit threshold of engine speed or greater than the upper limit threshold of engine speed; the first required torque deviation is less than the lower limit threshold of torque deviation; the vehicle's cruise control function is activated.

[0051] Among them, the upper limit threshold of torque deviation can be obtained by looking up a two-dimensional chart of engine speed and actual torque; the lower limit threshold of torque deviation can be obtained by looking up a one-dimensional chart of actual torque; the upper limit threshold of vehicle speed, the lower limit threshold of engine speed, and the upper limit threshold of engine speed are all determined according to specific circumstances.

[0052] Specifically, such as Figure 2As shown, the engine torque acceleration filtering judgment in this embodiment includes: firstly, setting the enabling condition for torque acceleration filtering as a first requirement torque deviation greater than the upper limit threshold of torque deviation obtained by looking up a two-dimensional chart based on engine speed and actual torque. Then, setting the exit conditions for torque acceleration filtering as follows: 1. Vehicle speed is less than the lower limit threshold or greater than the upper limit threshold; 2. Gear is in N or P gear; 3. Engine speed is less than the lower limit threshold or greater than the upper limit threshold; 4. The first requirement torque deviation is less than the lower limit threshold of torque deviation obtained by looking up a one-dimensional chart based on actual torque; 5. Cruise control is activated. When any one of the above five acceleration filtering exit conditions is met, the engine torque acceleration filtering flag is not activated; the engine torque acceleration filtering flag is activated only when torque acceleration filtering is enabled and all five exit conditions are not met.

[0053] In this embodiment, the second enabling condition is: the second required torque deviation is greater than the upper limit threshold of torque deviation; the second preset condition includes the following: the torque acceleration filter flag is activated; the gearbox is in neutral or park; the deviation between the actual intake load and the minimum intake load of the engine is less than the intake load deviation threshold; the vehicle speed is less than the lower limit threshold of vehicle speed; the engine speed is less than the lower limit threshold of engine speed; the vehicle's cruise control function is activated; and the second required torque deviation is less than the lower limit threshold of torque deviation.

[0054] Wherein, the intake load deviation threshold = actual intake load - minimum allowable intake load under current operating conditions.

[0055] Specifically, such as Figure 3 As shown, the engine torque deceleration filtering judgment in this embodiment includes: firstly, setting the enabling condition for torque deceleration filtering: the second required torque deviation is greater than the upper limit threshold of the deceleration filtering torque deviation. Then, setting the exit conditions for torque deceleration filtering: 1. The torque acceleration filtering flag is activated; 2. The gear position is N or P; 3. The deviation between the actual engine intake load and the minimum allowable intake load is less than the intake load deviation threshold; 4. The vehicle speed is less than the lower vehicle speed threshold; 5. The engine speed is less than the lower speed threshold; 6. Cruise control is activated; 7. The second required torque deviation is less than the lower limit threshold of the deceleration filtering torque deviation obtained from a one-dimensional chart based on the actual torque. When any one of the above seven deceleration filtering exit conditions is met, the engine torque deceleration filtering flag is not activated; the engine torque deceleration filtering flag is activated only when all seven exit conditions are not met while torque deceleration filtering is enabled.

[0056] In step S104, based on the predicted torque filtering states of the engine output by multiple engine control units, the final torque filtering state of the engine is determined, and the engine output torque is filtered using the final torque filtering state.

[0057] Specifically, the embodiments of this application can determine the final torque filtering state of the engine based on the predicted torque filtering state of the engine output by multiple engine control units, thereby improving the accuracy of the determination of the engine torque filtering state, and using the final torque filtering state to filter the engine output torque, thereby improving the accuracy and smoothness of the engine output torque.

[0058] In this embodiment of the application, the final torque filtering state of the engine is determined based on the torque filtering state predicted by each of the multiple engine control units, including: if the torque filtering states predicted by the multiple engine control units are the same, then the final torque filtering state of the engine is determined to be the torque filtering state predicted by the multiple engine control units; if the torque filtering states predicted by the multiple engine control units are different, then the final torque filtering state of the engine is determined to be a state without torque filtering.

[0059] It is understood that, in the embodiments of this application, when the torque filtering states of the engine predicted by multiple engine control units are the same, the final torque filtering state of the engine is determined to be the torque filtering state predicted by the engine control unit; otherwise, the final torque filtering state of the engine is determined to be a state without torque filtering, so as to improve the accuracy of the determination of the engine torque filtering state and thus improve the accuracy of the engine output torque.

[0060] Multiple engine control units can communicate with each other via a private CAN communication network, sending their predicted engine torque filtering status to each other to further determine the final engine torque filtering status.

[0061] Taking the primary and secondary ECUs as an example, the primary and secondary ECUs transmit their respective first determination results of torque filtering status through a private CAN communication network. The primary and secondary ECUs use the received torque filtering status as their respective second determination results, and output the final torque filtering status based on the first and second determination results, ensuring that the filtering status of the primary and secondary ECUs is consistent.

[0062] The engine torque filter state determination method of this application is described below through a specific embodiment, taking the determination of engine torque filter state in a hybrid P2 configuration with dual ECU control as an example. Figure 4 As shown, Figure 4 The engine torque filtering state control block diagram provided in this application mainly includes the following components:

[0063] Communication Unit 10: Obtains message information such as current vehicle speed, transmission gear, VCU's air circuit torque requirement and fire circuit torque requirement for the engine through the vehicle's CAN communication network;

[0064] Acquisition Unit 20: Acquires state parameters such as engine speed and actual torque under the current operating conditions from inside the engine control unit;

[0065] Calculation unit 30: Calculates the required torque deviation value 1 and required torque deviation value 2 based on the VCU's requirements for the engine's air circuit torque and fire circuit torque.

[0066] Judgment Unit 40: Based on parameters such as required torque deviation value 1, required torque deviation value 2, and actual engine torque, it completes the first determination of the torque filtering status of the main and auxiliary ECUs respectively;

[0067] Communication unit 50: Through the private CAN communication network between the main and auxiliary ECUs, the first determination result of the torque filtering status of the main and auxiliary ECUs is transmitted to each other, and the torque filtering status received from the other party is used as the second determination result of each.

[0068] Output unit 60: Outputs the final torque filtering state based on the first and second determination results of the torque filtering state, ensuring that the filtering states of the main and auxiliary ECUs are consistent.

[0069] The following is combined with Figure 4 This embodiment describes the method for determining the engine torque filtering state under dual ECU control in a hybrid P2 configuration. The specific process is as follows: Figure 5 As shown, it includes the following steps:

[0070] S100: Reads vehicle CAN network messages and internal parameters of main and auxiliary ECUs.

[0071] It acquires information such as current vehicle speed, transmission gear, VCU's demand for engine air circuit torque, and ignition circuit torque, as well as ECU internal parameters such as engine speed, actual torque, actual intake load, and minimum allowable intake load under current operating conditions.

[0072] S110: Calculation of required torque deviation value.

[0073] Calculate the required torque deviation value 1 (i.e., the first required torque difference) and the required torque deviation value 2 (i.e., the first required torque difference) based on the gas circuit torque requirement and the fire circuit torque requirement of the VCU.

[0074] The torque deviation value between the gas and fire circuits is 1 = gas circuit torque requirement - fire circuit torque requirement;

[0075] The torque deviation value of the gas and fire circuits is 2 = fire circuit torque demand - gas circuit torque demand.

[0076] S120: Engine torque acceleration filter judgment.

[0077] First, set the enabling condition for torque acceleration filtering: the torque deviation value of the air and combustion circuits must be greater than the upper limit threshold of torque deviation obtained from a two-dimensional chart based on engine speed and actual torque. Then, set the deactivation conditions for torque acceleration filtering: 1. Vehicle speed is less than the lower speed limit or greater than the upper speed limit; 2. Gear is in neutral (N) or park (P); 3. Engine speed is less than the lower speed limit or greater than the upper speed limit; 4. The torque deviation value of the air and combustion circuits must be less than the lower limit threshold of torque deviation obtained from a one-dimensional chart based on actual torque; 5. Cruise control is activated. When any one of the above five deactivation conditions is met, the engine torque acceleration filtering flag is not activated; the engine torque acceleration filtering flag is activated only when torque acceleration filtering is enabled and all five deactivation conditions are not met.

[0078] S130: Engine torque deceleration filter judgment.

[0079] First, set the enabling condition for torque deceleration filtering: the deviation value of the required torque between the air and combustion circuits (comparing combustion circuit torque to air circuit torque) is greater than the upper limit threshold for deceleration filter torque deviation. Then, set the deactivation conditions for torque deceleration filtering: 1. Torque acceleration filtering flag activated; 2. Gear position is N or P; 3. The deviation between the actual engine intake load and the minimum allowable intake load is less than the intake load deviation threshold; 4. Vehicle speed is less than the lower vehicle speed threshold; 5. Engine speed is less than the lower engine speed threshold; 6. Cruise control is activated; 7. The deviation value of the required torque between the air and combustion circuits is less than the lower limit threshold for deceleration filter torque deviation obtained from a one-dimensional chart based on the actual torque. When any one of the above 7 deceleration filter deactivation conditions is met, the engine torque deceleration filter flag is not activated; the engine torque deceleration filter flag is activated only when all 7 deactivation conditions are not met while torque deceleration filtering is enabled.

[0080] Wherein, intake load deviation value = actual intake load - minimum allowable intake load under current operating conditions.

[0081] S140: Output the first determination result of the torque filtering status of the main and auxiliary ECUs. The main and auxiliary ECUs simultaneously complete the determination of engine torque acceleration or deceleration filtering through the above calculation steps, and output the first determination result of the filtering status, which includes the following three types: torque acceleration filtering activated, torque deceleration filtering activated, and torque without filtering.

[0082] S150: Private CAN message communication for torque filtering status of main and auxiliary ECUs.

[0083] Through the private CAN message communication function of the main and auxiliary ECUs, the first determination result of the torque filtering status of the main and auxiliary ECUs is transmitted to each other (the main ECU transmits to the auxiliary ECU and the auxiliary ECU transmits to the main ECU at the same time); the torque filtering flag read by the main and auxiliary ECUs is used as the second determination result.

[0084] S160: The main and auxiliary ECUs complete the final torque filtering state output based on the first determination result of torque filtering and the second determination result obtained through communication. The current torque filtering state is output as the final torque filtering state only when the first and second determination results of torque filtering are the same; otherwise, the output "No torque filtering request" is output as the final torque filtering state output.

[0085] In summary, in this embodiment, the primary and secondary ECUs obtain the VCU's torque requirements for the engine's air and combustion circuits via the vehicle's CAN communication network. They then preliminarily determine whether the engine's acceleration or deceleration torque filtering state is activated based on parameters such as the air and combustion circuit torque requirements, engine speed, and the actual torque calculated internally by the ECU. The primary and secondary ECUs then transmit the torque filtering status via private CAN communication. Finally, based on their respective preliminary determinations of the torque filtering state and the received status information from the other, the primary and secondary ECUs complete the final determination of the acceleration or deceleration torque filtering state. This not only enables coordinated operation between the primary and secondary ECUs, ensuring real-time joint control, but also improves the smoothness and accuracy of the V-type engine's shaft-end output torque.

[0086] According to the engine torque filtering state determination method proposed in the embodiments of this application, each engine control unit can determine its own predicted engine torque filtering state based on vehicle state data and demand torque deviation, and determine the final engine torque filtering state based on the predicted engine torque filtering state of each engine control unit. This improves the accuracy of engine torque filtering state determination, thereby improving the accuracy and smoothness of engine output torque.

[0087] Next, the engine torque filtering state determination device according to the embodiments of this application is described with reference to the accompanying drawings.

[0088] Figure 6 This is a block diagram of an engine torque filtering state determination device according to an embodiment of this application.

[0089] like Figure 6 As shown, the engine torque filter state determination device 70 includes: an acquisition module 100, an extraction module 200, a calculation module 300, and a determination module 400.

[0090] The acquisition module 100 is used to acquire the vehicle status data and demand torque data at the current moment; the extraction module 200 is used to extract the air circuit demand torque and the fire circuit demand torque from the demand torque data; the calculation module 300 is used to calculate the demand torque deviation based on the air circuit demand torque and the fire circuit demand torque, and inputs the vehicle status data and the demand torque deviation into multiple engine control units, and the multiple engine control units output their respective predicted engine torque filtering states; the determination module 400 is used to determine the final engine torque filtering state based on the predicted engine torque filtering states output by the multiple engine control units, and uses the final torque filtering state to filter the engine output torque.

[0091] In this embodiment of the application, the determining module 400 is further configured to: if the torque filtering state of the engine predicted by the multiple engine control units is the same, then determine the final torque filtering state of the engine as the torque filtering state predicted by the multiple engine control units; if the torque filtering states of the engine predicted by the multiple engine control units are different, then determine the final torque filtering state of the engine as no torque filtering.

[0092] In this embodiment of the application, the required torque deviation includes a first required torque deviation and a second required torque deviation.

[0093] In this embodiment of the application, the calculation module 300 is further configured to: obtain a first demand torque deviation by subtracting the gas circuit demand torque from the fire circuit demand torque; and obtain a second demand torque deviation by subtracting the fire circuit demand torque from the gas circuit demand torque.

[0094] In the embodiments of this application, the torque filtering state includes torque acceleration filtering state, torque deceleration filtering state, and no torque filtering state.

[0095] In this embodiment of the application, the calculation module 300 is further configured to: acquire engine data of each engine control unit; if the engine status data, the demand torque difference, and the vehicle status data meet the first enabling condition but do not meet the first preset condition, then determine the engine torque filtering state as torque acceleration filtering state; if the engine status data, the demand torque difference, and the vehicle status data meet the second enabling condition but do not meet the second preset condition, then determine the engine torque filtering state as torque deceleration filtering state.

[0096] In this embodiment of the application, the vehicle status data includes vehicle speed and transmission gear position, and the engine status data includes engine speed, actual engine torque, actual engine intake load, and minimum engine intake load.

[0097] In this embodiment, the first enabling condition is: the first required torque deviation is greater than the upper limit threshold of torque deviation; the first preset condition includes the following: the vehicle speed is less than the lower limit threshold of vehicle speed or the vehicle speed is greater than the upper limit threshold of vehicle speed; the gearbox is in neutral or park; the engine speed is less than the lower limit threshold of engine speed or greater than the upper limit threshold of engine speed; the first required torque deviation is less than the lower limit threshold of torque deviation; the vehicle's cruise control function is activated.

[0098] In this embodiment, the second enabling condition is: the second required torque deviation is greater than the upper limit threshold of torque deviation; the second preset condition includes the following: the torque acceleration filter flag is activated; the gearbox is in neutral or park; the deviation between the actual intake load and the minimum intake load of the engine is less than the intake load deviation threshold; the vehicle speed is less than the lower limit threshold of vehicle speed; the engine speed is less than the lower limit threshold of engine speed; the vehicle's cruise control function is activated; and the second required torque deviation is less than the lower limit threshold of torque deviation.

[0099] It should be noted that the foregoing explanation of the embodiment of the engine torque filtering state determination method also applies to the engine torque filtering state determination device of this embodiment, and will not be repeated here.

[0100] According to the engine torque filtering state determination device proposed in the embodiments of this application, each engine control unit can determine its own predicted engine torque filtering state based on vehicle state data and demand torque deviation, and determine the final engine torque filtering state based on the predicted engine torque filtering state of each engine control unit. This improves the accuracy of engine torque filtering state determination, thereby improving the accuracy and smoothness of engine output torque.

[0101] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0102] The memory 701, the processor 702, and the computer program stored on the memory 701 and executable on the processor 702.

[0103] When the processor 702 executes the program, it implements the engine torque filtering state determination method provided in the above embodiments.

[0104] Furthermore, the vehicle also includes:

[0105] Communication interface 703 is used for communication between memory 701 and processor 702.

[0106] The memory 701 is used to store computer programs that can run on the processor 702.

[0107] The memory 701 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0108] If the memory 701, processor 702, and communication interface 703 are implemented independently, then the communication interface 703, memory 701, and processor 702 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 7 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0109] Optionally, in a specific implementation, if the memory 701, processor 702, and communication interface 703 are integrated on a single chip, then the memory 701, processor 702, and communication interface 703 can communicate with each other through an internal interface.

[0110] 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 this application.

[0111] This application also provides a computer-readable storage medium storing a computer program or instructions thereon, which, when executed by a processor, implements the above-described engine torque filtering state determination method.

[0112] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0113] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0114] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0115] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0116] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

Claims

1. A method for determining the torque filtering state of an engine, characterized in that, Includes the following steps: Obtain the current vehicle status data and required torque data; Extract the gas path demand torque and the fire path demand torque from the demand torque data; The required torque deviation is calculated based on the required torque of the air circuit and the required torque of the fire circuit. The vehicle status data and the required torque deviation are input into multiple engine control units. The multiple engine control units output their respective predicted engine torque filtering states. The required torque deviation includes a first required torque deviation and a second required torque deviation. The torque filtering states include a torque acceleration filtering state, a torque deceleration filtering state, and a no-torque filtering state. Calculating the required torque deviation based on the required torque of the air circuit and the required torque of the fire circuit includes: subtracting the required torque of the air circuit and the required torque of the fire circuit to obtain the first required torque deviation; subtracting the required torque of the fire circuit and the required torque of the air circuit to obtain the second required torque deviation. Inputting the vehicle status data and the required torque deviation into multiple engine control units, and the multiple engine control units outputting their respective predicted engine torque filtering states, includes: acquiring engine data from each engine control unit; if the engine status data, the required torque difference, and the vehicle status data meet a first enabling condition and do not meet a first preset condition, then... The engine's torque filtering state is defined as a torque acceleration filtering state; if the engine state data, the required torque difference, and the vehicle state data meet the second enabling condition but not the second preset condition, then the engine's torque filtering state is defined as a torque deceleration filtering state; the vehicle state data includes vehicle speed and transmission gear position, and the engine state data includes engine speed, actual engine torque, actual engine intake load, and minimum engine intake load; the first enabling condition is: the first required torque deviation is greater than the upper limit threshold of torque deviation; the first preset condition includes multiple of the following: the vehicle speed is less than the lower limit threshold of vehicle speed or the vehicle speed is greater than the upper limit threshold of vehicle speed; the transmission gear position is neutral or park; the engine speed is less than the lower limit threshold of engine speed or greater than the upper limit threshold of engine speed; the first required torque deviation is less than the lower limit threshold of torque deviation; the vehicle's cruise control function is activated; based on the torque filtering states of the engine predicted by multiple engine control units, the final torque filtering state of the engine is determined, and the engine output torque is filtered using the final torque filtering state.

2. The method for determining the engine torque filtering state according to claim 1, characterized in that, The step of determining the final torque filtering state of the engine based on the predicted torque filtering states of the engine output by multiple engine control units includes: If the torque filtering state of the engine predicted by each of the multiple engine control units is the same, then the final torque filtering state of the engine is determined to be the torque filtering state of the engine predicted by the multiple engine control units. If the torque filtering states predicted by the multiple engine control units are different, then the final torque filtering state of the engine is determined to be a state without torque filtering.

3. The method for determining the engine torque filtering state according to claim 1, characterized in that, The second enabling condition is: the second required torque deviation is greater than the upper limit threshold of the torque deviation; The second preset conditions include the following: Torque acceleration filter flag activated; The gearbox is in neutral or park. The deviation between the actual intake load and the minimum intake load of the engine is less than the intake load deviation threshold. The vehicle speed is less than the lower limit threshold for vehicle speed; The engine speed is less than the lower speed limit threshold; The vehicle's cruise control function is activated; The second requirement is that the torque deviation be less than the lower limit threshold of the torque deviation.

4. An engine torque filtering state determination device, characterized in that, include: The acquisition module is used to acquire the vehicle status data and required torque data at the current moment; The extraction module is used to extract the gas path demand torque and the fire path demand torque from the demand torque data; The calculation module is used to calculate the required torque deviation based on the air circuit required torque and the fire circuit required torque, input the vehicle state data and the required torque deviation into multiple engine control units, and the multiple engine control units output their respective predicted engine torque filtering states. The required torque deviation includes a first required torque deviation and a second required torque deviation, and the torque filtering states include a torque acceleration filtering state, a torque deceleration filtering state, and a no-torque filtering state. The calculation of the required torque deviation based on the air circuit required torque and the fire circuit required torque includes: subtracting the air circuit required torque and the fire circuit required torque to obtain the first required torque deviation; subtracting the fire circuit required torque and the air circuit required torque to obtain the second required torque deviation; and inputting the vehicle state data and the required torque deviation into multiple engine control units, and the multiple engine control units outputting their respective predicted engine torque filtering states, includes: acquiring engine data from each engine control unit; if the engine state data... If the required torque difference and the vehicle status data meet a first enabling condition but not a first preset condition, then the engine's torque filtering state is determined to be a torque acceleration filtering state; if the engine status data, the required torque difference, and the vehicle status data meet a second enabling condition but not a second preset condition, then the engine's torque filtering state is determined to be a torque deceleration filtering state; the vehicle status data includes vehicle speed and transmission gear position; the engine status data includes engine speed, actual engine torque, actual engine intake load, and minimum engine intake load; the first enabling condition is: the first required torque deviation is greater than the upper limit threshold of torque deviation; the first preset condition includes multiple of the following: the vehicle speed is less than the lower limit threshold of vehicle speed or the vehicle speed is greater than the upper limit threshold of vehicle speed; the transmission gear position is neutral or park; the engine speed is less than the lower limit threshold of engine speed or greater than the upper limit threshold of engine speed; the first required torque deviation is less than the lower limit threshold of torque deviation; the vehicle's cruise control function is activated; The determination module is used to determine the final torque filtering state of the engine based on the torque filtering states predicted by multiple engine control units, and to filter the output torque of the engine using the final torque filtering state.

5. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the engine torque filtering state determination method as described in any one of claims 1-3.

6. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, The computer program or instructions are executed by a processor to implement the engine torque filtering state determination method as described in any one of claims 1-3.

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