Engine torque control method and device, storage medium and electronic equipment

Abstract

The invention provides an engine torque control method and device, a storage medium and electronic equipment, and belongs to the technical field of engine control. According to the scheme, running state parameters and demand torque of a vehicle are obtained, and a current torque change rate control interval is determined according to the running state parameters and the demand torque; matching the current torque change rate control interval with a preset torque change rate control interval table to obtain a required torque change rate limit value range corresponding to the current running state of the vehicle; the method comprises the following steps: under the condition that a vehicle is in a speed change state, comparing an actual torque change rate of an engine with a required torque change rate limit value range, and if the actual torque change rate of the engine is not in the required torque change rate limit value range, starting the engine; if yes, the actual torque change rate is adjusted to be within the required torque change rate limiting value range according to the speed change state of the vehicle. According to the scheme, the problem that an engine torque control strategy in the prior art is difficult to balance power responsiveness and driving comfort is solved.

Description

Technical Field

[0001] The present application relates to the field of engine control technology, and in particular to an engine torque control method, an engine torque control device, a computer-readable storage medium, and an electronic device. Background Art

[0002] In the automobile transmission system, the engine and gearbox and other components are connected through a mechanical structure. This connection method will cause impact and vibration during power transmission due to the existence of mechanical clearance during sudden acceleration or deceleration, thereby affecting driving comfort and the responsiveness of the power system.

[0003] Existing technologies mitigate this impact by fixing the torque change rate limit, but fail to simultaneously consider vehicle consistency, driver's personalized needs and road condition differences. They lack flexibility and wide applicability, limiting the balance between power responsiveness and comfort. Summary of the Invention

[0004] The main purpose of this application is to provide an engine torque control method, an engine torque control device, a computer-readable storage medium and an electronic device, so as to at least solve the problem that the engine torque control strategy in the prior art is difficult to balance power responsiveness and driving comfort.

[0005] In order to achieve the above-mentioned purpose, according to one aspect of the present application, an engine torque control method is provided, including: obtaining the vehicle's operating status parameters and required torque, and determining a current torque change rate control range based on the operating status parameters and the required torque, the operating status parameters including vehicle speed, gear information and transmission system speed ratio; matching the current torque change rate control range with a preset torque change rate control range table to obtain a required torque change rate limit range corresponding to the current operating status of the vehicle; when the vehicle is in a speed change state, comparing the actual torque change rate of the engine with the required torque change rate limit range, if the actual torque change rate of the engine is not within the required torque change rate limit range, adjusting the actual torque change rate to within the required torque change rate limit range according to the speed change state of the vehicle.

[0006] Optionally, when the vehicle is in a speed-changing state, the actual torque change rate of the engine is compared with the required torque change rate limit range; if the actual torque change rate of the engine is not within the required torque change rate limit range, the actual torque change rate is adjusted to within the required torque change rate limit range, including: when the vehicle is in an acceleration state, the actual torque change rate is compared with the maximum required torque change rate limit within the required torque change rate limit range; if the actual torque change rate is greater than the maximum required torque change rate limit, the actual torque change rate is adjusted to the maximum required torque change rate limit; when the vehicle is in a deceleration state, the actual torque change rate is compared with the minimum required torque change rate limit within the required torque change rate limit range; if the actual torque change rate is less than the minimum required torque change rate limit, the actual torque change rate is adjusted to the minimum required torque change rate limit.

[0007] Optionally, before matching the current torque change rate control interval with a preset torque change rate control interval table to obtain the required torque change rate limit range corresponding to the current operating state of the vehicle, the method further includes: setting a plurality of torque change rate control intervals, each of the torque change rate control intervals corresponding to a set of operating data, the operating data including the operating state parameters of the vehicle and the required torque; for each of the torque change rate control intervals, setting a maximum required torque change rate limit and a minimum required torque change rate limit respectively, the maximum required torque change rate limit being a positive value, and the minimum required torque change rate limit being a negative value; based on the correspondence between each of the torque change rate control intervals and each of the torque change rate control intervals The maximum required torque change rate limit is set, and a first preset torque change rate control interval table is established, and the first preset torque change rate control interval table is used to store the correspondence between each group of the operating data and the maximum required torque change rate limit; based on each of the torque change rate control intervals and the minimum required torque change rate limit corresponding to each of the torque change rate control intervals, a second preset torque change rate control interval table is established, and the second preset torque change rate control interval table is used to store the correspondence between each group of the operating data and the minimum required torque change rate limit, wherein the preset torque change rate control interval table includes the first preset torque change rate control interval table and the second preset torque change rate control interval table.

[0008] Optionally, the current torque change rate control interval is matched with a preset torque change rate control interval table to obtain a required torque change rate limit range corresponding to the current operating state of the vehicle, including: if the current torque change rate control interval is not in the preset torque change rate control interval table, based on the operating state parameters of the vehicle and the required torque, the torque change rate control interval in the preset torque change rate control interval table that is closest to the current torque change rate control interval is determined as the target torque change rate control interval; based on the required torque change rate limit range corresponding to the target torque change rate control interval, a difference calculation method is used to determine the maximum required torque change rate limit and the minimum required torque change rate limit corresponding to the current operating state of the vehicle; and the required torque change rate limit range corresponding to the current operating state of the vehicle is determined based on the maximum required torque change rate limit and the minimum required torque change rate limit.

[0009] Optionally, the method further includes: receiving preference settings input by a user, the preference settings including a power response level and a driving comfort level; and adjusting the required torque change rate limit range according to the preference settings, and the adjustment range does not exceed a preset adjustment range.

[0010] Optionally, when the vehicle is in a speed-changing state, the actual torque change rate of the engine is compared with the required torque change rate limit range, including: if the actual torque change rate of the engine is within the required torque change rate limit range, then continue to operate according to the actual torque change rate.

[0011] Optionally, obtaining the vehicle's operating status parameters and required torque includes: obtaining the accelerator pedal required torque, the AMT required torque and the cruise required torque; and performing priority arbitration on the accelerator pedal required torque, the AMT required torque and the cruise required torque to obtain the required torque.

[0012] According to another aspect of the present application, an engine torque control device is provided, including: an acquisition unit for acquiring the operating status parameters and required torque of a vehicle, and determining a current torque change rate control interval based on the operating status parameters and the required torque, wherein the operating status parameters include vehicle speed, gear information and transmission system speed ratio; a matching unit for matching the current torque change rate control interval with a preset torque change rate control interval table to obtain a required torque change rate limit range corresponding to the current operating status of the vehicle; a comparison unit for comparing the actual torque change rate of the engine with the required torque change rate limit range when the vehicle is in a speed change state, and if the actual torque change rate of the engine is not within the required torque change rate limit range, adjusting the actual torque change rate to within the required torque change rate limit range according to the speed change state of the vehicle.

[0013] According to another aspect of the present application, a computer-readable storage medium is provided, which includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute any one of the engine torque control methods.

[0014] According to another aspect of the present application, an electronic device is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include methods for executing any one of the engine torque control methods.

[0015] Applying the technical solution of the present application, the vehicle's operating state parameters and required torque are obtained, and a current torque change rate control range is determined based on the operating state parameters and the required torque. The operating state parameters include vehicle speed, gear information, and transmission speed ratio. The current torque change rate control range is matched with a preset torque change rate control range table to obtain a required torque change rate limit range corresponding to the vehicle's current operating state. When the vehicle is in a shifting state, the engine's actual torque change rate is compared with the required torque change rate limit range. If the engine's actual torque change rate is not within the required torque change rate limit range, the actual torque change rate is adjusted to within the required torque change rate limit range based on the vehicle's shifting state. In this solution, by obtaining the vehicle's operating state parameters and required torque, and determining the current torque change rate control range based on these, and by matching it with the preset torque change rate control range table, the engine's required torque change rate limit range under the current operating state can be quickly and accurately calculated, ensuring that the torque adjustment is neither too aggressive nor too conservative. Especially when the vehicle is changing speed, it can promptly identify whether the actual torque change rate of the engine exceeds the limit range, and actively adjust the torque change rate when necessary to adapt to the acceleration or deceleration process, effectively reducing the impact and vibration in the transmission system, thereby improving the driving experience, thus solving the problem that the engine torque control strategy in the existing technology is difficult to balance power responsiveness and driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings that constitute part of this application are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an improper limitation on this application. In the drawings:

[0017] Figure 1 A hardware structure block diagram of a mobile terminal for executing an engine torque control method provided in an embodiment of the present application is shown;

[0018] Figure 2 A schematic flow chart of an engine torque control method according to an embodiment of the present application is shown;

[0019] Figure 3 A structural block diagram of an engine torque control device provided according to an embodiment of the present application is shown.

[0020] The above drawings include the following reference numerals:

[0021] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. DETAILED DESCRIPTION

[0022] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0023] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0024] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0025] As introduced in the background technology, the prior art mitigates this effect by fixing the torque change rate limit, which limits the balance between power responsiveness and comfort. In order to solve the problem that the engine torque control strategy in the prior art is difficult to balance power responsiveness and driving comfort, the embodiments of the present application provide an engine torque control method, an engine torque control device, a computer-readable storage medium and an electronic device.

[0026] The technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present invention.

[0027] The method embodiments provided in the embodiments of the present application can be executed in a mobile terminal, a computer terminal or a similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal of an engine torque control method according to an embodiment of the present invention. Figure 1 As shown, the mobile terminal may include one or more ( Figure 1Only one is shown) a processor 102 (the processor 102 may include but is not limited to a microprocessor MCU or a programmable logic device FPGA and other processing devices) and a memory 104 for storing data, wherein the mobile terminal may also include a transmission device 106 and an input and output device 108 for communication functions. It will be understood by those skilled in the art that Figure 1 The structure shown is only for illustration and does not limit the structure of the mobile terminal. Figure 1 More or fewer components than shown, or with Figure 1 Different configurations shown.

[0028] The memory 104 can be used to store computer programs, such as software programs and modules for application software, such as the computer program corresponding to the engine torque control method according to an embodiment of the present invention. The processor 102 executes the computer programs stored in the memory 104 to execute various functional applications and data processing, thereby implementing the aforementioned method. The memory 104 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include memory remotely located from the processor 102, which can be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof. The transmission device 106 is used to receive or transmit data via a network. Specific examples of such networks may include a wireless network provided by the mobile terminal's telecommunications provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to enable communication with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0029] In this embodiment, an engine torque control method running on a mobile terminal, a computer terminal or a similar computing device is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0030] Figure 2 FIG. 1 is a flow chart of an engine torque control method according to an embodiment of the present application. Figure 2 As shown, the method includes the following steps:

[0031] Step S201, obtaining vehicle operating state parameters and required torque, and determining a current torque change rate control range based on the operating state parameters and the required torque, wherein the operating state parameters include vehicle speed, gear information, and transmission speed ratio;

[0032] Specifically, the vehicle's operating parameters and the driver's torque demand are acquired. Operating parameters primarily include vehicle speed, gear information, and driveline ratio. These parameters are crucial for understanding the vehicle's current operating state and determining the appropriate torque control strategy. Vehicle speed, acquired through the vehicle's speed sensor, is a key factor in determining torque adjustment requirements. The required engine torque output and rate of change vary at different vehicle speeds. Gear information, reported by the transmission controller, reflects the transmission relationship between the engine and wheels. Different gears result in different torque amplification factors, so the impact of the current gear position must be considered during torque control. The driveline ratio is the speed ratio of the various components in the driveline (such as the engine, transmission, and final drive). It directly affects the efficiency of torque transmission during the transmission process. Changes in the driveline ratio result in varying degrees of torque change affecting the wheel driving force. The torque demand is typically derived from driver input, such as accelerator pedal position, or from automated vehicle control requirements, such as the desired speed maintained by cruise control. The required engine torque is calculated based on the accelerator pedal position, the driver's intent, and the current vehicle state.

[0033] The current torque rate control range is determined based on the aforementioned operating state parameters and the required torque. Table 1 shows the corresponding relationships between vehicle speed, gear information, driveline ratio, and required torque. Each set of corresponding relationships forms a torque rate control range, and each torque rate control range is numbered. Specifically, the interval No. 1 refers to the interval of vehicle speed of 0~10km / h and the required torque of 0~200Nm; the interval No. 2 refers to the interval of vehicle speed of 0~10km / h and the required torque of 200~400Nm; the interval No. 3 refers to the interval of vehicle speed of 0~10km / h and the required torque of 400~600Nm; the interval No. 11 refers to the interval of vehicle speed of 10~20km / h and the required torque of 0~200Nm; the interval No. 12 refers to the interval of vehicle speed of 10~20km / h and the required torque of 200~400Nm; the interval No. 13 refers to the interval of vehicle speed of 10~20km / h and the required torque of 400~600Nm; the interval No. 80 refers to the interval of vehicle speed of 70~80km / h and the required torque of 1800~2000Nm. Referring to Table 1, if the vehicle speed is 10 km / h and the required torque is 200 Nm, the current torque change rate control interval is determined to be interval number 1.

[0034] Table 1

[0035]

[0036] By acquiring the vehicle's real-time operating parameters (speed, gear position, driveline ratio) and the driver's specific torque demand, the current torque rate control range is precisely determined, laying a solid foundation for subsequent torque rate matching and adjustment steps. Acquiring operating parameters and demanded torque, and determining the current torque rate control range, form the foundation of the entire torque control method, providing the necessary conditions and range for subsequent torque rate matching and adjustment.

[0037] Step S202, matching the current torque change rate control interval with a preset torque change rate control interval table to obtain a required torque change rate limit range corresponding to the current operating state of the vehicle;

[0038] After step S201, i.e., after the current torque rate control range is determined, the next step is to match the current torque rate control range with a preset torque rate control range table. The purpose is to determine the range within which the engine's required torque rate should be maintained under the current vehicle operating state to ensure optimal power responsiveness and driving comfort. Specifically, the preset torque rate control range table is pre-established during the vehicle design phase. Based on a large amount of test data and a deep understanding of vehicle characteristics, the table contains torque rate limits under various operating conditions. Each operating condition is defined by a different combination of vehicle speed, gear information, and transmission ratio. Each operating condition has its corresponding maximum and minimum required torque rate limits. These limits take into account the mechanical characteristics within the transmission system and the overall dynamic response of the vehicle, aiming to balance the needs of rapid power output response and reduced transmission shock under different driving conditions.

[0039] After determining the current torque rate control range, the system searches for a matching or closest range in the preset torque rate control range table. For example, if the vehicle is currently traveling at 10 km / h, in first gear, with a driveline ratio of 20, and the required torque is within 200 Nm, the system searches for a matching control range and obtains the maximum and minimum required torque rate limits for that range. These limits constitute the permissible range of the vehicle's required torque rate under the current operating conditions, known as the required torque rate limit range.

[0040] Precisely matching the determined current torque rate control range with the preset torque rate control range table quickly locates the required torque rate limit for the current vehicle operating state. This process achieves intelligent collaboration between software and hardware. Through software-level strategy adjustments, it effectively avoids driving discomfort caused by hardware physical limitations (such as driveline clearance). The preset torque rate control range table, constructed based on a thorough understanding of vehicle characteristics and extensive testing, serves as a detailed driver's manual, guiding appropriate torque control decisions under various operating conditions. More importantly, it provides clear guidance for subsequent torque rate adjustment steps, ensuring the rationality and effectiveness of torque adjustments. Through this matching process, it is possible to determine whether the actual torque rate deviates from the ideal range, and then take necessary intervention measures.

[0041] Step S203, when the above-mentioned vehicle is in a speed-changing state, the actual torque change rate of the engine is compared with the above-mentioned required torque change rate limit range. If the actual torque change rate of the engine is not within the above-mentioned required torque change rate limit range, the above-mentioned actual torque change rate is adjusted to within the above-mentioned required torque change rate limit range according to the above-mentioned speed-changing state of the above-mentioned vehicle.

[0042] During a vehicle shift, i.e., acceleration or deceleration, the engine's actual torque rate of change becomes a key parameter determining the driving experience. The core objective of step S203 is to ensure that the engine torque changes within the preset required torque rate of change limits, thereby achieving both efficient power delivery and a smooth driving experience. Specifically, by monitoring accelerator pedal input, transmission feedback, and other relevant sensor data, the engine's current torque output and its rate of change are continuously calculated. This rate of change reflects the direct relationship between driver intent and vehicle power output, particularly during acceleration or deceleration. Once the actual torque rate of change is obtained, it is then compared with the required torque rate of change limits within the current torque rate of change control range determined in step S202. These limits include the maximum allowable rising slope and minimum falling slope under the current vehicle operating conditions (defined by parameters such as vehicle speed, gear information, and driveline ratio). If the actual torque rate of change exceeds the required torque rate of change limits (i.e., the change is too drastic or too slow), the engine operating conditions are adjusted based on the vehicle's shifting state (acceleration or deceleration) to bring the actual torque rate of change back within the required limits. Adjustment methods include fine-tuning the injection amount, adjusting the ignition timing, controlling the throttle opening, etc. All of these are to make the engine's torque output smoother and reduce the impact and discomfort caused by too fast or too slow torque changes.

[0043] Through real-time monitoring and immediate adjustments when necessary, this control strategy ensures precise and timely torque response. Whether accelerating rapidly on a highway or engaging in frequent starts and stops on congested city streets, torque output can be dynamically adjusted based on the actual needs of the vehicle and driver, avoiding unnecessary power surges while ensuring the necessary power response speed, thereby comprehensively improving driving comfort and power efficiency. In short, the purpose of step S203 during vehicle shifting is to closely monitor and adjust the actual engine torque rate of change, ensuring that torque output neither causes driver discomfort due to excessive changes nor affects vehicle power performance due to slow changes. This provides a critical guarantee for the efficiency and stability of the entire torque control process.

[0044] This embodiment obtains vehicle operating parameters and required torque, and uses these to determine the current torque rate control range. By matching this range with a preset torque rate control range table, the engine's required torque rate limit for the current operating state can be quickly and accurately calculated, ensuring that torque adjustments are neither overly aggressive nor overly conservative. Specifically, during vehicle shifts, the system can promptly identify whether the engine's actual torque rate exceeds the limit and proactively adjust the torque rate as necessary to accommodate acceleration or deceleration. This effectively reduces shock and vibration in the drivetrain, thereby improving the driving experience and resolving the difficulty of balancing dynamic responsiveness and driving comfort in existing engine torque control strategies.

[0045] During the specific implementation process, when the above-mentioned vehicle is in a speed-changing state, the actual torque change rate of the engine is compared with the above-mentioned required torque change rate limit range. If the actual torque change rate of the engine is not within the above-mentioned required torque change rate limit range, the above-mentioned actual torque change rate is adjusted to the above-mentioned required torque change rate limit range, including: when the above-mentioned vehicle is in an acceleration state, the above-mentioned actual torque change rate is compared with the maximum required torque change rate limit within the above-mentioned required torque change rate limit range. If the above-mentioned actual torque change rate is greater than the above-mentioned maximum required torque change rate limit, the above-mentioned actual torque change rate is adjusted to the above-mentioned maximum required torque change rate limit; when the above-mentioned vehicle is in a deceleration state, the above-mentioned actual torque change rate is compared with the minimum required torque change rate limit within the above-mentioned required torque change rate limit range. If the above-mentioned actual torque change rate is less than the above-mentioned minimum required torque change rate limit, the above-mentioned actual torque change rate is adjusted to the above-mentioned minimum required torque change rate limit.

[0046] Specifically, when the vehicle accelerates, the engine's torque demand usually increases suddenly. At this time, the engine's actual torque change rate is monitored and compared with the corresponding maximum demand torque change rate limit within the demand torque change rate limit. When the actual torque change rate exceeds the maximum demand torque change rate limit, it means that the change is too fast, resulting in excessive impact inside the transmission system, affecting driving comfort and the life of vehicle components. To deal with this situation, measures will be taken to reduce the actual torque change rate so that it does not exceed the maximum demand torque change rate limit. Specific methods include delaying fuel injection time, reducing fuel injection amount, adjusting ignition timing, etc. These adjustments are all to ensure smoothness and controllability during the torque increase process and avoid transmission system shock caused by torque transients.

[0047] When a vehicle decelerates, the engine's torque demand decreases rapidly, which can also cause jerky reactions in the drivetrain, such as gear reversal. To achieve this, the actual torque rate of change is monitored and compared with the corresponding minimum required torque rate of change limit within the required torque rate of change limit. If the actual torque rate of change falls below the minimum required torque rate of change limit, it means that the torque is decreasing too quickly, which can also cause drivetrain instability and affect the driving experience. In this case, measures are taken to smooth the torque decrease trend and avoid falling below the minimum required torque rate of change limit. Adjustments include advancing the fuel injection timing, increasing the injection amount appropriately (to avoid engine stall), and modifying the ignition timing. The goal is to ensure stable torque release during deceleration and prevent mechanical backlash or vibration caused by a sudden drop in torque.

[0048] By distinguishing between acceleration and deceleration, a corresponding torque rate adjustment strategy is developed to ensure that engine torque changes do not exceed preset limits under all circumstances, effectively maintaining driving comfort and safety. This strategy not only considers the physical characteristics of the vehicle's driveline but also takes into account the driver's driving habits and needs, providing a concrete and feasible solution for precise torque control. Furthermore, this approach relies primarily on software logic rather than additional hardware, reducing modification costs and facilitating widespread adoption.

[0049] In some embodiments of the present application, before matching the above-mentioned current torque change rate control interval with the preset torque change rate control interval table to obtain the required torque change rate limit range corresponding to the current operating state of the above-mentioned vehicle, the above-mentioned method also includes: setting multiple torque change rate control intervals, each of the above-mentioned torque change rate control intervals corresponds to a set of operating data, and the above-mentioned operating data includes the above-mentioned operating state parameters of the above-mentioned vehicle and the above-mentioned required torque; for each of the above-mentioned torque change rate control intervals, respectively setting a maximum required torque change rate limit and a minimum required torque change rate limit, the above-mentioned maximum required torque change rate limit is a positive value, and the above-mentioned minimum required torque change rate limit is a negative value; based on the above-mentioned torque change rate control intervals and the above-mentioned torque change rate control intervals, The above-mentioned maximum required torque change rate limit corresponding to the above-mentioned torque change rate control interval is used to establish a first preset torque change rate control interval table, and the above-mentioned first preset torque change rate control interval table is used to store the correspondence between each group of the above-mentioned operating data and the above-mentioned maximum required torque change rate limit; based on each of the above-mentioned torque change rate control intervals and the above-mentioned minimum required torque change rate limit corresponding to each of the above-mentioned torque change rate control intervals, a second preset torque change rate control interval table is established, and the above-mentioned second preset torque change rate control interval table is used to store the correspondence between each group of the above-mentioned operating data and the above-mentioned minimum required torque change rate limit, wherein the above-mentioned preset torque change rate control interval table includes the above-mentioned first preset torque change rate control interval table and the above-mentioned second preset torque change rate control interval table.

[0050] Specifically, first, multiple torque change rate control intervals are defined based on the different operating conditions of the vehicle, including vehicle speed, gear information, transmission system speed ratio, and required torque. Each interval corresponds to a specific set of operating data, which comprehensively reflects the state of the vehicle under specific working conditions. For each set torque change rate control interval, the maximum required torque change rate limit and the minimum required torque change rate limit are preset respectively. The maximum required torque change rate limit is a positive value, which is used to limit the upper limit of the engine torque change during acceleration to avoid excessive torque increase and transmission system shock. The minimum required torque change rate limit is a negative value, which is used to limit the lower limit of the engine torque change in the deceleration state to prevent the torque from dropping too quickly and causing a reverse shock to the transmission system.

[0051] Based on the above settings, a first preset torque change rate control interval table and a second preset torque change rate control interval table are established. The first preset torque change rate control interval can be found in Table 2, which defines the maximum required torque change rate (positive value) corresponding to each interval; the second preset torque change rate control interval table can be found in Table 3, which defines the minimum required torque change rate (negative value) corresponding to each interval. The first preset torque change rate control interval table records the relationship between all torque change rate control intervals and the corresponding maximum required torque change rate limits, that is, the maximum allowable speed of engine torque change under various operating conditions. The second preset torque change rate control interval table stores the relationship between the torque change rate control intervals and the corresponding minimum required torque change rate limits, clarifying the minimum allowable speed of torque change under different operating conditions to ensure the smoothness of the deceleration process. If the current vehicle speed is 10 km / h, it is in 1st gear, the transmission speed ratio is 20, and the required torque is within the range of 200 Nm, then the current torque change rate control interval is interval number 1 in Table 1. After searching for a matching control interval in the preset torque change rate control interval table, the maximum and minimum required torque change rate limits of this interval are obtained, that is, the maximum required torque change rate limit is 1000 Nm / s, and the minimum required torque change rate limit is -1000 Nm / s. These limits constitute the allowable range of the vehicle's required torque change rate under the current operating conditions.

[0052] Table 2

[0053]

[0054] Table 3

[0055]

[0056] The specific values ​​in Table 2 and Table 3 above are only examples of this embodiment, for the purpose of intuitive reading and understanding. Different values ​​can be set according to different application scenarios and engineering tests.

[0057] By pre-setting multiple torque rate control intervals, each tied to specific operating data, and covering diverse combinations of vehicle operating parameters and required torque, a comprehensive torque rate limit system is established to cover all vehicle operating scenarios. This includes maximum and minimum required torque rate limits, strictly regulating torque variations during acceleration and deceleration. The first and second preset torque rate control interval tables, together forming the preset torque rate control interval table, complement each other, ensuring that appropriate torque rate limits can be quickly found under any given operating condition. This prevents driveline shock caused by excessive power output during acceleration and mechanical kickback caused by excessive torque reduction during deceleration. This data-driven control strategy not only improves torque adjustment accuracy but also flexibly addresses differences in vehicle consistency, driving style, and geographic environment. It provides robust data support for real-time torque rate matching and adjustment in subsequent steps, ultimately achieving an optimal balance between power performance and driving comfort. Without changing the hardware, intelligent software optimization significantly enhances the overall driving experience and driveline durability.

[0058] In other embodiments of the present application, the above-mentioned current torque change rate control interval is matched with the preset torque change rate control interval table to obtain the required torque change rate limit range corresponding to the current operating state of the above-mentioned vehicle, including: if the above-mentioned current torque change rate control interval is not in the above-mentioned preset torque change rate control interval table, based on the above-mentioned operating state parameters of the above-mentioned vehicle and the above-mentioned required torque, the torque change rate control interval in the above-mentioned preset torque change rate control interval table that is closest to the above-mentioned current torque change rate control interval is determined as the target torque change rate control interval; based on the required torque change rate limit range corresponding to the above-mentioned target torque change rate control interval, the difference calculation method is used to determine the maximum required torque change rate limit and the minimum required torque change rate limit corresponding to the above-mentioned current operating state of the above-mentioned vehicle; based on the above-mentioned maximum required torque change rate limit and the above-mentioned minimum required torque change rate limit, the above-mentioned required torque change rate limit range corresponding to the above-mentioned current operating state of the above-mentioned vehicle is determined.

[0059] The above describes how to find the most appropriate torque rate control range limit when the torque rate control range is not directly included in the preset torque rate control range table. Specifically, first, if the current torque rate control range detected is not in the preset torque rate control range table, this means that there is no direct preset rule for the current vehicle operating state parameters and required torque combination. To address this issue, the preset torque rate control range closest to the current range is automatically found and used as the target torque rate control range. This "nearest" concept can be defined based on various dimensions, such as the combination of vehicle speed, gear position, transmission ratio, and required torque. The most appropriate target range is selected by calculating distance or similarity. For coordinate points not shown in Tables 2 and 3, such as 48 km / h or 1650 Nm, the maximum and minimum allowable required torque rates are calculated based on the difference between adjacent points.

[0060] Once the target torque rate control range is determined, the torque rate limit for the current operating state can be estimated using a difference calculation method based on the maximum and minimum required torque rate limits corresponding to that range. The basic principle of the difference calculation method is to convert the difference between the current operating state parameters and the target range parameters into a fine-tuning of the torque rate limit, making the limit range more closely aligned with the current actual situation. Specifically, the maximum and minimum required torque rate limits for the current state can be accurately calculated through linear interpolation or other mathematical methods based on the slight differences in vehicle speed, gear position, transmission ratio, and required torque.

[0061] A linear interpolation method can be used if the maximum required torque rate of change limit is to be determined when the vehicle speed is 48km / h and the required torque is 1650Nm. First, from the preset torque rate of change control interval table, it can be seen that the maximum required torque rate of change limit is 800Nm / s when the vehicle speed is 50km / h and the required torque is 1600Nm, and the maximum required torque rate of change limit is 1000Nm / s when the vehicle speed is 50km / h and the required torque is 1800Nm. The required torque changes from 1600Nm to 1800Nm, and 1650Nm is exactly in the middle of these two values, but closer to 1600Nm. Therefore, it is necessary to calculate the position ratio of 1650Nm relative to 1600Nm and 1800Nm, and this ratio will be used for the subsequent interpolation calculation of the torque rate of change limit. The difference ratio calculation formula is as follows:

[0062] Ratio = (current demand torque - lower demand torque) / (higher demand torque - lower demand torque).

[0063] Substituting specific values: ratio = (1650-1600) / (1800-1600) = 0.25. This means that the required torque of 1650Nm is 25% of the distance between the positions of 1600Nm and 1800Nm.

[0064] With the required torque ratio, the maximum required torque change rate limit of the target point can be calculated based on the known maximum required torque change rate limit through linear interpolation. The linear interpolation formula is:

[0065] Target point limit = lower demand torque limit + ratio × (upper demand torque limit - lower demand torque limit). Substituting the specific values: target point limit = 800 + 0.25 × (1000 - 800) = 850 Nm / s.

[0066] Therefore, the maximum required torque change rate limit is 850 Nm / s when the vehicle speed is 48 km / h and the required torque is 1650 Nm.

[0067] This calculation method essentially uses a linear relationship to estimate the limit at an unknown point based on the known trend of the torque rate limit as the torque demand changes. Since the vehicle speed is slightly below the preset 50 km / h point at a torque demand of 1650 Nm, but the torque demand is between 1600 Nm and 1800 Nm, only the impact of the torque demand change on the torque rate limit is considered. In this example, the torque demand of 1650 Nm represents a 25% increase compared to 1600 Nm, while the maximum torque rate limit increases from 800 Nm / s to 1000 Nm / s. Therefore, a ratio of 0.25 is used to interpolate the difference between the two limits, resulting in a limit of 850 Nm / s. This simple and effective method can handle torque demand scenarios outside the preset table, ensuring the consistency and rationality of the torque control strategy at all operating points, thereby improving vehicle performance and driving comfort.

[0068] The calculation method of the minimum required torque change rate limit is similar and will not be repeated here.

[0069] Based on the calculated maximum and minimum required torque rate limits, the appropriate required torque rate limit range for the current operating state is determined. This range ensures that, under the current shifting conditions, engine torque output changes neither too quickly, causing discomfort or potential mechanical damage, nor too slowly, compromising the speed and efficiency of power response. This dynamic adjustment mechanism maintains the effectiveness and adaptability of the torque management strategy even under unexpected operating conditions, enabling refined management and personalized adjustment of torque control. The introduction of a differential calculation method effectively fills gaps in the preset torque rate control range table, ensuring accurate torque rate limit information at all times, enabling appropriate torque adjustment decisions. This not only improves the accuracy and reliability of torque control, but also enhances the system's adaptability, enabling it to flexibly cope with a variety of complex operating conditions, providing strong technical support for enhancing driver comfort and overall powertrain efficiency.

[0070] In order to further improve the flexibility of vehicle handling and driver satisfaction, the above method also includes: receiving preference settings input by the user, the above preference settings including the power response level and the driving comfort level; according to the above preference settings, adjusting the above required torque change rate limit range, and the adjustment range does not exceed the preset adjustment range.

[0071] Specifically, the system receives user input for preference settings, which primarily encompass two dimensions: dynamic response level and driving comfort level. Dynamic response level reflects the driver's expectations for vehicle acceleration performance; a higher dynamic response level means the vehicle should provide faster power output during acceleration to meet the driver's immediate needs. Driving comfort level, on the other hand, focuses on reducing vibration and shock during driving to ensure a smooth driving experience. Typically, there's a trade-off between these two: higher dynamic response may be accompanied by lower driving comfort, and vice versa.

[0072] After receiving user input, the system adjusts the requested torque rate limits accordingly. For example, if the user selects a high dynamic response level, the maximum torque ramp-up limit is relaxed, allowing for a greater torque ramp rate during hard acceleration, thereby rapidly increasing vehicle speed. Conversely, if the user prefers a high driving comfort level, the requested torque rate is strictly limited, especially during hard acceleration and deceleration, to reduce vibration and shock within the drivetrain and ensure a smooth driving experience.

[0073] To ensure vehicle safety and engine longevity, any user-preferred adjustment cannot exceed a pre-set range. This means that even if the user demands extreme power response, the torque rate of change will not be allowed to increase indefinitely, but will be limited to a safe and feasible level. Similarly, even at the highest comfort level, the required torque rate of change will not be reduced too low, lest it affect the vehicle's dynamic performance in an emergency. This preset adjustment range is designed to balance individual needs with vehicle performance and safety, preventing extreme settings from causing damage to the vehicle.

[0074] By allowing users to customize power response levels and driving comfort levels, the driving experience is more personalized, meeting the needs of different driving styles and road conditions, allowing every driver to find the driving mode that best suits them. Preset adjustment ranges limit the boundaries of user settings, ensuring that all personalized adjustments are within a safe and reasonable range, avoiding the risk of users blindly pursuing high performance while ignoring safety hazards. Torque control strategies can be customized solely through software-level adjustments, without the need for additional hardware modifications. This not only reduces implementation costs but also simplifies maintenance processes, providing manufacturers with an efficient technical solution. In short, by integrating user preferences and preset adjustment range limits, the torque rate control strategy is not only enriched in functionality, but also made more user-friendly and intelligent, further enhancing vehicle handling flexibility and driver satisfaction.

[0075] In some embodiments of the present application, when the vehicle is in a speed-changing state, the actual torque change rate of the engine is compared with the required torque change rate limit range, including: if the actual torque change rate of the engine is within the required torque change rate limit range, then continue to operate according to the actual torque change rate.

[0076] Specifically, when the monitored actual engine torque rate of change is within the required torque rate of change limit, this indicates that the current torque rate of change will neither cause excessive shock within the transmission system nor affect the timely response of power. Therefore, operation will continue according to the current actual torque rate of change without additional adjustment.

[0077] By comparing the engine's actual torque rate of change with the required torque rate of change limits in real time, it can identify and maintain torque adjustments that are already within the appropriate range without requiring additional intervention. This achieves a dynamic balance between power response and driving comfort, allowing the driver to experience both immediate power feedback and a smooth, jerk-free driving experience when accelerating or decelerating the vehicle. This significantly improves vehicle handling and ride comfort, while reducing unnecessary impact on the drivetrain and extending the service life of key vehicle components.

[0078] In other embodiments of the present application, obtaining the vehicle's operating status parameters and required torque includes: obtaining the accelerator pedal required torque, the AMT required torque and the cruise required torque; and performing priority arbitration on the accelerator pedal required torque, the AMT required torque and the cruise required torque to obtain the required torque.

[0079] The above describes how the final required torque is determined through a priority arbitration mechanism when the vehicle faces different torque demand instructions. Specifically, the accelerator pedal required torque is based on the driver's action of stepping on the accelerator, measured by the vehicle's sensors, and reflects the driver's requirements for immediate vehicle acceleration and power output. The AMT (Automated Manual Transmission) required torque is a torque demand signal obtained by the AMT controller based on the vehicle's current operating state (such as speed, gear) and driving conditions (such as uphill, load changes). The AMT required torque focuses on achieving smooth shifting and optimizing fuel economy. The cruise demand torque is related to the vehicle's cruise control system. When the vehicle starts the cruise mode, the cruise control system will send a demand torque signal to maintain the vehicle's stable driving at the set speed.

[0080] During vehicle operation, the vehicle receives the three torque demand signals mentioned above simultaneously. To determine which signal should be used to adjust the engine's actual torque output, a priority arbitration mechanism is introduced. Based on pre-defined rules, this mechanism compares and determines which torque demand signal has the highest execution priority.

[0081] Example of the arbitration process: Under normal driving conditions, the accelerator pedal demand torque is often given the highest priority because it is the direct result of the driver's control and reflects the most immediate driving intention. When the vehicle is in cruise mode, the cruise demand torque becomes the primary reference, and the engine torque is controlled according to the signal from the cruise control system to maintain the predetermined speed. In specific driving modes (such as energy-saving mode) or special conditions (such as high-speed shifting), the automatic transmission (AMT) demand torque is prioritized to optimize the shift process or fuel consumption. Priority arbitration determines which demand torque signal should be used as the basis for controlling engine torque adjustments at any given moment. Once a demand torque signal is determined to have the highest priority, it is used as the demand torque.

[0082] In this embodiment, any one of the accelerator pedal required torque, the AMT required torque and the cruise required torque may be directly selected as the required torque.

[0083] By integrating and arbitrating demand torque signals from various systems, the system more accurately responds to the driver's true intentions, whether accelerating, cruising, or shifting. This arbitration mechanism helps coordinate potential conflicting demands between the accelerator pedal, automatic transmission (AMT), and cruise control systems, avoiding confusion or erroneous execution of control signals and ensuring safe and efficient vehicle operation. Priority arbitration, combined with adjustment of the demand torque rate limit, comprehensively enhances vehicle dynamics and driving comfort, ensuring that every acceleration, deceleration, and gear shift is smooth and efficient, meeting diverse driving needs.

[0084] The above scheme mainly involves adjusting the torque change rate limit during sudden acceleration and deceleration. However, the torque change during braking is equally important because it directly affects the vehicle's stopping stability and the comfort of the passengers. In some embodiments of the present application, a braking torque change rate limit is introduced. Like the acceleration and deceleration limits, these limits can be adjusted according to parameters such as vehicle speed and gear position. When the vehicle enters the braking state, not only the required torque of the accelerator pedal and AMT is monitored, but also the required torque of the braking system is considered and compared with the braking torque change rate limit. If the braking required torque change rate exceeds the set limit, the engine torque output will be dynamically adjusted to ensure a smooth braking process and reduce discomfort and possible mechanical shock when the vehicle stops suddenly. The introduction of the braking torque change rate limit further improves the torque change rate control system, covers all states of vehicle operation, and improves driving safety and passenger comfort. Fine control of the braking torque change rate helps to extend the service life of the braking system and reduce maintenance costs.

[0085] In order to enable those skilled in the art to more clearly understand the technical solution of the present application, the implementation process of the engine torque control method of the present application will be described in detail below in combination with specific embodiments.

[0086] The following is a specific embodiment of the engine torque control method of the present application.

[0087] This embodiment takes a heavy-duty truck equipped with an advanced electronic control system as an example to demonstrate how to use the application solution to improve power responsiveness and driving comfort under mountain driving conditions, while solving problems such as vehicle transmission system gap consistency, driver's personalized needs and regional working conditions differences.

[0088] Initial vehicle state: Assume that the torque change rate range and limit have been defined for this truck according to the settings of the company's engineers when it leaves the factory. For example, when the vehicle speed is 30km / h to 40km / h and the required torque is in the range of 600Nm to 800Nm (such as the range numbered 33 in Table 1), the preset maximum required torque change rate limit is 350Nm / s, and the minimum required torque change rate limit is -250Nm / s.

[0089] Driver preference settings: Before driving, the driver enters the "Drive Mode Settings" menu through the truck's dashboard touch screen and selects the power response level as "Medium-High" and the driving comfort level as "Medium".

[0090] According to the driver's choice, the maximum demand torque change rate limit in interval 33 is automatically adjusted to 400Nm / s, and the minimum demand torque change rate limit is -300Nm / s to provide better power responsiveness while maintaining a certain level of driving comfort.

[0091] Vehicle operation monitoring and control:

[0092] A sudden acceleration scenario: While traveling at 35 km / h, the driver suddenly needs to accelerate to overtake. He quickly presses the accelerator pedal, instantly increasing the required torque from 650 Nm to 800 Nm. The actual torque rate of change is monitored to be 450 Nm / s, exceeding the maximum required torque rate of change limit (400 Nm / s) for the current range. However, because the driver had previously adjusted the torque rate of change limit, the actual torque rate of change is limited to 400 Nm / s to avoid a severe shock to the driveline while ensuring adequate power response.

[0093] In a sudden deceleration scenario, after overtaking, the truck's speed drops to 38 km / h. The driver needs to slow down to negotiate the curve ahead and quickly releases the accelerator pedal. The actual torque rate of change is monitored to be -350 Nm / s, below the minimum required torque rate of change limit for the current range (-300 Nm / s). The actual torque rate of change is adjusted to -300 Nm / s, avoiding reverse collisions between the engine and drivetrain and ensuring driver comfort during deceleration.

[0094] Priority arbitration: In another scenario, the truck is cruising at a speed between 30km / h and 40km / h, and the driver is trying to increase the torque through the accelerator pedal to cope with the uphill section. The accelerator pedal demand torque received is 820Nm (to rise), the cruise control module sends a demand torque of 780Nm (to maintain the current speed), and the AMT system demand torque is 800Nm (to adjust the gear shift). According to the priority setting rules in the present application, the accelerator pedal demand torque has the highest priority when accelerating uphill, followed by the AMT demand torque, and the cruise demand torque is reduced to the lowest priority in the face of acceleration demand. Therefore, the accelerator pedal demand torque is selected as the basis to adjust the engine torque to meet the needs of accelerating uphill, while ensuring that the torque change rate does not exceed the maximum demand torque change rate limit of 400Nm / s set by the individual.

[0095] To prevent the driver from making adjustments incorrectly, a "one-touch factory reset" function is provided. For example, if the driver makes an adjustment incorrectly or is dissatisfied with the adjustment results, they can activate the "one-touch factory reset" function, and the preset torque change rate control range table will be restored to the factory settings.

[0096] This embodiment demonstrates that the proposed solution can effectively and intelligently adjust the required torque rate limit under varying driving conditions, based on the driver's individual needs and the vehicle's operating conditions. This significantly improves the vehicle's dynamic responsiveness and driving comfort without changing the hardware. Furthermore, by enabling the driver to independently adjust the torque rate limit, this solution addresses the issues of inconsistent drivetrain clearances and varying requirements across different regions and road conditions, making vehicle control more flexible and adaptable.

[0097] In some embodiments of the present application, data collected by on-board sensors (such as accelerator pedal usage frequency, braking times, average speed, and terrain type) is combined with machine learning algorithms to gradually learn and predict each driver's driving habits and preferences. Based on the accumulated learning results, the torque rate limit can be automatically adjusted, eliminating the need for manual driver settings. For example, for drivers who prefer aggressive driving, the upper limit of the torque rate can be gradually relaxed, while for drivers who prioritize comfort, the limit can be tightened to improve driving smoothness. Furthermore, the torque rate limit can be dynamically adjusted based on real-time road conditions (such as road wetness and road grade) to adapt to different driving conditions. This greatly simplifies the driver's operation process and improves the user experience, as the settings are automatically optimized based on personal preferences and environmental conditions. Through continuous learning and self-adjustment, the vehicle can better adapt to various driving environments, improving overall performance and safety, helping to further reduce drivetrain wear, and extending vehicle life.

[0098] The embodiment of the present application also provides an engine torque control device. It should be noted that the engine torque control device of the embodiment of the present application can be used to execute the engine torque control method provided by the embodiment of the present application. The device is used to implement the above-mentioned embodiments and preferred implementation methods, and the details that have been explained will not be repeated. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and conceivable.

[0099] The engine torque control device provided in the embodiment of the present application is introduced below.

[0100] Figure 3 : is a structural block diagram of the engine torque control device according to an embodiment of the present application. Figure 3 As shown, the device includes an acquisition unit 10, a matching unit 20, and a comparison unit 30. The acquisition unit is used to acquire the vehicle's operating state parameters and required torque, and determine the current torque change rate control range based on the above operating state parameters and the above required torque, wherein the above operating state parameters include vehicle speed, gear information, and transmission system speed ratio; the matching unit is used to match the above current torque change rate control range with a preset torque change rate control range table to obtain the required torque change rate limit range corresponding to the current operating state of the above vehicle; the comparison unit is used to compare the actual torque change rate of the engine with the above required torque change rate limit range when the above vehicle is in a speed change state, and if the actual torque change rate of the engine is not within the above required torque change rate limit range, adjust the actual torque change rate to within the above required torque change rate limit range according to the above speed change state of the above vehicle.

[0101] This embodiment obtains vehicle operating parameters and required torque, and uses these to determine the current torque rate control range. By matching this range with a preset torque rate control range table, the engine's required torque rate limit for the current operating state can be quickly and accurately calculated, ensuring that torque adjustments are neither overly aggressive nor overly conservative. Specifically, during vehicle shifts, the system can promptly identify whether the engine's actual torque rate exceeds the limit and proactively adjust the torque rate as necessary to accommodate acceleration or deceleration. This effectively reduces shock and vibration in the drivetrain, thereby improving the driving experience and resolving the difficulty of balancing dynamic responsiveness and driving comfort in existing engine torque control strategies.

[0102] In a specific implementation process, the comparison unit includes a first comparison module and a second comparison module. The first comparison module is used to compare the actual torque change rate with the maximum required torque change rate limit within the required torque change rate limit range when the vehicle is in an accelerating state, and if the actual torque change rate is greater than the maximum required torque change rate limit, adjust the actual torque change rate to the maximum required torque change rate limit; the second comparison module is used to compare the actual torque change rate with the minimum required torque change rate limit within the required torque change rate limit range when the vehicle is in a decelerating state, and if the actual torque change rate is less than the minimum required torque change rate limit, adjust the actual torque change rate to the minimum required torque change rate limit.

[0103] By distinguishing between acceleration and deceleration, a corresponding torque rate adjustment strategy is developed to ensure that engine torque changes do not exceed preset limits under all circumstances, effectively maintaining driving comfort and safety. This strategy not only considers the physical characteristics of the vehicle's driveline but also takes into account the driver's driving habits and needs, providing a concrete and feasible solution for precise torque control. Furthermore, this approach relies primarily on software logic rather than additional hardware, reducing modification costs and facilitating widespread adoption.

[0104] In some embodiments of the present application, the above-mentioned device further includes a setting unit, a setting unit, a first establishing unit, and a second establishing unit. The setting unit is used to set a plurality of torque change rate control intervals before matching the above-mentioned current torque change rate control interval with the preset torque change rate control interval table to obtain the required torque change rate limit range corresponding to the current operating state of the above-mentioned vehicle, each of the above-mentioned torque change rate control intervals corresponds to a set of operating data, and the above-mentioned operating data include the above-mentioned operating state parameters and the above-mentioned required torque of the above-mentioned vehicle; the setting unit is used to set the maximum required torque change rate limit and the minimum required torque change rate limit for each of the above-mentioned torque change rate control intervals, the above-mentioned maximum required torque change rate limit is a positive value, and the above-mentioned minimum required torque change rate limit is a negative value; the first establishing unit is used to set the maximum required torque change rate limit and the minimum required torque change rate limit based on the above-mentioned torque change rate control intervals and the corresponding torque change rate control intervals of each of the above-mentioned torque change rate control intervals. The above-mentioned maximum required torque change rate limit is used to establish a first preset torque change rate control interval table, and the above-mentioned first preset torque change rate control interval table is used to store the correspondence between each group of the above-mentioned operating data and the above-mentioned maximum required torque change rate limit; the second establishing unit is used to establish a second preset torque change rate control interval table based on each of the above-mentioned torque change rate control intervals and the above-mentioned minimum required torque change rate limit corresponding to each of the above-mentioned torque change rate control intervals, and the above-mentioned second preset torque change rate control interval table is used to store the correspondence between each group of the above-mentioned operating data and the above-mentioned minimum required torque change rate limit, wherein the above-mentioned preset torque change rate control interval table includes the above-mentioned first preset torque change rate control interval table and the above-mentioned second preset torque change rate control interval table.

[0105] By pre-setting multiple torque rate control intervals, each tied to specific operating data, and covering diverse combinations of vehicle operating parameters and required torque, a comprehensive torque rate limit system is established to cover all vehicle operating scenarios. This includes maximum and minimum required torque rate limits, strictly regulating torque variations during acceleration and deceleration. The first and second preset torque rate control interval tables, together forming the preset torque rate control interval table, complement each other, ensuring that appropriate torque rate limits can be quickly found under any given operating condition. This prevents driveline shock caused by excessive power output during acceleration and mechanical kickback caused by excessive torque reduction during deceleration. This data-driven control strategy not only improves torque adjustment accuracy but also flexibly addresses differences in vehicle consistency, driving style, and geographic environment. It provides robust data support for real-time torque rate matching and adjustment in subsequent steps, ultimately achieving an optimal balance between power performance and driving comfort. Without changing the hardware, intelligent software optimization significantly enhances the overall driving experience and driveline durability.

[0106] In some other embodiments of the present application, the matching unit includes a first determination module, a second determination module, and a third determination module. The first determination module is used to determine, if the current torque change rate control interval is not in the preset torque change rate control interval table, the torque change rate control interval in the preset torque change rate control interval table that is closest to the current torque change rate control interval based on the operating state parameters of the vehicle and the required torque as the target torque change rate control interval; the second determination module is used to determine, based on the required torque change rate limit range corresponding to the target torque change rate control interval, the maximum required torque change rate limit and the minimum required torque change rate limit corresponding to the current operating state of the vehicle using a difference calculation method; and the third determination module is used to determine the required torque change rate limit range corresponding to the current operating state of the vehicle based on the maximum required torque change rate limit and the minimum required torque change rate limit.

[0107] Based on the calculated maximum and minimum required torque rate limits, the appropriate required torque rate limit range for the current operating state is determined. This range ensures that, under the current shifting conditions, engine torque output changes neither too quickly, causing discomfort or potential mechanical damage, nor too slowly, compromising the speed and efficiency of power response. This dynamic adjustment mechanism maintains the effectiveness and adaptability of the torque management strategy even under unexpected operating conditions, enabling refined management and personalized adjustment of torque control. The introduction of a differential calculation method effectively fills gaps in the preset torque rate control range table, ensuring accurate torque rate limit information at all times, enabling appropriate torque adjustment decisions. This not only improves the accuracy and reliability of torque control, but also enhances the system's adaptability, enabling it to flexibly cope with a variety of complex operating conditions, providing strong technical support for enhancing driver comfort and overall powertrain efficiency.

[0108] To further enhance vehicle maneuverability and driver satisfaction, the device further includes a receiving unit and an adjustment unit. The receiving unit is configured to receive user input of preference settings, including a power response level and a driving comfort level. The adjustment unit is configured to adjust the required torque change rate limit range based on the preference settings, with the adjustment range not exceeding a preset adjustment range.

[0109] By allowing users to customize power response levels and driving comfort levels, the driving experience is more personalized, meeting the needs of different driving styles and road conditions, allowing every driver to find the driving mode that best suits them. Preset adjustment ranges limit the boundaries of user settings, ensuring that all personalized adjustments are within a safe and reasonable range, avoiding the risk of users blindly pursuing high performance while ignoring safety hazards. Torque control strategies can be customized solely through software-level adjustments, without the need for additional hardware modifications. This not only reduces implementation costs but also simplifies maintenance processes, providing manufacturers with an efficient technical solution. In short, by integrating user preferences and preset adjustment range limits, the torque rate control strategy is not only enriched in functionality, but also made more user-friendly and intelligent, further enhancing vehicle handling flexibility and driver satisfaction.

[0110] In some embodiments of the present application, the comparison unit includes an operation module for continuing to operate according to the actual torque change rate if the actual torque change rate of the engine is within the required torque change rate limit range.

[0111] By comparing the engine's actual torque rate of change with the required torque rate of change limits in real time, it can identify and maintain torque adjustments that are already within the appropriate range without requiring additional intervention. This achieves a dynamic balance between power response and driving comfort, allowing the driver to experience both immediate power feedback and a smooth, jerk-free driving experience when accelerating or decelerating the vehicle. This significantly improves vehicle handling and ride comfort, while reducing unnecessary impact on the drivetrain and extending the service life of key vehicle components.

[0112] In some other embodiments of the present application, the acquisition unit includes an acquisition module and an arbitration module. The acquisition module is used to acquire the accelerator pedal demand torque, the AMT demand torque, and the cruise demand torque; and the arbitration module is used to perform priority arbitration among the accelerator pedal demand torque, the AMT demand torque, and the cruise demand torque to obtain the demand torque.

[0113] By integrating and arbitrating demand torque signals from various systems, the system more accurately responds to the driver's true intentions, whether accelerating, cruising, or shifting. This arbitration mechanism helps coordinate potential conflicting demands between the accelerator pedal, automatic transmission (AMT), and cruise control systems, avoiding confusion or erroneous execution of control signals and ensuring safe and efficient vehicle operation. Priority arbitration, combined with adjustment of the demand torque rate limit, comprehensively enhances vehicle dynamics and driving comfort, ensuring that every acceleration, deceleration, and gear shift is smooth and efficient, meeting diverse driving needs.

[0114] The engine torque control device includes a processor and memory. The acquisition unit, matching unit, comparison unit, etc. are stored as program units in the memory. The processor executes the program units stored in the memory to implement the corresponding functions. The modules are all located in the same processor; alternatively, the modules can be located in different processors in any combination.

[0115] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0116] An embodiment of the present invention provides a computer-readable storage medium, which includes a stored program. When the program is executed, the device where the computer-readable storage medium is located is controlled to execute the engine torque control method.

[0117] An embodiment of the present invention provides a processor, which is used to run a program, wherein the engine torque control method is executed when the program is run.

[0118] An embodiment of the present invention provides an electronic device comprising a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, the steps of the aforementioned engine torque control method are implemented. The device herein may be a server, a PC, a PAD, a mobile phone, or the like.

[0119] The present application also provides a computer program product, which, when executed on a data processing device, is suitable for executing a program that initializes the steps of the above-mentioned engine torque control method.

[0120] Obviously, those skilled in the art will appreciate that the various modules or steps of the present invention described above can be implemented using a general-purpose computing device, can be centralized on a single computing device, or can be distributed across a network of multiple computing devices. They can be implemented using program code executable by the computing device, and thus, can be stored in a storage device and executed by the computing device. In some cases, the steps shown or described herein can be performed in a different order than that shown, or can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0121] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0122] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0123] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0124] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0125] In a typical configuration, a computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0126] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0127] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can be implemented using any method or technology for information storage. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change RAM (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices, or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory computer-readable media, such as modulated data signals and carrier waves.

[0128] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0129] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0130] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. An engine torque control method, characterized in that: include: Obtaining operating state parameters and required torque of the vehicle, and determining a current torque change rate control interval based on the operating state parameters and the required torque, the operating state parameters including vehicle speed, gear information, and transmission system speed ratio; Matching the current torque change rate control interval with a preset torque change rate control interval table to obtain a required torque change rate limit range corresponding to the current operating state of the vehicle; When the vehicle is in a speed-changing state, the actual torque change rate of the engine is compared with the required torque change rate limit range. If the actual torque change rate of the engine is not within the required torque change rate limit range, the actual torque change rate is adjusted to within the required torque change rate limit range according to the speed-changing state of the vehicle.

2. The method according to claim 1, characterized in that When the vehicle is in a speed change state, comparing the actual torque change rate of the engine with the required torque change rate limit range, and if the actual torque change rate of the engine is not within the required torque change rate limit range, adjusting the actual torque change rate to be within the required torque change rate limit range, including: When the vehicle is in an accelerating state, comparing the actual torque change rate with a maximum required torque change rate limit within the required torque change rate limit range, and adjusting the actual torque change rate to the maximum required torque change rate limit if the actual torque change rate is greater than the maximum required torque change rate limit; When the vehicle is in a deceleration state, the actual torque change rate is compared with the minimum required torque change rate limit within the required torque change rate limit range. If the actual torque change rate is less than the minimum required torque change rate limit, the actual torque change rate is adjusted to the minimum required torque change rate limit.

3. The method according to claim 1, characterized in that Before matching the current torque change rate control interval with a preset torque change rate control interval table to obtain a required torque change rate limit range corresponding to the current operating state of the vehicle, the method further includes: setting a plurality of torque change rate control intervals, each of the torque change rate control intervals corresponding to a set of operating data, the operating data including the operating state parameter of the vehicle and the required torque; For each of the torque change rate control intervals, a maximum required torque change rate limit and a minimum required torque change rate limit are set respectively, wherein the maximum required torque change rate limit is a positive value and the minimum required torque change rate limit is a negative value; establishing a first preset torque change rate control interval table based on each of the torque change rate control intervals and the maximum required torque change rate limit corresponding to each of the torque change rate control intervals, wherein the first preset torque change rate control interval table is used to store a correspondence between each set of the operating data and the maximum required torque change rate limit; Based on each of the torque change rate control intervals and the minimum required torque change rate limit corresponding to each of the torque change rate control intervals, a second preset torque change rate control interval table is established, wherein the second preset torque change rate control interval table is used to store the corresponding relationship between each set of the operating data and the minimum required torque change rate limit. The preset torque change rate control interval table includes the first preset torque change rate control interval table and the second preset torque change rate control interval table.

4. The method according to claim 1, wherein The current torque change rate control interval is matched with a preset torque change rate control interval table to obtain a required torque change rate limit range corresponding to the current operating state of the vehicle, including: If the current torque change rate control interval is not in the preset torque change rate control interval table, determining, based on the vehicle operating state parameter and the required torque, a torque change rate control interval in the preset torque change rate control interval table that is closest to the current torque change rate control interval as a target torque change rate control interval; Determining a maximum demand torque rate limit and a minimum demand torque rate limit corresponding to the current operating state of the vehicle using a difference calculation method based on a demand torque rate limit range corresponding to the target torque rate control interval; The required torque change rate limit value range corresponding to the current operating state of the vehicle is determined according to the maximum required torque change rate limit value and the minimum required torque change rate limit value.

5. The method according to any one of claims 1 to 4, characterized in that The method further comprises: receiving preference settings input by a user, the preference settings including a power response level and a driving comfort level; The required torque change rate limit range is adjusted according to the preference setting, and the adjustment range does not exceed a preset adjustment range.

6. The method according to claim 1, characterized in that When the vehicle is in a speed change state, comparing the actual torque change rate of the engine with the required torque change rate limit range includes: If the actual torque change rate of the engine is within the required torque change rate limit range, the engine continues to operate according to the actual torque change rate.

7. The method according to claim 1, characterized in that Obtain the vehicle's operating status parameters and required torque, including: Obtain accelerator pedal demand torque, AMT demand torque and cruise demand torque; The accelerator pedal demand torque, the AMT demand torque, and the cruise demand torque are subjected to priority arbitration to obtain the demand torque.

8. An engine torque control device, characterized in that: include: an acquisition unit, configured to acquire operating state parameters and a required torque of the vehicle, and determine a current torque change rate control interval according to the operating state parameters and the required torque, wherein the operating state parameters include vehicle speed, gear information, and transmission system speed ratio; a matching unit, configured to match the current torque change rate control interval with a preset torque change rate control interval table to obtain a required torque change rate limit range corresponding to the current operating state of the vehicle; A comparison unit is used to compare the actual torque change rate of the engine with the required torque change rate limit range when the vehicle is in a speed change state. If the actual torque change rate of the engine is not within the required torque change rate limit range, the actual torque change rate is adjusted to be within the required torque change rate limit range according to the speed change state of the vehicle.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the engine torque control method according to any one of claims 1 to 7.

10. An electronic device, characterized in that: include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include instructions for executing the engine torque control method described in any one of claims 1 to 7.

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