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

Abstract

The application provides an engine torque control method and device, a storage medium and an electronic device, and belongs to the technical field of engine control. In the scheme, the operating state parameters and the required torque of the vehicle are obtained, and the current torque change rate control interval is determined according to the operating state parameters and the required torque; the 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 value range corresponding to the current operating state of the vehicle; in the case that the vehicle is in a gear shifting state, the actual torque change rate of the engine is compared with the required torque change rate limit value range, and if the actual torque change rate of the engine is not within the required torque change rate limit value range, the actual torque change rate is adjusted to be within the required torque change rate limit value range according to the gear shifting state of the vehicle. The scheme solves the problem that the engine torque control strategy in the prior art is difficult to balance the power response and driving comfort.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and more specifically, to an engine torque control method, an engine torque control device, a computer-readable storage medium, and an electronic device. Background Technology

[0002] In a car's transmission system, components such as the engine and gearbox are connected by a mechanical structure. During rapid acceleration or deceleration, the presence of mechanical clearances can cause impacts and vibrations during power transmission, thus affecting driving comfort and the responsiveness of the power system.

[0003] Existing technologies mitigate this effect by setting a fixed limit on the rate of torque change, but fail to simultaneously consider vehicle consistency, individual driver needs, and differences in road conditions. This lack of flexibility and broad applicability limits the balance between power responsiveness and comfort. Summary of the Invention

[0004] The main objective 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 existing engine torque control strategies are difficult to balance power responsiveness and driving comfort.

[0005] To achieve the above objectives, according to one aspect of this application, an engine torque control method is provided, comprising: acquiring 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 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 state of the vehicle; and when the vehicle is in a shift 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 within the required torque change rate limit range according to the shift state of the vehicle.

[0006] Optionally, when the vehicle is in a shifting 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 the required torque change rate limit range. This includes: when the vehicle is in an acceleration state, comparing the actual torque change rate 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; and when the vehicle is in a deceleration state, comparing the actual torque change rate 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 multiple torque change rate control intervals, each torque change rate control interval corresponding to a set of operating data, the operating data including the operating state parameters of the vehicle and the required torque; for each torque change rate control interval, setting a maximum required torque change rate limit and a minimum required torque change rate limit, 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 torque change rate control interval and each torque change rate control interval... Based on the maximum required torque change rate limit, a first preset torque change rate control interval table is established. The first preset torque change rate control interval table is used to store the correspondence between each group of operating data and the maximum required torque change rate limit. Based on each torque change rate control interval and the minimum required torque change rate limit corresponding to each torque change rate control interval, a second preset torque change rate control interval table is established. The second preset torque change rate control interval table is used to store the correspondence between each group of 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.

[0008] Optionally, 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 includes: if the current torque change rate control interval is not in the preset torque change rate control interval table, determining the torque change rate control interval closest to the current torque change rate control interval in the preset torque change rate control interval table as the target torque change rate control interval based on the operating state parameters of the vehicle and the required torque; determining 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 based on the required torque change rate limit range corresponding to the target torque change rate control interval; and determining 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.

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

[0010] Optionally, when the vehicle is in a shift 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, then continuing to operate according to the actual torque change rate.

[0011] Optionally, the vehicle's operating status parameters and required torque are obtained, including: obtaining the accelerator pedal required torque, AMT required torque, and cruise required torque; prioritizing and arbitrating 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 this application, an engine torque control device is provided, comprising: an acquisition unit, configured to acquire vehicle operating state parameters and required torque, and determine 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 ratio; a matching unit, configured to match 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 state of the vehicle; and a comparison unit, configured to compare the actual torque change rate of the engine with the required torque change rate limit range when the vehicle is in a shift state, and if the actual torque change rate of the engine is not within the required torque change rate limit range, adjust the actual torque change rate to within the required torque change rate limit range according to the shift state of the vehicle.

[0013] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform any of the described engine torque control methods.

[0014] According to another aspect of this 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 configured to be executed by the one or more processors, the one or more programs including methods for performing any of the described engine torque control methods.

[0015] By applying the technical solution of this application, the operating state parameters and required torque of the vehicle are obtained, and the current torque change rate control range is determined based on these parameters. The operating state parameters include vehicle speed, gear information, and transmission ratio. The current torque change rate control range is matched with a preset torque change rate control range table to obtain the required torque change rate limit range corresponding to the vehicle's current operating state. When the vehicle is in a shifting 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 vehicle's shifting state. In this solution, by obtaining the vehicle's operating state parameters and required torque, the current torque change rate control range is determined based on these parameters. By matching this range with a preset torque change rate control range table, the limit range of the engine's required torque change rate under the current operating state can be calculated quickly and accurately, ensuring that the torque adjustment is neither too aggressive nor too conservative. Especially during vehicle gear shifting, 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. This effectively reduces the impact and vibration in the transmission system, thereby improving the driving experience and solving the problem that existing engine torque control strategies are difficult to balance power responsiveness and driving comfort. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 A hardware structure block diagram of a mobile terminal for executing an engine torque control method according to an embodiment of this application is shown;

[0018] Figure 2 A schematic flowchart of an engine torque control method according to an embodiment of this application is shown;

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

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

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

[0022] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] As described in the background section, existing technologies mitigate this effect by fixing the torque change rate limit, which restricts the balance between power responsiveness and comfort. To address the problem that existing engine torque control strategies struggle to balance power responsiveness and driving comfort, embodiments of this 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 of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0027] The methods and embodiments provided in this application can be executed on a mobile terminal, computer terminal, or 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 for an engine torque control method according to an embodiment of the present invention. Figure 1 As shown, a mobile terminal may include one or more ( Figure 1Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal described above. For example, the mobile terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0028] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the engine torque control method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof. The transmission device 106 is used to receive or send data via a network. Specific examples of the aforementioned networks may include wireless networks provided by the mobile terminal's communication 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 communicate 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] This embodiment provides an engine torque control method that runs on a mobile terminal, computer terminal, or similar computing device. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Also, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] Figure 2 This is a schematic flowchart of an engine torque control method according to an embodiment of this application. Figure 2 As shown, the method includes the following steps:

[0031] Step S201: Obtain the vehicle's operating status parameters and required torque, and determine the current torque change rate control range based on the above operating status parameters and required torque. The above operating status parameters include vehicle speed, gear information and transmission ratio.

[0032] Specifically, the process involves acquiring vehicle operating parameters and the driver's required torque. Operating parameters primarily include vehicle speed, gear information, and transmission ratio. These parameters are crucial for understanding the vehicle's current operating state and determining an appropriate torque control strategy. Vehicle speed is obtained through the vehicle's speed sensor and is a key factor in determining torque adjustment requirements. At different vehicle speeds, the required torque output and rate of change differ. Gear information is reported by the transmission controller, reflecting the transmission relationship between the engine and the wheels. Different gears imply different torque amplification factors, therefore the impact of the current gear must be considered during torque control. The transmission ratio is the speed ratio of various components in the transmission system (such as the engine, transmission, and final drive). The transmission ratio directly affects the efficiency of torque transmission; changes in the transmission ratio mean different degrees of impact of torque changes on wheel driving force. Required torque typically originates from driver input, such as the accelerator pedal position, or the vehicle's automatic control requirements, such as the speed cruise control aims to maintain. Based on the accelerator pedal position, the driver's intention, and the vehicle's current state, the required engine torque output is calculated.

[0033] Based on the above operating parameters and required torque, the current torque change rate control range is determined. Table 1 shows the correspondence between vehicle speed, gear information, transmission ratio, and required torque. Each set of correspondences forms a torque change rate control range, and each torque change rate control range is numbered. Specifically, the numbered interval 1 refers to the range of vehicle speed from 0 to 10 km / h and the required torque from 0 to 200 Nm; the numbered interval 2 refers to the range of vehicle speed from 0 to 10 km / h and the required torque from 200 to 400 Nm; the numbered interval 3 refers to the range of vehicle speed from 0 to 10 km / h and the required torque from 400 to 600 Nm; the numbered interval 11 refers to the range of vehicle speed from 10 to 20 km / h and the required torque from 0 to 200 Nm; the numbered interval 12 refers to the range of vehicle speed from 10 to 20 km / h and the required torque from 200 to 400 Nm; the numbered interval 13 refers to the range of vehicle speed from 10 to 20 km / h and the required torque from 400 to 600 Nm; and the numbered interval 80 refers to the range of vehicle speed from 70 to 80 km / h and the required torque from 1800 to 2000 Nm. Referring to Table 1, if the vehicle speed is 10km / h and the required torque is 200Nm, then the current torque change rate control range is determined to be range number 1.

[0034] Table 1

[0035]

[0036] By acquiring the vehicle's real-time operating parameters (vehicle speed, gear information, transmission ratio) and the driver's specific torque demand, the control range of the current torque change rate was accurately determined, laying a solid foundation for subsequent torque change rate matching and adjustment steps. In other words, acquiring operating parameters and demanded torque, as well as determining the current torque change rate control range, are fundamental to the entire torque control method, providing the necessary conditions and range for subsequent torque change rate comparison and adjustment.

[0037] Step S202: Match the current torque change rate control range with the preset torque change rate control range table to obtain the required torque change rate limit range corresponding to the current operating state of the vehicle.

[0038] Following step S201, after determining the current torque change rate control range, the next step is to match this range with a preset torque change rate control range table. The purpose is to determine the range within which the engine's required torque change rate should be maintained under the current vehicle operating conditions to ensure optimal power responsiveness and driving comfort. Specifically, the preset torque change rate control range table is pre-defined during the vehicle design phase. Based on extensive test data and a deep understanding of vehicle characteristics, this table contains torque change rate limits for various operating conditions. Each operating condition is defined by different combinations of vehicle speed, gear information, and transmission ratios. Furthermore, each operating condition has its corresponding maximum and minimum required torque change rate limits. These limits consider the internal mechanical characteristics of the transmission system and the overall dynamic response of the vehicle, aiming to balance the need for rapid power output response and reduced transmission shock under different driving conditions.

[0039] Once the current torque change rate control range is determined, the matching or closest range is found in the preset torque change rate control range table. For example, if the current vehicle speed is 10 km / h, in 1st gear, the transmission ratio is 20, and the required torque is within the range of 200 Nm, after finding the matching control range, the maximum and minimum required torque change rate limits for this range are obtained. These limits constitute the allowable range of the required torque change rate under the current operating conditions, i.e., the required torque change rate limit range.

[0040] By precisely matching the current torque change rate control range with a preset torque change rate control range table, the required torque change rate limit range under the current vehicle operating conditions can be quickly located. This process achieves intelligent collaboration between hardware and software. Through software-level strategy adjustments, it effectively avoids driving discomfort caused by hardware physical limitations (such as transmission system clearances). The preset torque change rate control range table, built on a thorough understanding of vehicle characteristics and extensive testing, is equivalent to a detailed driving manual, guiding appropriate torque control decisions under various operating conditions. More importantly, it provides clear guidance for subsequent torque change rate adjustment steps, ensuring the rationality and effectiveness of torque adjustment. Through the matching process, it is possible to determine whether the actual torque change rate deviates from the ideal range, and then take necessary intervention measures.

[0041] Step S203: When the vehicle is in a shift 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 the required torque change rate limit range according to the shift state of the vehicle.

[0042] When a vehicle is in a shifting state, i.e., during acceleration or deceleration, the actual torque change rate of the engine becomes a key parameter determining the driving experience. The core objective of step S203 is to ensure that the change in engine torque conforms to the preset required torque change rate limit, in order to achieve both efficient power transmission and a smooth driving experience. Specifically, by monitoring the input of the accelerator pedal, the feedback from the transmission, and other relevant sensor data, the current torque output of the engine and its change rate are continuously calculated. This change rate reflects the direct relationship between the driver's intention and the vehicle's power output, especially during vehicle acceleration or deceleration. Once the actual torque change rate is obtained, it is then compared with the required torque change rate limit within the current torque change rate control range determined in step S202. These limits include the maximum allowable upward slope and the minimum downward slope under the current vehicle operating state (defined by parameters such as vehicle speed, gear information, and transmission ratio). If the actual torque change rate is found to exceed the required torque change rate limit range (i.e., the change is too drastic or too slow), the engine operating conditions are adjusted according to the vehicle's shifting state (acceleration or deceleration) to bring the actual torque change rate back to the required limit range. Adjustment methods include fine-tuning the fuel injection quantity, adjusting the ignition timing, and controlling the throttle opening. All of these are aimed at making the engine's torque output smoother and reducing the shock and discomfort caused by excessively fast or slow torque changes.

[0043] Through real-time monitoring and timely adjustments when necessary, this control strategy ensures precise and timely torque response. Whether accelerating rapidly on a highway or frequently starting and stopping in congested city streets, the torque output can be dynamically adjusted according to the actual needs of the vehicle and driver, avoiding unnecessary power shocks while ensuring the necessary power response speed, thereby comprehensively improving driving comfort and power efficiency. In summary, the role of step S203 in the vehicle's shifting state is to ensure that the torque output does not cause driver discomfort due to excessive changes, nor does it affect the vehicle's power performance due to sluggish changes, by closely monitoring and adjusting the actual rate of change of engine torque. This provides an important guarantee for the efficiency and stability of the entire torque control process.

[0044] This embodiment acquires the vehicle's operating parameters and required torque, and based on this, determines the current torque change rate control range. By matching this range with a preset torque change rate control range table, it can quickly and accurately calculate the limit range of the engine's required torque change rate under the current operating state, ensuring that torque adjustment is neither too aggressive nor too conservative. Especially during vehicle shifting, it can promptly identify whether the engine's actual torque change rate exceeds the limit range, and proactively adjust the torque change rate when necessary to adapt to acceleration or deceleration, effectively reducing shocks and vibrations in the transmission system, thereby improving the driving experience. This solves the problem in existing technologies where engine torque control strategies struggle to balance power responsiveness and driving comfort.

[0045] In specific implementation, when the vehicle is in a shifting 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 the required torque change rate limit range. This includes: when the vehicle is accelerating, comparing the actual torque change rate 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 decelerating, comparing the actual torque change rate 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.

[0046] Specifically, during vehicle acceleration, the engine's torque demand typically increases suddenly. At this time, the actual rate of change of engine torque is monitored and compared to the maximum required torque change rate limit within the specified range. If the actual rate of change of torque exceeds this maximum limit—meaning the change is too rapid—it causes excessive shock within the transmission system, affecting driving comfort and the lifespan of vehicle components. To address this, measures are taken to reduce the actual rate of change of torque, ensuring it does not exceed the maximum required torque change rate limit. These measures include delaying fuel injection timing, reducing fuel injection quantity, and adjusting ignition timing. These adjustments ensure smoothness and controllability during torque increase, avoiding transmission system shocks caused by sudden torque changes.

[0047] When a vehicle decelerates, the engine's torque demand decreases rapidly, which can cause unstable responses in the transmission system, such as gear backlash. Therefore, it's necessary to monitor the actual torque change rate and compare it to the minimum required torque change rate limit within the specified range. If the actual torque change rate is lower than the minimum required torque change rate limit, it means the torque is dropping too quickly, which can also lead to transmission instability and affect the driving experience. In this case, measures will be taken to smooth out the torque drop and prevent it from falling below the minimum required torque change rate limit. Adjustments include advancing the fuel injection timing, appropriately increasing the fuel injection quantity (to avoid engine stall), and modifying the ignition timing. The aim is to ensure a stable release of torque during deceleration and prevent mechanical backlash or vibration caused by a sudden drop in torque.

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

[0049] In some embodiments of this application, 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 multiple torque change rate control intervals, each torque change rate control interval corresponding to a set of operating data, the operating data including the operating state parameters of the vehicle and the required torque; for each torque change rate control interval, setting a maximum required torque change rate limit and a minimum required torque change rate limit, 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 each torque change rate control interval and each torque change rate control interval... Based on the maximum required torque change rate limit corresponding to each of the above-mentioned intervals, a first preset torque change rate control interval table is established. The first preset torque change rate control interval table is used to store the correspondence between each set of the above-mentioned operating data and the maximum required torque change rate limit. Based on each of the above-mentioned torque change rate control intervals and the 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. The second preset torque change rate control interval table is used to store the correspondence between each set of the above-mentioned 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.

[0050] Specifically, firstly, based on different vehicle operating conditions, including vehicle speed, gear information, transmission ratio, and required torque, multiple torque change rate control ranges are defined. Each range corresponds to a specific set of operating data, which comprehensively reflects the vehicle's state under specific operating conditions. For each defined torque change rate control range, a maximum and minimum required torque change rate limit are preset. The maximum required torque change rate limit is a positive value, used to limit the upper limit of engine torque change during acceleration, preventing excessively rapid torque increase from causing transmission system shock. The minimum required torque change rate limit is a negative value, used to limit the lower limit of engine torque change during deceleration, preventing excessively rapid torque decrease from causing 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 is shown in Table 2, which defines the maximum required torque change rate (positive value) for each interval. The second preset torque change rate control interval is shown in Table 3, which defines the minimum required torque change rate (negative value) for each interval. The first preset torque change rate control interval table records the relationship between all torque change rate control intervals and their corresponding maximum required torque change rate limits, i.e., the maximum permissible rate 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 their corresponding minimum required torque change rate limits, clarifying the minimum permissible rate of torque change under different operating conditions to ensure the smoothness of the deceleration process. If the current vehicle speed is 10km / h, in 1st gear, the transmission ratio is 20, and the required torque is within the range of 200Nm, then the current torque change rate control range is range number 1 in Table 1. After finding the matching control range in the preset torque change rate control range table, the maximum and minimum required torque change rate limits for this range are obtained. That is, the maximum required torque change rate limit is 1000Nm / s, and the minimum required torque change rate limit is -1000Nm / s. These limits constitute the allowable range of the required torque change rate of the vehicle under the current operating conditions.

[0052] Table 2

[0053]

[0054] Table 3

[0055]

[0056] The specific values ​​in Tables 2 and 3 above are merely examples from this embodiment, provided for ease of reading and understanding. Different values ​​can be set according to different application scenarios and engineering experiments.

[0057] By pre-setting multiple torque change rate control intervals, each bound to specific operational data, and encompassing diverse combinations of vehicle operating parameters and required torque, a comprehensive torque change rate limit system covering various vehicle operating scenarios has been established. This system includes maximum and minimum required torque change rate limits, with strict specifications for torque changes during acceleration and deceleration. The established first and second preset torque change rate control interval tables together constitute the preset torque change rate control interval table, forming a complementary mechanism. This ensures that under any given operating condition, a suitable torque change rate limit can be quickly found, thus avoiding transmission system shocks caused by excessive power output during acceleration and preventing mechanical backlash caused by excessive torque drop during deceleration. This data-driven control strategy not only improves the accuracy of torque adjustment but also flexibly addresses differences in vehicle consistency, driving style, and geographical environment, providing strong data support for real-time matching and adjustment of torque change rate in subsequent steps, thereby achieving the optimal balance between power performance and driving comfort. Without changing the hardware, intelligent software optimization significantly improves the overall driving experience and transmission system durability.

[0058] In other embodiments of this application, the current torque change rate control interval is matched 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. This includes: if the current torque change rate control interval is not in the preset torque change rate control interval table, based on the vehicle's operating state parameters and the required torque, determining 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 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, using a difference calculation method 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 determining 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.

[0059] The above describes the process of finding the most suitable torque change rate limit when the torque change rate control interval is not directly located in the preset torque change rate control interval table. Specifically, firstly, if the detected current torque change rate control interval is not in the preset torque change rate control interval table, it means that there is no direct preset rule for the combination of the current vehicle operating parameters and the required torque. To solve this problem, the system automatically finds the preset torque change rate control interval that is closest to the current interval and uses it as the target torque change rate control interval. This "nearest neighbor" concept can be defined based on multiple dimensions, such as the combination of vehicle speed, gear, transmission ratio, and required torque, selecting the most suitable target interval 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 torque change rates are calculated based on the difference between adjacent points.

[0060] Once the target torque change rate control range is identified, the torque change rate limit under the current operating condition can be estimated using the difference calculation method, based on the corresponding maximum and minimum demand torque change rate limits within that range. The basic principle of the difference calculation method is to convert the difference between the current operating condition parameters and the target range parameters into a fine-tuning amount for the torque change rate limit, making the limit range closer to the actual situation. Specifically, based on the small differences in vehicle speed, gear, transmission ratio, and demand torque, the maximum and minimum demand torque change rate limits under the current condition can be accurately calculated using linear interpolation or other mathematical methods.

[0061] A linear interpolation method can be used to determine the maximum torque change rate limit at a vehicle speed of 48 km / h and a torque demand of 1650 Nm. First, according to the preset torque change rate control interval table, the maximum torque change rate limit at a vehicle speed of 50 km / h and a torque demand of 1600 Nm is 800 Nm / s, and the maximum torque change rate limit at a vehicle speed of 50 km / h and a torque demand of 1800 Nm is 1000 Nm / s. The torque demand changes from 1600 Nm to 1800 Nm, and 1650 Nm falls between these two values, but is closer to 1600 Nm. Therefore, it is necessary to calculate the positional ratio of 1650 Nm relative to 1600 Nm and 1800 Nm. This ratio will be used in the subsequent interpolation calculation of the torque change rate limit. The formula for calculating the difference ratio is as follows:

[0062] Ratio = (Current demand torque - Lower demand torque) / (Higher demand torque - Lower demand torque).

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

[0064] Once the required torque ratio is known, the maximum required torque change rate limit at the target point can be calculated using linear interpolation, based on the known maximum required torque change rate limit. The linear interpolation formula is as follows:

[0065] Target point limit = lower required torque limit + ratio × (higher required torque limit - lower required torque limit), substitute the specific value: target point limit = 800 + 0.25 × (1000 - 800) = 850 Nm / s.

[0066] Therefore, the maximum 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 utilizes a linear relationship, based on the known trend of the torque change rate limit changing with the demand torque, to estimate the limit at an unknown point. Since the vehicle speed is slightly below the preset point of 50 km / h when the demand torque is 1650 Nm, but the demand torque is between 1600 Nm and 1800 Nm, only the impact of the change in demand torque on the torque change rate limit is considered. In this example, the demand torque of 1650 Nm represents a 25% increase compared to 1600 Nm, while the maximum demand torque change rate limit increases from 800 Nm / s to 1000 Nm / s. Therefore, a ratio of 0.25 is used to interpolate and calculate the difference between the two limits, resulting in a limit of 850 Nm / s. This method is simple and effective, capable of handling torque demand scenarios outside of preset tables, ensuring the continuity and rationality of the torque control strategy at various operating points, thereby improving vehicle performance and driving comfort.

[0068] The calculation method for 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 change rate limits, the appropriate range of required torque change rate limits under the current operating conditions can be determined. This range ensures that, under the current transmission conditions, the engine's torque output change is neither too rapid, causing discomfort or potential mechanical damage, nor too slow, affecting the speed and efficiency of power response. Through this dynamic adjustment mechanism, even under non-preset operating conditions, the effectiveness and adaptability of the torque management strategy can be maintained, achieving refined management and individualized adjustment of torque control. By introducing the difference calculation method, any gaps that may exist in the preset torque change rate control range table are effectively filled, ensuring that accurate torque change rate limit information is obtained at any time, thereby making 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 various complex operating conditions, providing strong technical support for improving driver comfort and the overall efficiency of the powertrain.

[0070] To further enhance vehicle handling agility and driver satisfaction, the method further includes: receiving user input preference settings, including power response level and driving comfort level; adjusting the required torque change rate limit range according to the preference settings, wherein the adjustment range does not exceed a preset adjustment range.

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

[0072] After receiving the user's input preferences, the system will adjust the limit range of the torque demand rate of change accordingly. For example, if the user selects a high power response level, the maximum limit of the torque demand rate of change will be relaxed, allowing for a larger torque change rate during rapid acceleration, thus quickly increasing vehicle speed. Conversely, if the user prefers high driving comfort, the torque demand rate of change will be strictly limited, especially during rapid acceleration and deceleration, to reduce vibration and shock within the transmission system and ensure a smooth driving experience.

[0073] To ensure vehicle safety and engine lifespan, any adjustments based on user preferences cannot exceed the preset adjustment range. This means that even if a user has extremely high demands for power response, the torque change rate 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 change rate will not be reduced too low, so as not to affect the vehicle's power performance in emergency situations. This preset adjustment range is designed to balance personalized needs with vehicle performance and safety, preventing extreme settings from damaging the vehicle.

[0074] By allowing users to customize power response and driving comfort levels, the personalization of the driving experience is enhanced, meeting the needs of different driving styles and road conditions, allowing each driver to find the driving mode most suitable for them. Preset adjustment ranges limit the possibilities of user settings, ensuring all personalized adjustments are within a safe and reasonable range, avoiding the risk of users blindly pursuing high performance while ignoring safety hazards. Personalized customization of torque control strategies can be achieved solely through software adjustments, without additional hardware modifications, reducing implementation costs and simplifying maintenance processes, providing manufacturers with an efficient technical solution. In short, by integrating user preference settings and preset adjustment range limits, the functionality of torque rate of change control strategies is enriched, making them more user-friendly and intelligent, further improving vehicle handling flexibility and driver satisfaction.

[0075] In some embodiments of this application, when the vehicle is in a shifting 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 the vehicle continues to operate according to the actual torque change rate.

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

[0077] By comparing the engine's actual torque change rate with the required torque change rate limit in real time, the system can identify and maintain torque adjustments within a reasonable range without additional intervention. This means a dynamic balance is struck between power response and driving comfort, allowing drivers to experience both immediate power feedback and a smooth, jerk-free driving experience when accelerating or decelerating. This significantly improves vehicle handling and ride comfort while reducing unnecessary impact on the transmission system and extending the lifespan of critical vehicle components.

[0078] In other embodiments of this application, obtaining the vehicle's operating status parameters and required torque includes: obtaining the accelerator pedal required torque, AMT required torque, and cruise required torque; prioritizing and arbitrating the accelerator pedal required torque, the AMT required torque, and the cruise required torque to obtain the required torque.

[0079] The above explains how a priority arbitration mechanism determines the final torque demand when a vehicle faces different torque demand commands. Specifically, the accelerator pedal torque demand is measured by vehicle sensors based on the driver's accelerator pedal input, reflecting the driver's immediate requirements for vehicle acceleration and power output. The AMT (Automated Manual Transmission) torque demand is a signal obtained by the AMT controller based on the vehicle's current operating status (such as speed and gear) and driving conditions (such as uphill driving and load changes). AMT torque demand focuses on achieving smooth shifting and optimizing fuel economy. Cruise control torque demand is related to the vehicle's cruise control system. When the vehicle activates cruise control mode, the cruise control system sends a torque demand signal to maintain stable vehicle speed.

[0080] During vehicle operation, the vehicle simultaneously receives the three torque demand signals mentioned above. To determine which signal should be followed when adjusting the engine's actual torque output, a priority arbitration mechanism is introduced. This mechanism compares and determines which torque demand signal has the highest execution priority based on preset rules.

[0081] Example of the arbitration process: Under normal driving conditions, the torque demand from the accelerator pedal is often given the highest priority because it is the result of direct driver control and reflects the most immediate driving intentions. When the vehicle is in cruise control mode, the cruise torque demand becomes the primary reference, controlling engine torque based on signals from the cruise control system to maintain the predetermined speed. In specific driving modes (such as eco mode) or special conditions (such as high-speed shifting), the AMT torque demand is prioritized to optimize the shifting process or fuel consumption. Through priority arbitration, it is possible to determine which torque demand signal should be used as the basis for controlling engine torque adjustment at any given time. Once a certain torque demand signal is determined to have the highest priority, it will be used as the required torque.

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

[0083] By integrating and arbitrating demand torque signals from different systems, the system can respond more accurately to the driver's true intentions, whether it's acceleration, cruising, or shifting gears. The arbitration mechanism helps coordinate potential demand conflicts between the accelerator pedal, AMT (Automated Manual Transmission), and cruise control system, avoiding confusion or erroneous execution of control signals and ensuring vehicle safety and efficiency. Priority arbitration, combined with adjustment of the demand torque change rate limit, comprehensively improves vehicle power performance and driving comfort, ensuring smooth and efficient acceleration, deceleration, and gear shifts to meet diverse driving needs.

[0084] The above solutions mainly involve adjusting the torque change rate limit during rapid acceleration and deceleration. However, torque changes during braking are equally important, as they directly affect the smoothness of vehicle stopping and passenger comfort. In some embodiments of this application, a braking torque change rate limit is introduced. Similar to acceleration and deceleration limits, these limits can be adjusted based on parameters such as vehicle speed and gear. When the vehicle enters braking mode, the required torque of the accelerator pedal and AMT is monitored, and the required torque of the braking system is also considered and compared with the braking torque change rate limit. If the braking 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 potential mechanical shock when the vehicle stops suddenly. The introduction of the braking torque change rate limit further improves the torque change rate control system, covering all vehicle operating states and improving driving safety and passenger comfort. Fine control of the braking torque change rate helps extend the service life of the braking system and reduce maintenance costs.

[0085] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the engine torque control method of this application will be described in detail below with reference to specific embodiments.

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

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

[0088] Initial vehicle state: Assume that the truck was manufactured with the torque change rate range and limit defined by the company's engineers. For example, at a speed of 30km / h to 40km / h, the required torque is in the range of 600Nm to 800Nm (e.g., range number 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 can access the "Driving Mode Settings" menu via the truck's instrument panel touchscreen, select "Medium-High" for power response level and "Medium" for driving comfort level.

[0090] Based on the driver's selection, the maximum required torque change rate limit is automatically adjusted to 400 Nm / s and the minimum required torque change rate limit is -300 Nm / s in range 33, in order to provide better power response while maintaining a certain level of driving comfort.

[0091] Vehicle operation monitoring and control:

[0092] Rapid acceleration scenario: When the truck is traveling at 35 km / h, the driver suddenly needs to accelerate to overtake, quickly pressing the accelerator pedal, causing the required torque to instantly increase from 650 Nm to 800 Nm. The actual torque change rate is detected to be 450 Nm / s, exceeding the maximum required torque change rate limit (400 Nm / s) for the current range. However, because the driver had previously adjusted the torque change rate limit, restricting the actual torque change rate to 400 Nm / s, it avoids severe shock to the transmission system while ensuring sufficient power response.

[0093] Rapid deceleration scenario: After overtaking, the truck's speed drops to 38 km / h. The driver needs to slow down to handle an upcoming curve and quickly releases the accelerator pedal. The actual torque change rate is detected to be -350 Nm / s, lower than the minimum required torque change rate limit for the current range (-300 Nm / s). Therefore, the actual torque change rate is adjusted to -300 Nm / s to avoid reverse impact between the engine and transmission system, ensuring driving comfort during deceleration.

[0094] Priority Arbitration: In another scenario, the truck is cruising at a speed between 30 km / h and 40 km / h, while the driver simultaneously attempts to increase torque via the accelerator pedal to cope with an uphill section. The received torque demand from the accelerator pedal is 820 Nm (increase), the cruise control module demands 780 Nm (maintain current speed), and the AMT system demands 800 Nm (adjust gear shift). According to the priority setting rules in this application, the accelerator pedal torque demand has the highest priority for uphill acceleration, followed by the AMT torque demand, while the cruise control torque demand drops to the lowest priority in the face of acceleration demands. Therefore, the engine torque is adjusted according to the accelerator pedal torque demand to meet the uphill acceleration requirement, while ensuring that the torque change rate does not exceed the user-set maximum torque change rate limit of 400 Nm / s.

[0095] To prevent drivers from making incorrect adjustments, a "one-click factory reset" function is provided. For example, if a driver makes a mistake or is dissatisfied with the adjustment, they can activate the "one-click factory reset" function, which will restore the preset torque change rate control range table to its factory settings.

[0096] This embodiment demonstrates that the proposed solution can effectively and intelligently adjust the limit of the torque change rate under different driving conditions, based on the driver's individual needs and the vehicle's operating conditions. This significantly improves the vehicle's power responsiveness and driving comfort without altering the hardware. Furthermore, by allowing the driver to autonomously adjust the torque change rate limit, this solution also addresses the issues of inconsistent clearances in the vehicle's transmission system and varying demands across different regions and road conditions, resulting in more flexible and adaptable vehicle control.

[0097] In some embodiments of this application, data collected by onboard sensors (such as accelerator pedal usage frequency, braking frequency, average speed, terrain type, etc.) 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 change rate limit can be automatically adjusted without manual setting by the driver. For example, for drivers who prefer aggressive driving, the upper limit of the torque change rate will be gradually widened, while for drivers who prioritize comfort, the limit will be tightened to improve driving smoothness. In addition, the torque change rate limit can be dynamically adjusted according to real-time road conditions (such as road surface slippage, road gradient, etc.) to adapt to different driving conditions. This greatly simplifies the driver's operation process and improves the user experience because it automatically optimizes settings based on personal preferences and environmental conditions. Through continuous learning and self-adjustment, the vehicle can better adapt to various driving environments, improve overall performance and safety, and help further reduce transmission system wear and extend vehicle life.

[0098] This application also provides an engine torque control device. It should be noted that the engine torque control device of this application can be used to execute the engine torque control method provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to 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, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0099] The engine torque control device provided in the embodiments of this application will be described below.

[0100] Figure 3 This is a structural block diagram of an engine torque control device according to an embodiment of this application. Figure 3 As shown, the device includes an acquisition unit 10, a matching unit 20, and a comparison unit 30. The acquisition unit acquires the vehicle's operating state parameters and required torque, and determines the current torque change rate control range based on these parameters. The operating state parameters include vehicle speed, gear information, and transmission ratio. The matching unit matches the 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 vehicle's current operating state. The comparison unit compares the engine's actual torque change rate with the required torque change rate limit range when the vehicle is in a shifting state. 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 the required torque change rate limit range based on the vehicle's shifting state.

[0101] This embodiment acquires the vehicle's operating parameters and required torque, and based on this, determines the current torque change rate control range. By matching this range with a preset torque change rate control range table, it can quickly and accurately calculate the limit range of the engine's required torque change rate under the current operating state, ensuring that torque adjustment is neither too aggressive nor too conservative. Especially during vehicle shifting, it can promptly identify whether the engine's actual torque change rate exceeds the limit range, and proactively adjust the torque change rate when necessary to adapt to acceleration or deceleration, effectively reducing shocks and vibrations in the transmission system, thereby improving the driving experience. This solves the problem in existing technologies where engine torque control strategies struggle to balance power responsiveness and driving comfort.

[0102] In specific implementation, the comparison unit includes a first comparison module and a second comparison module. The first comparison module compares the actual torque change rate with the maximum required torque change rate limit within the range of the required torque change rate limit when the vehicle is accelerating. 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. The second comparison module compares the actual torque change rate with the minimum required torque change rate limit within the range of the required torque change rate limit when the vehicle is decelerating. 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.

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

[0104] In some embodiments of this application, the above-mentioned device further includes a setting unit, a first establishing unit, and a second establishing unit. The setting unit is used to set multiple torque change rate control intervals 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. Each torque change rate control interval corresponds to a set of operating data, including the operating state parameters of the vehicle and the required torque. The setting unit is used to set a maximum required torque change rate limit and a minimum required torque change rate limit for each torque change rate control interval, where the maximum required torque change rate limit is positive and the minimum required torque change rate limit is negative. The first establishing unit is used to establish the torque change rate control interval based on the corresponding torque change rate control interval. The first preset torque change rate control interval table is established based on the aforementioned maximum demand torque change rate limit. This table stores the correspondence between each set of operating data and the aforementioned maximum demand torque change rate limit. The second establishment unit is used to establish a second preset torque change rate control interval table based on each torque change rate control interval and the corresponding minimum demand torque change rate limit. This second preset torque change rate control interval table stores the correspondence between each set of operating data and the aforementioned minimum demand torque change rate limit. The preset torque change rate control interval table includes both the first preset torque change rate control interval table and the second preset torque change rate control interval table.

[0105] By pre-setting multiple torque change rate control intervals, each bound to specific operational data, and encompassing diverse combinations of vehicle operating parameters and required torque, a comprehensive torque change rate limit system covering various vehicle operating scenarios has been established. This system includes maximum and minimum required torque change rate limits, with strict specifications for torque changes during acceleration and deceleration. The established first and second preset torque change rate control interval tables together constitute the preset torque change rate control interval table, forming a complementary mechanism. This ensures that under any given operating condition, a suitable torque change rate limit can be quickly found, thus avoiding transmission system shocks caused by excessive power output during acceleration and preventing mechanical backlash caused by excessive torque drop during deceleration. This data-driven control strategy not only improves the accuracy of torque adjustment but also flexibly addresses differences in vehicle consistency, driving style, and geographical environment, providing strong data support for real-time matching and adjustment of torque change rate in subsequent steps, thereby achieving the optimal balance between power performance and driving comfort. Without changing the hardware, intelligent software optimization significantly improves the overall driving experience and transmission system durability.

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

[0107] Based on the calculated maximum and minimum required torque change rate limits, the appropriate range of required torque change rate limits under the current operating conditions can be determined. This range ensures that, under the current transmission conditions, the engine's torque output change is neither too rapid, causing discomfort or potential mechanical damage, nor too slow, affecting the speed and efficiency of power response. Through this dynamic adjustment mechanism, even under non-preset operating conditions, the effectiveness and adaptability of the torque management strategy can be maintained, achieving refined management and individualized adjustment of torque control. By introducing the difference calculation method, any gaps that may exist in the preset torque change rate control range table are effectively filled, ensuring that accurate torque change rate limit information is obtained at any time, thereby making 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 various complex operating conditions, providing strong technical support for improving driver comfort and the overall efficiency of the powertrain.

[0108] To further enhance vehicle handling agility and driver satisfaction, the aforementioned device also includes a receiving unit and an adjustment unit. The receiving unit receives user-inputted preference settings, including power response level and driving comfort level; the adjustment unit adjusts the required torque change rate limit range according to the aforementioned preference settings, and the adjustment range does not exceed a preset adjustment range.

[0109] By allowing users to customize power response and driving comfort levels, the personalization of the driving experience is enhanced, meeting the needs of different driving styles and road conditions, allowing each driver to find the driving mode most suitable for them. Preset adjustment ranges limit the possibilities of user settings, ensuring all personalized adjustments are within a safe and reasonable range, avoiding the risk of users blindly pursuing high performance while ignoring safety hazards. Personalized customization of torque control strategies can be achieved solely through software adjustments, without additional hardware modifications, reducing implementation costs and simplifying maintenance processes, providing manufacturers with an efficient technical solution. In short, by integrating user preference settings and preset adjustment range limits, the functionality of torque rate of change control strategies is enriched, making them more user-friendly and intelligent, further improving vehicle handling flexibility and driver satisfaction.

[0110] In some embodiments of this application, the comparison unit includes an operation module, which is used to continue operating according to the actual torque change rate if the actual torque change rate of the engine is within the range of the required torque change rate limit.

[0111] By comparing the engine's actual torque change rate with the required torque change rate limit in real time, the system can identify and maintain torque adjustments within a reasonable range without additional intervention. This means a dynamic balance is struck between power response and driving comfort, allowing drivers to experience both immediate power feedback and a smooth, jerk-free driving experience when accelerating or decelerating. This significantly improves vehicle handling and ride comfort while reducing unnecessary impact on the transmission system and extending the lifespan of critical vehicle components.

[0112] In some other embodiments of this application, the acquisition unit includes an acquisition module and an arbitration module. The acquisition module is used to acquire the accelerator pedal required torque, the AMT required torque, and the cruise required torque; the arbitration module is used to prioritize and arbitrate the accelerator pedal required torque, the AMT required torque, and the cruise required torque to obtain the required torque.

[0113] By integrating and arbitrating demand torque signals from different systems, the system can respond more accurately to the driver's true intentions, whether it's acceleration, cruising, or shifting gears. The arbitration mechanism helps coordinate potential demand conflicts between the accelerator pedal, AMT (Automated Manual Transmission), and cruise control system, avoiding confusion or erroneous execution of control signals and ensuring vehicle safety and efficiency. Priority arbitration, combined with adjustment of the demand torque change rate limit, comprehensively improves vehicle power performance and driving comfort, ensuring smooth and efficient acceleration, deceleration, and gear shifts to meet diverse driving needs.

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

[0115] The memory may include non-permanent memory in computer-readable media, such as 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] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the engine torque control method.

[0117] This invention provides a processor for running a program, wherein the program executes the engine torque control method.

[0118] This invention provides an electronic device, including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the steps of the aforementioned engine torque control method. The device described herein can be a server, PC, PAD, mobile phone, etc.

[0119] This application also provides a computer program product that, when executed on a data processing device, is adapted to perform a program that initializes the steps of the above-described engine torque control method.

[0120] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they 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 understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0122] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0123] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0124] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

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

[0126] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0127] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (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, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0128] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above 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 "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0130] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An engine torque control method, characterized in that, include: The vehicle's operating status parameters and required torque are obtained, and the current torque change rate control range is determined based on the operating status parameters and required torque. The operating status parameters include vehicle speed, gear information, and transmission ratio. The current torque change rate control range is matched with the preset torque change rate control range table to obtain the required torque change rate limit range corresponding to the current operating state of the vehicle. When the vehicle is in a shift 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 the required torque change rate limit range according to the shift state of the vehicle.

2. The method according to claim 1, characterized in that, When the vehicle is in a shifting 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 be within the required torque change rate limit range, including: When the vehicle is accelerating, the actual torque change rate is compared with the maximum demand torque change rate limit within the demand torque change rate limit range. If the actual torque change rate is greater than the maximum demand torque change rate limit, the actual torque change rate is adjusted to the maximum demand torque change rate limit. When the vehicle is decelerating, the actual torque change rate is compared with the minimum required torque change rate limit within the range of the required torque change rate limit. 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 the required torque change rate limit range corresponding to the current operating state of the vehicle, the method further includes: Multiple torque change rate control intervals are set, and each torque change rate control interval corresponds to a set of operating data, including the vehicle's operating status parameters and the required torque; For each torque change rate control interval, a maximum demand torque change rate limit and a minimum demand torque change rate limit are set respectively, wherein the maximum demand torque change rate limit is a positive value and the minimum demand torque change rate limit is a negative value; Based on each torque change rate control interval and the maximum required torque change rate limit corresponding to each torque change rate control interval, a first preset torque change rate control interval table is established. The first preset torque change rate control interval table is used to store the correspondence between each group of operating data and the maximum required torque change rate limit. Based on each torque change rate control interval and the corresponding minimum required torque change rate limit, a second preset torque change rate control interval table is established. This table stores the correspondence between each set of 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, characterized in that, The current torque change rate control interval is matched 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, including: If the current torque change rate control range is not in the preset torque change rate control range table, the torque change rate control range that is closest to the current torque change rate control range in the preset torque change rate control range table is determined as the target torque change rate control range based on the vehicle's operating status parameters and the required torque. Based on the range of required torque change rate limits corresponding to the target torque change rate control interval, the maximum and minimum required torque change rate limits corresponding to the current operating state of the vehicle are determined using the difference calculation method. The range of the required torque change rate limit 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.

5. The method according to any one of claims 1 to 4, characterized in that, The method further includes: The system receives user input preferences, including power response level and driving comfort level. According to the preference settings, the range of the required torque change rate limit is adjusted, and the adjustment range does not exceed the preset adjustment range.

6. The method according to claim 1, characterized in that, When the vehicle is in a shifting state, the actual rate of change of engine torque is compared with the required rate of change of torque limit, including: If the actual torque change rate of the engine is within the limit of the required torque change rate, then the engine will continue 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 the torque required by the accelerator pedal, the torque required by the AMT (Automated Manual Transmission) system, and the torque required for cruising. The required torque is obtained by prioritizing and arbitrating the accelerator pedal torque requirement, the AMT torque requirement, and the cruise torque requirement.

8. An engine torque control device, characterized in that, include: The acquisition unit is used to acquire the vehicle's operating status parameters and required torque, and determine the current torque change rate control range based on the operating status parameters and required torque. The operating status parameters include vehicle speed, gear information and transmission ratio. The matching unit is used to match 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 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 shift 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 the required torque change rate limit range according to the shift 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, it controls the device on which the computer-readable storage medium is located to perform 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 configured to be executed by the one or more processors, the one or more programs including methods for performing the engine torque control method according to any one of claims 1 to 7.

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