Reserve torque determination method and device, storage medium and electronic device
By acquiring and updating driving-related parameters under dynamic operating conditions, and determining steady-state and dynamic reserve torque, the problem of poor engine speed stability is solved, and higher speed stability is achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- SAIC MOTOR
- Filing Date
- 2024-10-30
- Publication Date
- 2026-05-01
AI Technical Summary
In the existing technology, the method for calculating reserve torque fails to fully consider the characteristics of the engine under different operating conditions, resulting in poor engine speed stability.
By acquiring driving-related parameters of the vehicle under dynamic operating conditions, including first and second driving parameters, steady-state and dynamic reserve torques are determined respectively, and updated in combination with target parameter values to calculate the target reserve torque.
It improves the engine's speed stability and solves the problem of poor speed stability caused by table lookup calculations.
Smart Images
Figure CN121947500A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the automotive field, and more specifically, to a method and apparatus for determining reserve torque, a storage medium, an electronic device, and a computer program product. Background Technology
[0002] When controlling engine speed, the EMS (Engine Management System) typically reserves a certain amount of torque as a buffer. This reserve is used when the engine load increases or the speed decreases to ensure the engine can maintain a stable target speed. The reserve torque is closely related to fuel consumption; a larger reserve torque means higher fuel consumption.
[0003] In related technologies, the calculation method for reserve torque is relatively fixed, generally relying on static parameter tables. These tables are used for calculation based on preset conditions such as engine speed, load, water temperature, and altitude. Although this method is simple and easy to implement, it fails to fully consider the characteristics of the engine under different operating conditions, resulting in poor engine speed stability.
[0004] Currently, no effective solution has been proposed for the problem of poor engine speed stability caused by calculating stored torque through table lookup. Summary of the Invention
[0005] This application provides a method and apparatus for determining reserve torque, a storage medium, an electronic device, and a computer program product, to at least solve the problem in the related art where the use of lookup tables leads to poor engine speed stability.
[0006] According to one aspect of the embodiments of this application, a method for determining reserve torque is provided, comprising: when it is determined that the engine is in a dynamic operating condition based on the engine operating condition of the vehicle, acquiring driving-related parameters of the vehicle in the current cycle; the driving-related parameters include a first driving parameter and a second driving parameter;
[0007] The steady-state reserve torque of the engine in the current cycle is obtained based on the first driving parameters; the dynamic reserve torque of the engine in the previous cycle is updated based on the second driving parameters and the target value of the parameters associated with the second driving parameters to obtain the dynamic reserve torque of the engine in the current cycle; and the target reserve torque is determined based on the steady-state reserve torque of the engine in the current cycle and the dynamic reserve torque of the engine in the current cycle.
[0008] In an exemplary embodiment, obtaining the steady-state reserve torque of the engine in the current cycle based on the first driving parameters includes: looking up a table based on the first driving parameters to obtain a steady-state initial torque that matches the first driving parameters; and aggregating the steady-state initial torque to obtain the steady-state reserve torque of the engine in the current cycle.
[0009] In an exemplary embodiment, the first driving parameters include engine speed, engine load, engine temperature, and altitude; the steady-state initial torque includes steady-state base torque, temperature-corrected torque, and altitude-corrected torque; obtaining the steady-state initial torque matching the first driving parameters by looking up a table includes: looking up a base torque table based on the engine speed and engine load to obtain the steady-state base torque; looking up a temperature torque table based on the engine temperature to obtain the temperature-corrected torque; and looking up an altitude torque table based on the altitude to obtain the altitude-corrected torque.
[0010] In an exemplary embodiment, updating the dynamic reserve torque of the engine in the current cycle based on the second driving parameter and a target value associated with the second driving parameter to obtain the dynamic reserve torque of the engine in the current cycle includes: determining the rate of change of the reserve torque of the engine in the current cycle based on the second driving parameter and a target value associated with the second driving parameter; and updating the dynamic reserve torque of the engine in the current cycle based on the rate of change of the reserve torque of the previous cycle to obtain the dynamic reserve torque of the engine in the current cycle.
[0011] In an exemplary embodiment, determining the reserve torque change rate of the engine in the current cycle based on the second driving parameter and the target value of the parameter associated with the second driving parameter includes: when the second driving parameter includes engine load, determining the engine load change rate based on the engine load, the target load value, and a preset time parameter, and querying a first torque change rate table based on the engine load change rate to obtain the first torque change rate of the engine in the current cycle; when the second driving parameter includes engine speed, determining the speed difference between the engine speed and the target speed value based on the engine speed and the target speed value; and obtaining a first calibration when the speed difference is less than or equal to a preset speed threshold. The torque change rate is determined by: first calibrated torque change rate as second torque change rate of the engine in the current cycle; when the speed difference is greater than the preset speed threshold, engine speed change rate is determined based on the speed difference and preset time parameters, and the second torque change rate table is queried based on the engine speed change rate to obtain the second torque change rate of the engine in the current cycle; when the second driving parameter includes engine torque, second calibrated torque change rate is obtained, and second calibrated torque change rate is determined as third torque change rate of the engine in the current cycle; wherein, the reserve torque change rate includes at least one of the following: first torque change rate, second torque change rate, and third torque change rate.
[0012] In an exemplary embodiment, the engine reserve torque change rate includes a first torque change rate, a second torque change rate, and a third torque change rate; updating the dynamic reserve torque of the current cycle based on the reserve torque change rate to obtain the engine's dynamic reserve torque in the current cycle includes: updating the dynamic reserve torque of the current cycle based on the first torque change rate, the second torque change rate, and the third torque change rate to obtain a first dynamic reserve torque related to engine load, a second dynamic reserve torque related to engine speed, and a third dynamic reserve torque related to engine torque; aggregating the first dynamic reserve torque, the second dynamic reserve torque, and the third dynamic reserve torque to obtain the engine's dynamic reserve torque in the current cycle.
[0013] In an exemplary embodiment, the dynamic reserve torque of the previous cycle in the current cycle is updated based on the first torque change rate, the second torque change rate, and the third torque change rate to obtain a first dynamic reserve torque related to engine load, a second dynamic reserve torque related to engine speed, and a third dynamic reserve torque related to engine torque. This includes: determining the first dynamic reserve torque related to engine load as the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the first torque change rate and a preset first torque change rate; determining the second dynamic reserve torque related to engine speed as the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the second torque change rate and a preset time parameter; determining the third dynamic reserve torque related to engine torque as the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the third torque change rate and a preset time parameter; or, determining the third dynamic reserve torque related to engine torque as the difference between the products of the dynamic reserve torque of the previous cycle in the current cycle and the third torque change rate and the preset time parameter.
[0014] According to another aspect of the embodiments of this application, a device for determining reserve torque is also provided, comprising: a data acquisition module, configured to acquire driving-related parameters of the vehicle in the current cycle when the engine is determined to be in a dynamic operating condition based on the engine's operating condition; the driving-related parameters include a first driving parameter and a second driving parameter; a torque determination module, configured to obtain the steady-state reserve torque of the engine in the current cycle based on the first driving parameter; the torque determination module is further configured to update the dynamic reserve torque of the engine in the current cycle in a previous cycle based on the second driving parameter and a parameter target value associated with the second driving parameter, thereby obtaining the dynamic reserve torque of the engine in the current cycle; the torque determination module is further configured to determine a target reserve torque based on the steady-state reserve torque of the engine in the current cycle and the dynamic reserve torque in the current cycle.
[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored in the computer-readable storage medium, and the computer program is configured to execute the above-described method for determining the reserve torque when it is run.
[0016] According to another aspect of the embodiments of this application, an electronic device is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the above-described method for determining the reserve torque through the computer program.
[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the steps of the methods described in various embodiments of this application.
[0018] In this embodiment, when the engine is determined to be in a dynamic operating condition based on the vehicle's engine operating conditions, driving-related parameters of the vehicle in the current cycle are obtained. These driving-related parameters include a first driving parameter and a second driving parameter. Based on the first driving parameter, the steady-state reserve torque of the engine in the current cycle can be determined. Based on the second driving parameter and the target value of the parameter associated with the second driving parameter, the dynamic reserve torque of the previous cycle in the current cycle is updated to obtain the dynamic reserve torque of the engine in the current cycle. Then, based on the steady-state reserve torque and the dynamic reserve torque of the engine in the current cycle, the target reserve torque is determined. Since the vehicle's engine operating condition is first determined to be in a dynamic operating condition, and based on this, the steady-state reserve torque and the dynamic reserve torque are calculated separately, the target reserve torque can be determined jointly under dynamic operating conditions using both the steady-state and dynamic reserve torques. This greatly improves the engine's speed stability, thereby solving the problem of poor engine speed stability. Attached Figure Description
[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.
[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0021] Figure 1 This is a schematic diagram of the hardware environment for an optional method for determining reserve torque according to an embodiment of this application;
[0022] Figure 2 This is a flowchart of an optional method for determining reserve torque according to an embodiment of this application;
[0023] Figure 3 This is a flowchart of an optional method for determining reserve torque according to an embodiment of this application;
[0024] Figure 4 This is a schematic diagram of the relationship between engine ignition angle and torque according to an embodiment of this application;
[0025] Figure 5This is a structural block diagram of an optional reserve torque determining device according to an embodiment of this application. Detailed Implementation
[0026] 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.
[0027] 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 used in this way can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or 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.
[0028] The methods and embodiments provided in this application can be executed in an in-vehicle terminal or a similar computing device. Taking running on an in-vehicle terminal as an example, Figure 1 This is a hardware structure block diagram of the vehicle terminal for the method of determining reserve torque according to an embodiment of this application. For example... Figure 1 As shown, the vehicle-mounted terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor unit (MPU) or a programmable logic device (PLD)) and a memory 104 for storing data are also shown. In one exemplary embodiment, the vehicle-mounted 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 aforementioned vehicle-mounted terminal. For example, the vehicle-mounted terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 Equivalent functions or ratios shown Figure 1 The functions shown have more different configurations.
[0029] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the method for determining reserve torque in this embodiment. 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 may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the vehicle terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.
[0030] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the vehicle terminal. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module used for wireless communication with the Internet.
[0031] To address the aforementioned issues, this embodiment provides a method for determining reserve torque, applied to an in-vehicle terminal, referencing... Figure 2 The diagram shows a flowchart of a method for determining the reserve torque, which includes the following steps S202-S208:
[0032] Step S202: When the engine is determined to be in a dynamic operating condition based on the vehicle's engine operating condition, the driving-related parameters of the vehicle in the current cycle are obtained; the driving-related parameters include a first driving parameter and a second driving parameter.
[0033] Dynamic operating conditions refer to the engine's operating conditions during periods of increased load. Engine load increases when more power is required, such as when a vehicle is going uphill, under heavy load, starting, accelerating, decelerating, or idling. During these operations, the engine can be in dynamic operating conditions. It's important to note that engine operating conditions include not only dynamic conditions but also steady-state conditions. Steady-state operating conditions refer to the state of the engine when operating under constant operating conditions. In this state, various engine parameters such as speed, load, and temperature remain stable without significant changes.
[0034] Driving-related parameters are parameters collected during the driving process. These parameters can include those generated by the vehicle itself, such as engine load, engine speed, engine temperature, ignition timing, and other vehicle-related parameters; they can also include parameters related to the driving environment, such as the altitude and ambient temperature of the vehicle's location.
[0035] The first driving parameter and the second driving parameter are parameters extracted from driving-related parameters. The first driving parameter and the second driving parameter can be completely different. For example, the first driving parameter may include engine load and engine speed, while the second driving parameter may include altitude, ambient temperature, ignition angle, etc. The first driving parameter and the second driving parameter can be partially the same or partially different. For example, the first driving parameter may include engine load and altitude, while the second driving parameter may not. This application does not impose limitations on the embodiments described herein.
[0036] Step S204: Obtain the steady-state reserve torque of the engine in the current cycle based on the first driving parameters.
[0037] It should be noted that the vehicle-mounted terminal can calculate the reserve torque according to a set calculation period. The calculation period can be adaptively set based on the actual driving environment, the accuracy of the reserve torque calculation, etc. For example, the calculation period can be set to 1 minute, 30 seconds, or 12 milliseconds. In this embodiment, the calculation period can be set to about 10-12 seconds.
[0038] In an exemplary embodiment, obtaining the steady-state reserve torque of the engine in the current cycle based on the first driving parameters includes: looking up a table based on the first driving parameters to obtain a steady-state initial torque that matches the first driving parameters; and aggregating the steady-state initial torque to obtain the steady-state reserve torque of the engine in the current cycle.
[0039] Specifically, the vehicle-mounted terminal can obtain the steady-state initial torque by looking up a table. The table that the vehicle-mounted terminal looks up can store the correlation between the first driving parameter and the steady-state initial torque. For each driving parameter, a matching steady-state initial torque can be determined. The vehicle-mounted terminal can add up the steady-state initial torques to obtain the steady-state reserve torque.
[0040] In this embodiment, the vehicle terminal can quickly determine the steady-state reserve torque by looking up a table.
[0041] In an exemplary embodiment, the first driving parameters include engine speed, engine load, engine temperature, and altitude; the steady-state initial torque includes steady-state base torque, temperature-corrected torque, and altitude-corrected torque; obtaining the steady-state initial torque matching the first driving parameters by looking up a table includes: looking up a base torque table based on the engine speed and engine load to obtain the steady-state base torque; looking up a temperature torque table based on the engine temperature to obtain the temperature-corrected torque; and looking up an altitude torque table based on the altitude to obtain the altitude-corrected torque.
[0042] It should be noted that corresponding lookup tables can be set for different primary driving parameters. For engine speed and engine load, there is a basic torque table, which characterizes the relationship between engine speed, engine load, and steady-state basic reserve torque; for engine temperature, there is a temperature torque table, which characterizes the relationship between engine temperature and temperature-corrected torque; for altitude, there is an altitude torque table, which characterizes the relationship between altitude and altitude-corrected torque.
[0043] Specifically, the vehicle terminal can calculate the sum of the steady-state base torque, the temperature-corrected torque, and the altitude-corrected torque, and determine the sum of the steady-state base torque, the temperature-corrected torque, and the altitude-corrected torque as the steady-state reserve torque.
[0044] In the above embodiments, the vehicle terminal obtains the steady-state base torque, temperature-corrected torque, and altitude-corrected torque by looking up a table, thereby quickly and accurately determining the steady-state reserve torque.
[0045] Step S206: Based on the second driving parameter and the parameter target value associated with the second driving parameter, update the dynamic reserve torque of the engine in the previous cycle for the current cycle to obtain the dynamic reserve torque of the engine in the current cycle.
[0046] The target parameter value is a pre-determined parameter calibration value. The target parameter value can be determined using driving parameters from the previous period. For example, if the driving parameter for the current period is the real-time engine load, the target parameter value associated with the real-time engine load can be the historical engine load from the previous period. The target parameter value can also be determined based on the theoretical parameters of the vehicle under ideal conditions; for example, the theoretical engine load of the vehicle when climbing a hill can be used as the target parameter value for the real-time engine load.
[0047] It should be noted that the dynamic reserve torque of the previous cycle in the current cycle is calculated in the cycle before the current cycle. When the current cycle is the first cycle, the dynamic reserve torque of the cycle before the current cycle can be 0, or it can be a calibration value.
[0048] Optionally, the initial value of the dynamic torque reserve is 0, the minimum value is 0, and the maximum value is set through a calibration table.
[0049] Specifically, the vehicle terminal updates the dynamic reserve torque of the previous cycle using the second driving parameter and the target value of the parameter associated with the second driving parameter to obtain the dynamic reserve torque of the current cycle.
[0050] Step S208: Determine the target reserve torque based on the engine's steady-state reserve torque and dynamic reserve torque in the current cycle.
[0051] Specifically, the on-board terminal can determine the target reserve torque by summing the steady-state reserve torque of the current cycle and the dynamic reserve torque of the current cycle. This allows for a corresponding increase in reserve torque under dynamic operating conditions such as increased engine load, thereby improving speed stability.
[0052] Through steps S202-S208, when the engine is determined to be in a dynamic operating condition based on the vehicle's engine operating conditions, driving-related parameters of the vehicle in the current cycle are obtained. These driving-related parameters include a first driving parameter and a second driving parameter. Based on the first driving parameter, the steady-state reserve torque of the engine in the current cycle can be determined. Based on the second driving parameter and the target value of the parameter associated with the second driving parameter, the dynamic reserve torque of the previous cycle in the current cycle is updated to obtain the dynamic reserve torque of the engine in the current cycle. Then, based on the steady-state reserve torque and the dynamic reserve torque of the engine in the current cycle, the target reserve torque is determined. Since the vehicle's engine operating condition is first determined to be dynamic, and based on this, the steady-state reserve torque and the dynamic reserve torque are calculated separately, the target reserve torque can be determined jointly under dynamic operating conditions using both the steady-state and dynamic reserve torques. This greatly improves the engine's speed stability, thereby solving the problem of poor engine speed stability.
[0053] In an exemplary embodiment, updating the dynamic reserve torque of the engine in the current cycle based on the second driving parameter and a target value associated with the second driving parameter to obtain the dynamic reserve torque of the engine in the current cycle includes: determining the rate of change of the reserve torque of the engine in the current cycle based on the second driving parameter and a target value associated with the second driving parameter; and updating the dynamic reserve torque of the engine in the current cycle based on the rate of change of the reserve torque of the previous cycle to obtain the dynamic reserve torque of the engine in the current cycle.
[0054] The reserve torque change rate is a parameter used to characterize the degree of torque change. It influences the dynamic reserve torque for the current cycle. The reserve torque change rate can be affected by factors such as actual engine speed and engine load.
[0055] It is understandable that when updating the dynamic reserve torque of the previous period, due to the fluctuation of the reserve torque change rate, the dynamic reserve torque of the current period may be smaller or larger than that of the previous period.
[0056] In some embodiments, when the dynamic reserve torque of the current period is negative after updating the dynamic reserve torque of the previous period through the reserve torque change rate, the dynamic reserve torque of the current period can be directly set to 0.
[0057] In the above embodiments, the reserve torque change rate is determined by the second driving parameter and the target value of the parameter associated with the second driving parameter. Then, the dynamic reserve torque in the previous cycle is updated based on the reserve torque change rate to accurately obtain the dynamic reserve torque of the engine in the current cycle. Thus, the target reserve torque can be determined based on the obtained dynamic reserve torque, thereby improving the engine speed stability.
[0058] In an exemplary embodiment, determining the reserve torque change rate of the engine in the current cycle based on the second driving parameter and the target value of the parameter associated with the second driving parameter includes: when the second driving parameter includes engine load, determining the engine load change rate based on the engine load, the target load value, and a preset time parameter, and querying a first torque change rate table based on the engine load change rate to obtain the first torque change rate of the engine in the current cycle; when the second driving parameter includes engine speed, determining the speed difference between the engine speed and the target speed value based on the engine speed and the target speed value; and obtaining a first calibration when the speed difference is less than or equal to a preset speed threshold. The torque change rate is determined by: first calibrated torque change rate as second torque change rate of the engine in the current cycle; when the speed difference is greater than the preset speed threshold, engine speed change rate is determined based on the speed difference and preset time parameters, and the second torque change rate table is queried based on the engine speed change rate to obtain the second torque change rate of the engine in the current cycle; when the second driving parameter includes engine torque, second calibrated torque change rate is obtained, and second calibrated torque change rate is determined as third torque change rate of the engine in the current cycle; wherein, the reserve torque change rate includes at least one of the following: first torque change rate, second torque change rate, and third torque change rate.
[0059] The time parameter can be determined according to the period for calculating the reserve torque. For example, when the period is 10ms, the time parameter can also be 10ms. The first torque change rate table records the correspondence between the engine load change rate and the torque change rate. This table can be pre-determined based on vehicle attributes, driving scenarios, etc. The first torque change rate table is characterized by a negative first torque change rate when the engine load change rate is less than or equal to 0, and gradually increases to a positive value as the engine load change rate increases. The second torque change rate table records the correspondence between the engine speed change rate and the torque change rate. The first torque change rate table can be pre-determined based on vehicle attributes, driving scenarios, etc. The second torque change rate table is characterized by a less than 0 second torque change rate when the engine speed change rate is greater than or equal to 0, and gradually increases to a positive value as the engine speed change rate decreases. The following are the first and second torque change rate tables respectively:
[0060] First Torque Change Rate Table
[0061]
[0062] Second Torque Change Rate Table
[0063]
[0064] It is understood that the calculated torque change rate may include the first torque change rate, the second torque change rate, and the third torque change rate, or it may include only any one or two of the first torque change rate, the second torque change rate, and the third torque change rate. This application embodiment does not impose any limitation.
[0065] Specifically, when the second driving parameter includes engine load, the on-board terminal can calculate the engine load change rate based on the engine load, the target load value, and preset time parameters. Then, based on the engine load change rate, it can look up the first torque change rate table to obtain the first torque change rate. The specific calculation formula for the engine load change rate is as follows:
[0066] Engine load change rate = (engine load – target load value) / time parameter;
[0067] In this formula, the engine load is the real-time engine load currently collected, the target load value can be the engine load of the previous cycle of the current cycle, and the time parameter can be determined based on the cycle of each calculation loop.
[0068] Specifically, when the second driving parameter includes engine speed, the on-board terminal can calculate the engine speed and the speed difference between the target speed value and the target speed value. It then compares this speed difference with a set speed difference threshold. When the speed difference is less than or equal to the threshold, a second torque change rate is obtained by acquiring a first calibrated torque change rate; this change rate is negative. When the speed difference is greater than the threshold, the on-board terminal queries a second torque change rate table based on the engine speed change rate to obtain the second torque change rate.
[0069] In the above embodiments, different methods are set to determine the reserve torque change rate for different driving parameters. By combining the actual characteristics of the driving parameters, the reserve torque change rate is determined to be more accurate, thereby improving the engine speed stability.
[0070] In an exemplary embodiment, the engine reserve torque change rate includes a first torque change rate, a second torque change rate, and a third torque change rate; updating the dynamic reserve torque of the current cycle based on the reserve torque change rate to obtain the engine's dynamic reserve torque in the current cycle includes: updating the dynamic reserve torque of the current cycle based on the first torque change rate, the second torque change rate, and the third torque change rate to obtain a first dynamic reserve torque related to engine load, a second dynamic reserve torque related to engine speed, and a third dynamic reserve torque related to engine torque; aggregating the first dynamic reserve torque, the second dynamic reserve torque, and the third dynamic reserve torque to obtain the engine's dynamic reserve torque in the current cycle.
[0071] Specifically, when the calculated engine reserve torque change rate includes a first torque change rate, a second torque change rate, and a third torque change rate, the vehicle terminal can update the dynamic reserve torque of the previous cycle using the first torque change rate, the second torque change rate, and the third torque change rate respectively, to obtain the first dynamic reserve torque, the second dynamic reserve torque, and the third dynamic reserve torque. The vehicle terminal can sum the first dynamic reserve torque, the second dynamic reserve torque, and the third dynamic reserve torque to obtain the engine's dynamic reserve torque in the current cycle. Of course, the vehicle terminal can determine the maximum value from the first dynamic reserve torque, the second dynamic reserve torque, and the third dynamic reserve torque as the engine's dynamic reserve torque in the current cycle; this embodiment of the application does not impose such limitations.
[0072] Understandably, if any of the calculated first, second, or third dynamic reserve torques are negative or zero, the dynamic reserve torque from the previous cycle will not be updated accordingly.
[0073] In the above embodiments, the vehicle terminal can obtain the engine's dynamic reserve torque in the current cycle by determining the first dynamic reserve torque, the second dynamic reserve torque, and the third dynamic reserve torque.
[0074] In an exemplary embodiment, the dynamic reserve torque of the previous cycle in the current cycle is updated based on the first torque change rate, the second torque change rate, and the third torque change rate to obtain a first dynamic reserve torque related to engine load, a second dynamic reserve torque related to engine speed, and a third dynamic reserve torque related to engine torque. This includes: determining the first dynamic reserve torque related to engine load as the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the first torque change rate and a preset time parameter; determining the second dynamic reserve torque related to engine speed as the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the second torque change rate and a preset time parameter; determining the third dynamic reserve torque related to engine torque as the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the third torque change rate and a preset time parameter; or, determining the third dynamic reserve torque related to engine torque as the difference between the products of the dynamic reserve torque of the previous cycle in the current cycle and the third torque change rate and the preset time parameter.
[0075] Specifically, when calculating the first dynamic reserve torque related to engine load, the first dynamic reserve torque = dynamic reserve torque in the previous cycle + first torque change rate * time parameter, where the time parameter can be determined according to the cycle of each calculation cycle. The initial value of the dynamic reserve torque in the previous cycle can be 0, the minimum value is 0, and the maximum value can be set through a calibration table.
[0076] When calculating the second dynamic reserve torque related to engine speed, the second dynamic reserve torque = dynamic reserve torque in the previous cycle + second torque change rate * time parameter, where the time parameter can be determined according to the cycle of each calculation cycle. The initial value of the dynamic reserve torque in the previous cycle can be 0, the minimum value is 0, and the maximum value can be set through a calibration table.
[0077] When calculating the third dynamic reserve torque related to engine torque, the third dynamic reserve torque = dynamic reserve torque in the previous cycle + third torque change rate * time parameter, or the third dynamic reserve torque = dynamic reserve torque in the previous cycle - third torque change rate * time parameter, where the time parameter can be determined according to the cycle of each calculation cycle. The initial value of the dynamic reserve torque in the previous cycle can be 0, the minimum value is 0, and the maximum value can be set through a calibration table.
[0078] It should be noted that when calculating the third dynamic reserve torque, whether it is based on the difference between the product of the dynamic reserve torque of the previous cycle and the third torque change rate and the preset time parameter, or on the sum of the products of the dynamic reserve torque of the previous cycle and the third torque change rate and the preset time parameter, depends on the torque difference between the actual engine torque and the engine's optimal torque. When the torque difference is greater than the set torque calibration value, the difference is used to determine the third dynamic reserve torque; when the torque difference is less than the set torque calibration value, the sum is used to determine the third dynamic reserve torque.
[0079] In the above embodiments, the vehicle terminal processes the torque using the first torque change rate, the second torque change rate, and the third torque change rate to obtain the first dynamic reserve torque, the second dynamic reserve torque, and the third dynamic reserve torque.
[0080] In an exemplary embodiment: when the engine of the vehicle is determined to be in a steady-state operating condition based on the engine's operating conditions, the steady-state reserve torque of the engine is calculated, and the target reserve torque is determined directly based on the steady-state reserve torque.
[0081] It should be noted that when the engine is determined to be in a steady-state operating condition, the steady-state reserve torque can be directly calculated. Based on the steady-state reserve torque, the target reserve torque is determined. The method for calculating the steady-state reserve torque is the same as that under dynamic operating conditions, and will not be elaborated here. By using only the steady-state reserve torque as the target reserve torque when the engine is in a steady-state operating condition, without adding additional dynamic reserve torque, fuel economy can be improved. Combining the method for determining the target reserve torque under dynamic operating conditions, this application can flexibly determine the target reserve torque based on the engine's operating conditions, thereby achieving a better balance between the smoothness of engine speed control and fuel economy.
[0082] Obviously, the embodiments described above are only some embodiments of this application, and not all embodiments. To better understand the above method and the above scheme for determining the reserve torque, in an optional embodiment, a scheme is also provided for explaining and illustrating the above scheme.
[0083] When EMS (Engine Speed Management) controls engine speed, it typically reserves a certain amount of torque as a buffer. This reserve is used when the engine load increases or the speed decreases to ensure the engine can maintain a stable target speed. Reserve torque is closely related to fuel consumption; a larger reserve torque means higher fuel consumption. The selection of reserve torque requires striking a balance between smooth engine speed control and fuel economy. Currently, the calculation method for reserve torque is relatively fixed, generally involving looking up parameters such as engine speed, load, coolant temperature, and altitude in tables. It doesn't differentiate between steady-state and dynamic operating conditions when calculating reserve torque, making it difficult to balance fuel consumption and speed stability.
[0084] For range-extended hybrid systems, this application's embodiments distinguish between steady-state and dynamic reserve torque requirements. In steady-state conditions, the reserve torque requirement is low, thus reducing the reserve torque and improving fuel economy. Under dynamic operating conditions such as increased engine load, the reserve torque can be increased accordingly, improving speed stability.
[0085] refer to Figure 3 The diagram shown is a flowchart of the method for determining the reserve torque according to an embodiment of this application. Steady-state and dynamic reserve torques are calculated separately, and the dynamic and steady-state reserve torques are added together to obtain the final reserve torque requirement (i.e., the target reserve torque). Specifically, it can be determined using the calculated steady-state reserve torque, dynamic reserve torque 1 (i.e., the first dynamic reserve torque), dynamic reserve torque 2 (i.e., the second dynamic reserve torque), and dynamic reserve torque 3 (i.e., the third dynamic reserve torque). The steady-state reserve torque only needs to meet the reserve torque requirement under stable operating conditions, while the dynamic reserve torque is increased accordingly by identifying dynamic operating conditions.
[0086] For steady-state reserve torque: Calculate the basic steady-state reserve torque using tables based on engine speed and load; calculate the temperature correction for steady-state reserve torque using tables based on engine temperature; and calculate the altitude correction for steady-state reserve torque using tables based on altitude coefficient. The sum of the basic steady-state reserve torque, temperature correction, and altitude correction is the total steady-state reserve torque.
[0087] For dynamic reserve torque:
[0088] Dynamic Torque Reserve 1: The dynamic reserve torque is calculated based on the rate of change of the target engine load. For range-extended hybrid systems, the engine load typically comes from the generator motor, and the load magnitude can be predicted in advance. When the engine speed is controlled, if it is predicted that the target engine load needs to increase, the engine's reserve torque can be increased. After the reserve torque is established, the actual engine load is then increased. Once the target engine load stabilizes, the dynamic reserve torque gradually decays to 0. The specific algorithm is as follows:
[0089] 1. Dynamic Reserve Torque 1: Calculate the engine load change rate based on the engine load. Then, obtain the change rate of Dynamic Reserve Torque 1 from a table based on the engine load change rate. Further calculations of Dynamic Reserve Torque 1 are then performed using this change rate. It should be noted that the actual engine load is implemented after a certain delay from the target engine load; this delay is used to establish the actual engine reserve torque.
[0090] 2. Dynamic Reserve Torque 2: Calculated using actual reserve torque. The engine's actual output torque is related to the engine's ignition advance angle. At the same engine speed and intake volume, the relationship curve between engine ignition angle and torque is generally as follows: Figure 4 As shown. The optimal ignition advance angle can be taken as the minimum ignition angle of the maximum torque. The torque corresponding to the optimal ignition advance angle is the optimal torque, and the actual torque is the torque corresponding to the actual ignition advance angle. The specific algorithm is as follows: Calculate the actual reserve torque: Actual torque reserve = Engine optimal torque - Engine actual torque; If the actual reserve is greater than a certain calibration value, Dynamic reserve torque 2 = Dynamic reserve 2 calculated in the previous cycle – Calibration change rate * Each calculation cycle; If the actual reserve is less than a certain calibration value, Dynamic reserve torque 2 = Dynamic reserve 2 calculated in the previous cycle + Calibration change rate * Each calculation cycle; The initial value of dynamic reserve torque 2 is 0, the minimum value is 0, and the maximum value is set through the calibration table, such as 5Nm.
[0091] 3. Dynamic Reserve Torque 3: Dynamic reserve torque 3 is calculated based on the engine speed change rate. The specific algorithm is as follows: Calculate the engine speed change rate: Engine speed change rate = (Current calculation cycle engine speed – Previous calculation cycle engine speed) / Period of each calculation cycle; When the engine target speed - actual speed is less than or equal to a certain threshold, the dynamic torque reserve 3 change rate is calculated through the calibration table. The dynamic torque reserve 3 change rate is negative, specifically -4 Nm / s. When the engine target speed - actual speed is greater than a certain threshold, the dynamic torque reserve 3 change rate is calculated by looking up the calibration table based on the engine speed change rate. The dynamic torque reserve 3 can then be calculated by looking up the obtained dynamic torque reserve 3 change rate.
[0092] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.
[0093] This embodiment also provides a device for determining the reserve torque, which 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 performs 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.
[0094] Figure 5 This is a structural block diagram of the reserve torque determining device according to an embodiment of this application; as shown... Figure 5 As shown, it includes:
[0095] The data acquisition module 52 is used to acquire driving-related parameters of the vehicle in the current cycle when the engine is determined to be in a dynamic operating condition based on the engine's operating condition; the driving-related parameters include a first driving parameter and a second driving parameter.
[0096] The torque determination module 54 is used to obtain the steady-state reserve torque of the engine in the current cycle based on the first driving parameters.
[0097] The torque determination module 54 is further configured to update the dynamic reserve torque of the engine in the previous cycle based on the second driving parameter and the parameter target value associated with the second driving parameter, so as to obtain the dynamic reserve torque of the engine in the current cycle.
[0098] The torque determination module 54 is further configured to determine a target reserve torque based on the engine’s steady-state reserve torque and dynamic reserve torque in the current cycle.
[0099] Using the aforementioned device, when the engine is determined to be in a dynamic operating condition based on the vehicle's engine operating conditions, driving-related parameters of the vehicle in the current cycle are acquired. These driving-related parameters include a first driving parameter and a second driving parameter. Based on the first driving parameter, the steady-state reserve torque of the engine in the current cycle can be determined. Based on the second driving parameter and the target value of the parameter associated with the second driving parameter, the dynamic reserve torque of the previous cycle in the current cycle is updated to obtain the dynamic reserve torque of the engine in the current cycle. Then, based on the steady-state reserve torque and the dynamic reserve torque of the engine in the current cycle, the target reserve torque is determined. Since the vehicle's engine operating condition is first determined to be dynamic, and based on this, the steady-state reserve torque and the dynamic reserve torque are calculated separately, the target reserve torque can be determined jointly under dynamic operating conditions using both the steady-state and dynamic reserve torques. This significantly improves the engine's speed stability, thereby solving the problem of not being able to balance engine speed stability.
[0100] In an exemplary embodiment, the torque determination module 54 is further configured to look up a table based on the first driving parameters to obtain a steady-state initial torque that matches the first driving parameters; and to aggregate the steady-state initial torque to obtain the steady-state reserve torque of the engine in the current cycle.
[0101] In an exemplary embodiment, the first driving parameters include engine speed, engine load, engine temperature, and altitude; the steady-state initial torque includes steady-state base torque, temperature-corrected torque, and altitude-corrected torque; the torque determination module 54 is further configured to query a base torque table based on the engine speed and engine load to obtain the steady-state base torque; query a temperature torque table based on the engine temperature to obtain the temperature-corrected torque; and query an altitude torque table based on the altitude to obtain the altitude-corrected torque.
[0102] In an exemplary embodiment, the torque determination module 54 is further configured to determine the reserve torque change rate of the engine in the current cycle based on the second driving parameter and a parameter target value associated with the second driving parameter; and update the dynamic reserve torque of the engine in the previous cycle in the current cycle based on the reserve torque change rate to obtain the dynamic reserve torque of the engine in the current cycle.
[0103] In an exemplary embodiment, the torque determination module 54 is further configured to: determine the engine load change rate based on the engine load, the target load value, and a preset time parameter when the second driving parameter includes engine load; query a first torque change rate table based on the engine load change rate to obtain the first torque change rate of the engine in the current cycle; determine the speed difference between the engine speed and the target speed value based on the engine speed and the target speed value when the second driving parameter includes engine speed; and obtain a first calibrated torque change rate when the speed difference is less than or equal to a preset speed threshold, and determine the first calibrated torque change rate as the first torque change rate of the engine in the current cycle. The engine's second torque change rate in the current cycle; when the speed difference is greater than the preset speed threshold, the engine speed change rate is determined based on the speed difference and the preset time parameter, and the second torque change rate table is queried based on the engine speed change rate to obtain the engine's second torque change rate in the current cycle; when the second driving parameter includes engine torque, a second calibrated torque change rate is obtained, and the second calibrated torque change rate is determined as the engine's third torque change rate in the current cycle; wherein, the reserve torque change rate includes at least one of the following: the first torque change rate, the second torque change rate, and the third torque change rate.
[0104] In an exemplary embodiment, the engine reserve torque change rate includes a first torque change rate, a second torque change rate, and a third torque change rate; the torque determination module 54 is further configured to update the dynamic reserve torque of the previous cycle in the current cycle based on the first torque change rate, the second torque change rate, and the third torque change rate, respectively, to obtain a first dynamic reserve torque related to engine load, a second dynamic reserve torque related to engine speed, and a third dynamic reserve torque related to engine torque; and to aggregate the first dynamic reserve torque, the second dynamic reserve torque, and the third dynamic reserve torque to obtain the dynamic reserve torque of the engine in the current cycle.
[0105] In an exemplary embodiment, the torque determination module 54 is further configured to determine the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the first torque change rate and the preset first torque change rate as a first dynamic reserve torque related to engine load; determine the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the second torque change rate and the preset time parameter as a second dynamic reserve torque related to engine speed; determine the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the third torque change rate and the preset time parameter as a third dynamic reserve torque related to engine torque, or determine the difference between the products of the dynamic reserve torque of the previous cycle in the current cycle and the third torque change rate and the preset time parameter as a third dynamic reserve torque related to engine torque.
[0106] Embodiments of this application also provide a storage medium including a stored program, wherein the program executes any of the methods described above when it is run.
[0107] Optionally, in this embodiment, the storage medium may be configured to store program code for performing the following steps:
[0108] S1, when the engine is determined to be in a dynamic operating condition based on the engine's operating condition, the driving-related parameters of the vehicle in the current cycle are obtained; the driving-related parameters include a first driving parameter and a second driving parameter.
[0109] S2, based on the first driving parameters, obtain the steady-state reserve torque of the engine in the current cycle;
[0110] S3, based on the second driving parameters and the parameter target values associated with the second driving parameters, update the dynamic reserve torque of the engine in the previous cycle for the current cycle to obtain the dynamic reserve torque of the engine in the current cycle;
[0111] S4, Based on the engine's steady-state reserve torque and dynamic reserve torque in the current cycle, determine the target reserve torque.
[0112] Embodiments of this application also provide an electronic device including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.
[0113] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor and the input / output device is connected to the processor.
[0114] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:
[0115] S1, when the engine is determined to be in a dynamic operating condition based on the engine's operating condition, the driving-related parameters of the vehicle in the current cycle are obtained; the driving-related parameters include a first driving parameter and a second driving parameter.
[0116] S2, based on the first driving parameters, obtain the steady-state reserve torque of the engine in the current cycle;
[0117] S3, based on the second driving parameters and the parameter target values associated with the second driving parameters, update the dynamic reserve torque of the engine in the previous cycle for the current cycle to obtain the dynamic reserve torque of the engine in the current cycle;
[0118] S4, Based on the engine's steady-state reserve torque and dynamic reserve torque in the current cycle, determine the target reserve torque.
[0119] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.
[0120] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium storing the computer program product, wherein the computer program, when executed by a processor, implements the steps of the methods described in various embodiments of this application.
[0121] Optionally, in this embodiment, the computer program described above can be configured to perform the following steps when executed by a processor:
[0122] S1, when the engine is determined to be in a dynamic operating condition based on the engine's operating condition, the driving-related parameters of the vehicle in the current cycle are obtained; the driving-related parameters include a first driving parameter and a second driving parameter.
[0123] S2, based on the first driving parameters, obtain the steady-state reserve torque of the engine in the current cycle;
[0124] S3, based on the second driving parameters and the parameter target values associated with the second driving parameters, update the dynamic reserve torque of the engine in the previous cycle for the current cycle to obtain the dynamic reserve torque of the engine in the current cycle;
[0125] S4, Based on the engine's steady-state reserve torque and dynamic reserve torque in the current cycle, determine the target reserve torque.
[0126] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.
[0127] Obviously, those skilled in the art should understand that the modules or steps of this application 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. Optionally, they can be implemented using computer-executable program code, thereby storing them 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 presented here, 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, this application is not limited to any particular combination of hardware and software.
[0128] 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 principles of this application should be included within the protection scope of this application.
Claims
1. A method for determining reserve torque, characterized in that, include: When the engine is determined to be in a dynamic operating condition based on the vehicle's engine operating condition, the driving-related parameters of the vehicle in the current cycle are obtained. The driving-related parameters include a first driving parameter and a second driving parameter; The steady-state reserve torque of the engine in the current cycle is obtained based on the first driving parameters; Based on the second driving parameter and the parameter target value associated with the second driving parameter, the dynamic reserve torque of the engine in the previous cycle is updated in the current cycle to obtain the dynamic reserve torque of the engine in the current cycle. The target reserve torque is determined based on the engine's steady-state reserve torque and dynamic reserve torque in the current cycle.
2. The method according to claim 1, characterized in that, The step of obtaining the steady-state reserve torque of the engine in the current cycle based on the first driving parameters includes: Based on the first driving parameters, a table is looked up to obtain the steady-state initial torque that matches the first driving parameters; By aggregating the steady-state initial torque, the steady-state reserve torque of the engine in the current cycle is obtained.
3. The method according to claim 2, characterized in that, The first driving parameters include engine speed, engine load, engine temperature, and altitude; the steady-state initial torque includes steady-state base torque, temperature-corrected torque, and altitude-corrected torque; obtaining the steady-state initial torque matching the first driving parameters by looking up a table based on the first driving parameters includes: The steady-state base torque is obtained by querying the base torque table based on the engine speed and engine load; and the temperature-corrected torque is obtained by querying the temperature-torque table based on the engine temperature; and The altitude-corrected torque is obtained by querying the altitude torque table based on the altitude.
4. The method according to claim 1, characterized in that, The step of updating the dynamic reserve torque of the engine in the current cycle based on the second driving parameter and the target value of the parameter associated with the second driving parameter to obtain the dynamic reserve torque of the engine in the current cycle includes: Based on the second driving parameter and the target value of the parameter associated with the second driving parameter, the reserve torque change rate of the engine in the current cycle is determined; Based on the reserve torque change rate, the dynamic reserve torque of the engine in the previous cycle is updated in the current cycle to obtain the dynamic reserve torque of the engine in the current cycle.
5. The method according to claim 4, characterized in that, Determining the reserve torque change rate of the engine in the current cycle based on the second driving parameter and the target value of the parameter associated with the second driving parameter includes: When the second driving parameter includes engine load, the engine load change rate is determined based on the engine load, the target load value, and the preset time parameter, and the first torque change rate table is queried based on the engine load change rate to obtain the first torque change rate of the engine in the current cycle. When the second driving parameter includes engine speed, the engine speed and the target speed value are used to determine the speed difference between the engine speed and the target speed value. When the speed difference is less than or equal to a preset speed threshold, a first calibrated torque change rate is obtained, and the first calibrated torque change rate is determined as the second torque change rate of the engine in the current cycle. When the speed difference is greater than the preset speed threshold, the engine speed change rate is determined based on the speed difference and a preset time parameter, and the second torque change rate table is queried based on the engine speed change rate to obtain the second torque change rate of the engine in the current cycle. When the second driving parameter includes engine torque, a second calibrated torque change rate is obtained, and this second calibrated torque change rate is determined as the third torque change rate of the engine in the current cycle; wherein... The reserve torque change rate includes at least one of the following: the first torque change rate, the second torque change rate, and the third torque change rate.
6. The method according to claim 4, characterized in that, The engine reserve torque change rate includes a first torque change rate, a second torque change rate, and a third torque change rate; the step of updating the dynamic reserve torque of the engine in the current cycle based on the reserve torque change rate to obtain the dynamic reserve torque of the engine in the current cycle includes: Based on the first torque change rate, the second torque change rate, and the third torque change rate, the dynamic reserve torque of the previous cycle in the current cycle is updated respectively to obtain the first dynamic reserve torque related to engine load, the second dynamic reserve torque related to engine speed, and the third dynamic reserve torque related to engine torque. The first dynamic reserve torque, the second dynamic reserve torque, and the third dynamic reserve torque are combined to obtain the dynamic reserve torque of the engine in the current cycle.
7. The method according to claim 6, characterized in that, The step of updating the dynamic reserve torque of the previous cycle in the current cycle based on the first torque change rate, the second torque change rate, and the third torque change rate to obtain a first dynamic reserve torque related to engine load, a second dynamic reserve torque related to engine speed, and a third dynamic reserve torque related to engine torque includes: The sum of the products of the dynamic reserve torque of the current cycle in the previous cycle, the first torque change rate, and the preset first torque change rate is determined as the first dynamic reserve torque related to the engine load. The sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the second torque change rate and the preset time parameter is determined as the second dynamic reserve torque related to engine speed; the sum of the products of the dynamic reserve torque of the previous cycle in the current cycle and the third torque change rate and the preset time parameter is determined as the third dynamic reserve torque related to engine torque; or, the difference between the products of the dynamic reserve torque of the previous cycle in the current cycle and the third torque change rate and the preset time parameter is determined as the third dynamic reserve torque related to engine torque.
8. A device for determining reserve torque, characterized in that, The device includes: The data acquisition module is used to acquire driving-related parameters of the vehicle in the current cycle when the engine is determined to be in a dynamic operating condition based on the engine's operating condition; the driving-related parameters include a first driving parameter and a second driving parameter. A torque determination module is used to obtain the steady-state reserve torque of the engine in the current cycle based on the first driving parameters; The torque determination module is further configured to update the dynamic reserve torque of the engine in the previous cycle based on the second driving parameter and the parameter target value associated with the second driving parameter, so as to obtain the dynamic reserve torque of the engine in the current cycle. The torque determination module is further configured to determine a target reserve torque based on the engine's steady-state reserve torque and dynamic reserve torque in the current cycle.
9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein the program, when executed, performs the method described in any one of claims 1 to 7.
10. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to execute the method described in any one of claims 1 to 7 through the computer program.
11. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the method described in any one of claims 1 to 7.