Torque output control method and vehicle

Abstract

The invention provides a torque output control method and a vehicle, and relates to the technical field of vehicle control. The method comprises the steps that in response to a detected gearbox upshift event, whether the current state of a vehicle meets a preset risk condition or not is determined, the preset risk condition comprises at least one of the conditions that the environment temperature is larger than a first temperature threshold value, the engine air inlet temperature is larger than a second temperature threshold value, the flywheel torque is larger than a first torque threshold value, the current gear is located in a preset gear interval, and the atmospheric pressure is located in a preset pressure interval; if the current state of the vehicle meets the preset risk condition, a second torque threshold value is determined according to the environment temperature; the engine output torque is limited based on the second torque threshold. According to the embodiment of the invention, the problem that the engine is easily damaged due to preignition or knocking when the gearbox upshifts in the prior art can be solved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a torque output control method and a vehicle. Background Technology

[0002] Modern vehicles, especially those equipped with high-performance turbocharged engines, often employ turbocharging technology to increase intake air density in order to improve power response and fuel efficiency. In such powertrain systems, the coordinated control of the engine and transmission is crucial, and the reliability of the shifting process directly affects the durability of hardware such as the engine.

[0003] When the transmission upshifts due to heavy vehicle acceleration, the engine speed drops sharply as it temporarily decouples from the transmission. However, under high load, the engine intake pressure remains high, causing the cylinders to face abnormally high air-fuel mixture density and pressure at the beginning of the compression stroke. This condition greatly increases the risk of abnormal auto-ignition of the mixture, i.e., pre-ignition or knocking. This phenomenon generates in-cylinder explosion pressure far exceeding the engine's design capacity, seriously threatening the safety of core components such as pistons and connecting rods, and easily leading to engine damage. Summary of the Invention

[0004] In view of this, the embodiments of this application aim to provide a torque output control method and vehicle to solve the problem in the prior art that the engine is prone to pre-ignition or knocking when the transmission shifts up, which can damage the engine.

[0005] In a first aspect, one embodiment of this application provides a torque output control method, comprising: in response to detecting a transmission upshift event, determining whether the current state of the vehicle meets preset risk conditions, the preset risk conditions including at least one of ambient temperature greater than a first temperature threshold, engine intake air temperature greater than a second temperature threshold, flywheel torque greater than a first torque threshold, the current gear being within a preset gear range, and atmospheric pressure being within a preset pressure range; if the current state of the vehicle meets the preset risk conditions, determining a second torque threshold based on the ambient temperature; and limiting the engine output torque based on the second torque threshold.

[0006] The torque output control method provided in this application, after detecting a transmission upshift event, determines if the current state of the vehicle meets preset risk conditions, indicating that the engine is likely to experience pre-ignition or knocking when the transmission upshifts. It then pre-determines a safe torque upper limit (i.e., a second torque threshold) based on the ambient temperature and limits the engine output torque based on this second torque threshold. This forces the actual output load of the engine to be limited within a safe threshold during the special risky condition of high engine load and decreased speed when the vehicle upshifts, fundamentally reducing the pressure and temperature in the combustion chamber, effectively avoiding the risk of engine pre-ignition or knocking, and reducing the probability of engine damage.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, limiting the engine output torque based on a second torque threshold includes: determining whether the first torque value currently output by the engine is greater than the second torque threshold; if the first torque value is greater than the second torque threshold, controlling the engine to output torque according to the second torque threshold; if the first torque value is less than or equal to the second torque threshold, controlling the engine to output torque normally.

[0008] In this way, when the engine's current output torque value exceeds the dynamically calculated safety limit (i.e., the second torque threshold), the system will control the engine to output torque according to the safety limit. When the engine's current output torque value does not exceed the dynamically calculated safety limit, the system will not impose any additional torque limit on the engine. This reduces the risk of engine pre-ignition or knocking while ensuring that the torque limiting strategy is only activated when there is a real risk of exceeding the limit. In other words, it reduces the risk while avoiding unnecessary intervention on the engine under safe operating conditions, thus preserving the vehicle's power response performance to the maximum extent and achieving precise and non-excessive torque limiting.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, after limiting the engine output torque based on the second torque threshold, the method further includes: determining the duration for which the engine output torque is limited; if the duration is less than the target duration threshold, then reacquiring the ambient temperature and returning to the execution of determining the second torque threshold based on the ambient temperature.

[0010] In this way, by controlling the engine to continuously limit torque for a period of time when the vehicle's current state meets the preset risk conditions, the effect of suppressing the risk of engine pre-ignition or knocking can be avoided due to the torque limiting time being too short, thereby improving the effectiveness of engine torque limiting operation.

[0011] In conjunction with the first aspect, some implementations of the first aspect also include: acquiring the engine's power performance parameters and knock tendency information; and determining the target duration threshold based on the power performance parameters and knock tendency information.

[0012] In this way, by comprehensively considering the engine's power performance parameters and knock tendency information, the target duration threshold for torque limiting is accurately set, so that the length of torque limiting operation is matched with the engine's own relevant limiting conditions. This effectively suppresses the risk of pre-ignition while minimizing unnecessary power limiting time, thus better balancing engine protection and vehicle power performance.

[0013] In conjunction with the first aspect, some implementations of the first aspect also include: determining the shift time required for the transmission to complete the shift; and determining a target time threshold based on power performance parameters and knock tendency information, including: determining the target time threshold based on power performance parameters, knock tendency information, and shift time.

[0014] In this way, by further taking the shift time required for the transmission to complete the shift as one of the key parameters when determining the target duration threshold corresponding to the torque limiting operation, the determined target duration threshold can not only match the relevant performance of the engine, but also coordinate with the physical shift process of the transmission. This ensures that the torque limiting can effectively cover the entire high-risk shift period, avoiding the premature termination of torque limiting before the shift is completed, or the excessive limitation of torque after the shift is completed. This achieves a precise match between protection and power in terms of timing.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, after determining the duration of limiting engine output torque, the method further includes: if the duration is greater than or equal to a target duration threshold, then exiting the limitation of engine output torque.

[0016] In this way, by controlling the engine to continuously limit torque for a period of time when the vehicle's current state meets the preset risk conditions, and then releasing the torque limiting after a period of time, it is possible to meet the need to suppress the risk of engine pre-ignition or knocking, improve the effectiveness of engine torque limiting operation, and at the same time, minimize the impact on the vehicle's power performance.

[0017] In conjunction with the first aspect, in some implementations of the first aspect, exiting the limitation of engine output torque includes: when the second torque value and the third torque value are different, determining a third torque change trajectory based on the second torque value and the third torque value, wherein the second torque value is the torque value output by the engine when limiting engine output torque, and the third torque value is the torque value corresponding to the normal output torque of the engine; filtering the third torque change trajectory to obtain a fourth torque change trajectory; and controlling the engine to output torque according to the fourth torque change trajectory.

[0018] Thus, by filtering the third torque change trajectory corresponding to the rise of the current output second torque value to the third torque value when the torque limiting operation of the engine is exited, a relatively smooth fourth torque change trajectory is generated. The engine is then controlled to output torque according to the torque value corresponding to the fourth torque change trajectory, so that the output torque of the engine changes smoothly. This effectively avoids sudden changes in engine output caused by sudden torque increases, significantly improves the driving smoothness of the vehicle when exiting the torque limiting mode, eliminates the possible jerking sensation, and enhances the driving experience.

[0019] In conjunction with the first aspect, in some implementations of the first aspect, controlling the engine to output torque according to a second torque threshold includes: determining a first torque change trajectory based on a first torque value and a second torque threshold; filtering the first torque change trajectory to obtain a second torque change trajectory; and controlling the engine to output torque according to the second torque change trajectory.

[0020] Thus, by filtering the first torque change trajectory corresponding to the decrease of the current output first torque value to the second torque threshold during engine start-up torque limiting operation, a relatively smooth second torque change trajectory is generated. The engine is then controlled to output torque according to the torque value corresponding to the second torque change trajectory, so that the engine output torque changes smoothly. This effectively avoids sudden changes in engine output caused by a sudden drop in torque, significantly improves the driving smoothness of the vehicle in the initial stage of upshifting torque limiting, eliminates the possible jerking sensation, and improves the driving experience.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, before determining whether the current state of the vehicle meets the preset risk conditions in response to detecting a transmission upshift event, the method further includes: if it is detected that the transmission begins to shift from the current gear to the target gear, and the target gear is higher than the current gear, then it is determined that a transmission upshift event has been detected.

[0022] In this way, by monitoring the gearbox shifting action, and determining that a gearbox upshift event has been detected when "gear shifting begins" and "target gear is higher than the current gear", the gearbox upshift operation can be predicted as early as possible in the early stage of gearbox upshifting, so as to limit the engine output torque in advance.

[0023] Secondly, one embodiment of this application provides a torque output control device, comprising: a first determining module, configured to determine, in response to detecting a transmission upshift event, whether the current state of the vehicle meets preset risk conditions, the preset risk conditions including at least one of ambient temperature greater than a first temperature threshold, engine intake air temperature greater than a second temperature threshold, flywheel torque greater than a first torque threshold, the current gear being within a preset gear range, and atmospheric pressure being within a preset pressure range; a second determining module, configured to determine a second torque threshold based on the ambient temperature if the current state of the vehicle meets the preset risk conditions; and an output limiting module, configured to limit the engine output torque based on the second torque threshold.

[0024] Thirdly, one embodiment of this application provides a vehicle, the vehicle including: a processor; a memory for storing processor-executable instructions; the processor being used to execute the torque output control method described in the first aspect.

[0025] Fourthly, one embodiment of this application provides a computer-readable storage medium storing a computer program for performing the torque output control method described in the first aspect.

[0026] Fifthly, one embodiment of this application provides a computer program product including instructions that, when executed on an electronic device, cause the electronic device to implement the torque output control method described in the first aspect. Attached Figure Description

[0027] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0028] Figure 1 The diagram shown is a flowchart of a torque output control method provided in an embodiment of this application.

[0029] Figure 2 The diagram shown is a schematic diagram of the second torque change trajectory provided in an embodiment of this application.

[0030] Figure 3 The diagram shown is a schematic diagram of the fourth torque change trajectory provided in an embodiment of this application.

[0031] Figure 4 The diagram shown is a flowchart of a torque output control method provided in another embodiment of this application.

[0032] Figure 5The diagram shown is a structural schematic of a torque output control device provided in an embodiment of this application.

[0033] Figure 6 The diagram shown is a structural schematic of a vehicle provided in an embodiment of this application. Detailed Implementation

[0034] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0035] Furthermore, to better illustrate this application, numerous specific details are provided in the following detailed embodiments. Those skilled in the art should understand that this application can be implemented even without certain specific details. In some instances, methods and means well-known to those skilled in the art have not been described in detail in order to highlight the main points of this application.

[0036] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0037] Furthermore, the terms “first,” “second,” “third,” and “fourth” are used only for distinguishing descriptions and should not be interpreted as indicating or implying relative importance.

[0038] With increasingly stringent regulations on energy conservation and emission reduction in the automotive industry, engine downsizing, turbocharging, and multi-gear transmissions have become mainstream technologies. Modern automatic transmissions typically feature 6 or more gears, even 10, allowing the engine to operate more within its economical RPM range through a wider gear ratio range. However, the increase in the number of gears and the optimization of shift logic have also brought new combustion control challenges, especially pre-ignition and knocking during upshifts, which are becoming key bottlenecks restricting engine performance and fuel economy.

[0039] In existing technologies, the upshifting process of a transmission typically follows these physical laws: the shift actuator disengages the current gear and synchronizes with the target gear. During this period, the transmission input speed, i.e., the engine speed, needs to drop rapidly to match the gear ratio of the target gear. Taking rapid acceleration and upshifting as an example, the engine speed may drop by 800 to 1200 rpm within 0.3 to 0.6 seconds. Simultaneously, to meet the driver's power demands, the engine throttle opening is often maintained at a large position, or even fully open, meaning the engine is operating in its so-called external characteristic range. Under this condition, abnormal auto-ignition of the air-fuel mixture is highly likely, i.e., engine pre-ignition or knocking.

[0040] Pre-ignition refers to an abnormal combustion phenomenon where the air-fuel mixture is ignited prematurely by hot surfaces in the combustion chamber (such as overheated carbon deposits, exhaust valve heads, spark plug electrodes, or oil droplets entering the cylinder) before normal spark plug ignition. The root cause lies in the high overall cylinder temperature under low-speed, high-load conditions. Combined with low engine speed leading to reduced airflow turbulence and poor heat dissipation, this causes localized hot spots to accumulate heat, exceeding the fuel's auto-ignition threshold, thus igniting the mixture prematurely during the compression stroke. Pre-ignition significantly increases the cylinder pressure before top dead center, not only increasing engine power but also greatly increasing the risk of subsequent, highly destructive knocking. In severe cases, it can directly cause piston crown melting or ring lander fracture within several cycles.

[0041] Knocking refers to the phenomenon where, after successful spark plug ignition, the air-fuel mixture at the end of the combustion chamber, before the flame front reaches it, undergoes simultaneous auto-ignition at multiple points due to excessively high temperature and pressure. Essentially, it stems from the fuel's octane rating being insufficient to resist the auto-ignition tendency under the current thermodynamic conditions. Direct causes include excessively high compression ratio, excessive boost pressure, excessively high intake air temperature, or excessively advanced ignition timing. When knocking occurs, the instantaneous combustion of the end-fuel mixture generates high-frequency pressure shock waves that repeatedly reflect at supersonic speeds within the cylinder, puncturing the oxide film on the piston surface. Long-term operation with knocking will lead to piston erosion, ring land fracture, and bearing fatigue damage, making it one of the core obstacles limiting improvements in engine thermal efficiency.

[0042] Therefore, both pre-ignition and knocking can damage engine components, which can easily lead to engine failure.

[0043] To address the aforementioned technical problems, this application detects gearbox upshifts and limits engine output torque in advance, thereby reducing the risk of engine pre-ignition or knocking. Specifically, embodiments of this application provide a torque output control method and a vehicle. This torque output control method, upon detecting a gearbox upshift event, determines if the vehicle's current state meets preset risk conditions, indicating a high probability of engine pre-ignition or knocking during gearbox upshifts. It then pre-determines a safe torque upper limit (i.e., a second torque threshold) based on ambient temperature and limits engine output torque based on this second torque threshold. This forces the engine's actual output load within a safe threshold during the high-load, low-speed operation of upshifting, fundamentally reducing combustion chamber pressure and temperature, effectively avoiding the risk of engine pre-ignition or knocking, and lowering the probability of engine damage.

[0044] The following is combined with Figures 1 to 4 The torque output control method provided in this application is described in detail.

[0045] Figure 1 The diagram shown is a schematic flowchart of a torque output control method provided in an embodiment of this application. This method can be applied to vehicles. Figure 1 As shown, the method may include the following steps.

[0046] S110, in response to detecting a transmission upshift event, determines whether the current state of the vehicle meets preset risk conditions.

[0047] In some examples, a transmission upshift event can be any state, signal, or event that indicates or infers that the transmission is shifting from a lower gear to a higher gear. For example, detecting a transmission upshift event includes, but is not limited to: directly recognizing an upshift command issued by the transmission control unit or a signal to shift the current gear to the target gear; or indirectly inferring that the transmission is performing an upshift operation based on trends in parameters such as engine speed, clutch status, and vehicle speed. Furthermore, the response speed after detecting a transmission upshift event should be fast enough to allow for intervention control in the early stages of the upshift; for example, the response time from detecting the transmission upshift event to initiating torque limiting control should be in the millisecond range.

[0048] In some embodiments, prior to step S110 above, the torque output control method further includes: if it is detected that the transmission starts to shift from the current gear to the target gear, and the target gear is higher than the current gear, then it is determined that a transmission upshift event has been detected.

[0049] In some examples, the target gear can be the gear that the transmission changes from the current gear. If the target gear is higher than the current gear of the transmission, then the transmission can be determined to have performed an upshift.

[0050] For example, the vehicle's control system may include a shift flag, which can indicate that the transmission is about to begin a shift operation. When the transmission decides to shift gears, it can set this shift flag, for example, from "0" to "1". If the shift flag is detected to be set to "1", it can be determined that the transmission has begun to shift from the current gear to the target gear. Based on this, if it is further determined that the target gear is higher than the current gear, it can be determined that a transmission upshift event has been detected.

[0051] In this way, by monitoring the gearbox shifting action, and determining that a gearbox upshift event has been detected when "gear shifting begins" and "target gear is higher than the current gear", the gearbox upshift operation can be predicted as early as possible in the early stage of gearbox upshifting, so as to limit the engine output torque in advance.

[0052] Additionally, in some examples, the preset risk conditions can be a set of conditions that characterize a vehicle operating under conditions prone to pre-ignition or knocking. For example, the preset risk conditions may specifically include at least one of the following: ambient temperature greater than a first temperature threshold, engine intake air temperature greater than a second temperature threshold, flywheel torque greater than a first torque threshold, the current gear being within a preset gear range, and atmospheric pressure being within a preset pressure range.

[0053] For each condition, since engines are less prone to pre-ignition and knocking at low temperatures, one risk condition can be set as an ambient temperature exceeding a first temperature threshold to filter out operating conditions where the engine is prone to pre-ignition or knocking. The ambient temperature can be the temperature of the surrounding air outside the vehicle, and the first temperature threshold can be, for example, 0°C.

[0054] Similarly, since engines are less prone to pre-ignition and knocking at low temperatures, one of the risk conditions can be set as the engine intake air temperature exceeding a second temperature threshold. The engine intake air temperature can be the temperature of the air inside the engine, and the second temperature threshold could be, for example, 30°C.

[0055] To ensure power output at low throttle, a risk condition can be set where the flywheel torque exceeds a first torque threshold. This prevents insufficient power due to torque limiting at low throttle. The flywheel torque can be the torque output from the engine to the flywheel used to drive the vehicle, and the first torque threshold could be, for example, 100 N·m.

[0056] Furthermore, since vehicles are less prone to pre-ignition and knocking in low or high gears, a risk condition can be set where the current gear is within a preset gear range. This avoids limiting torque in gears where knocking is less likely to occur, thus preventing impact on engine power output. The preset gear range can be a middle range; for example, if the vehicle has 0-9 gears, the preset range could be 2-7.

[0057] To ensure power output when the vehicle is driving at high altitudes, one of the risk conditions can be set to ensure that atmospheric pressure is within a preset pressure range, so that torque output is not limited when atmospheric pressure is insufficient. The preset pressure range could be, for example, 0.6 to 1 atmosphere.

[0058] It should be noted that the purpose of setting this preset risk condition is to accurately screen out the operating conditions that truly require torque output limitation. Therefore, when the preset risk condition includes multiple conditions, it is usually determined that the operating condition requires torque output limitation only when all or a specific combination of these conditions is met simultaneously, thereby avoiding the torque limiting function being triggered erroneously.

[0059] Therefore, in some specific examples, the preset risk conditions may only include conditions for determining the potential risk of pre-ignition or knocking in the engine, such as the condition that the engine intake air temperature is greater than a second temperature threshold. If, after detecting a transmission upshift, it is determined that the vehicle's current state meets one of these conditions, it can be determined that the engine may be at risk of pre-ignition or knocking. In this case, limiting torque output can minimize the probability of pre-ignition or knocking, thereby protecting the engine to the greatest extent possible.

[0060] Of course, the preset risk conditions can also include the two conditions that the ambient temperature is greater than the first temperature threshold and the engine intake air temperature is greater than the second temperature threshold, so as to determine whether the engine may have the risk of pre-ignition or knocking from multiple risk factors.

[0061] In other specific examples, the preset risk conditions may include both conditions for determining the potential risk of engine pre-ignition or knocking, and conditions for ensuring engine power output when the risk of pre-ignition or knocking is low. These could include conditions such as the engine intake air temperature exceeding a second temperature threshold and the current gear being within a preset gear range. If, after detecting a transmission upshift, it is determined that the vehicle's current state simultaneously meets both of these conditions, it can be determined that the engine is at risk of pre-ignition or knocking while maintaining power output. In this case, limiting torque output can reduce the risk of engine pre-ignition or knocking while preserving engine power as much as possible.

[0062] Of course, preset risk conditions can also include three conditions: engine intake air temperature greater than a second temperature threshold, the current gear being within a preset gear range, and flywheel torque greater than a first torque threshold. This allows for consideration of risk factors while ensuring engine power output from multiple power factors. Furthermore, preset risk conditions can also include four conditions: ambient temperature greater than a first temperature threshold, engine intake air temperature greater than a second temperature threshold, the current gear being within a preset gear range, and flywheel torque greater than a first torque threshold. This allows for assessment of the potential for pre-ignition or knocking risks from multiple risk factors, and ensures engine power output from multiple power factors.

[0063] Furthermore, building upon the examples above, if the actual driving scenario includes high altitudes, the preset risk conditions must include, in addition to the four conditions mentioned above, the condition that atmospheric pressure is within a preset pressure range. If, after detecting a transmission upshift, it is determined that the vehicle's current state simultaneously meets all five conditions, it can be determined that the engine is in a situation where, while ensuring power, there is a risk of pre-ignition or knocking. Under these circumstances, limiting torque output can, in any vehicle driving scenario, both maximize engine power and minimize the risk of pre-ignition or knocking.

[0064] Those skilled in the art will understand that, in addition to the single conditions or combinations of conditions given in the examples above, preset risk conditions may also include other single conditions or combinations of conditions obtained by combining other conditions, which will not be elaborated here.

[0065] S120, if the current state of the vehicle meets the preset risk conditions, then the second torque threshold is determined based on the ambient temperature.

[0066] In some examples, the current state of the vehicle, corresponding to the preset risk conditions, may include at least one of the following: the ambient temperature of the vehicle's current environment, the current engine intake air temperature of the vehicle, the current flywheel torque of the vehicle, the current gear of the vehicle, and the atmospheric pressure of the vehicle's current environment.

[0067] For example, when the preset risk conditions include multiple conditions, satisfying the preset risk conditions can be, for example, satisfying multiple conditions simultaneously. In this case, the engine can enter a torque-limiting mode and determine a second torque threshold based on the ambient temperature. The second torque threshold can be the maximum safe torque threshold set at the current ambient temperature; the higher the ambient temperature, the lower the corresponding torque threshold.

[0068] In this embodiment, the principle of limiting the engine's maximum output torque based on ambient temperature is that ambient temperature is a key external factor affecting the engine's intake air density and the final compression temperature in the cylinder. Higher ambient temperatures result in lower intake air density but also higher initial cylinder temperatures, leading to an increased tendency for pre-ignition. Therefore, a more conservative (lower) torque ceiling needs to be set.

[0069] In some specific implementations, an ambient temperature-torque threshold mapping table can be pre-stored in the vehicle's memory. When risk conditions are met, the corresponding second torque threshold is calculated based on the real-time collected ambient temperature through table lookup or interpolation. This method allows torque limiting to be closely linked to the current ambient heat load, achieving precise protection.

[0070] In other specific implementations, a linear or nonlinear function with ambient temperature as an input parameter can be used for calculation; alternatively, a composite temperature parameter can be used to determine the torque threshold, taking into account both ambient temperature and intake air temperature. These methods can all serve as ways to determine the second torque threshold based on ambient temperature.

[0071] In a specific example, calibration engineers conduct engine bench tests to measure the maximum torque the engine can output without pre-ignition or knocking at different ambient temperatures, thereby calibrating a set of data to form a mapping table. For example, at 10°C, the second torque threshold can be calibrated as 300 N·m; at 30°C, it can be calibrated as 280 N·m; and at 45°C, it can be calibrated as 250 N·m. When the vehicle is actually in motion, the controller detects an upshift event and determines that the vehicle's current state meets all the preset risk conditions. Based on the ambient temperature read from the sensor (e.g., 30°C), the controller determines the second torque threshold to be 280 N·m by looking up the table. It should be noted that the mapping relationship between ambient temperature and torque thresholds in the mapping table can vary depending on the engine model. Furthermore, the second torque threshold can also be expressed as a percentage relative to the engine's normal output torque, for example, limiting it to 90% of the normal output torque at high temperatures.

[0072] S130 limits engine output torque based on a second torque threshold.

[0073] For example, limiting engine output torque may specifically include limiting the engine output torque value within a second torque threshold, or controlling it around the second torque threshold. For instance, the second torque threshold may be used as an upper limit, or the torque value within the upper and lower fluctuation range corresponding to the second torque threshold may be determined as an upper limit, and the engine output torque may be controlled according to a torque value less than or equal to the upper limit.

[0074] In some embodiments, step S130 may specifically include: determining whether the first torque value currently output by the engine is greater than a second torque threshold; if the first torque value is greater than the second torque threshold, controlling the engine to output torque according to the second torque threshold; if the first torque value is less than or equal to the second torque threshold, controlling the engine to output torque normally.

[0075] In some examples, the first torque value can be the current actual output or the torque value that the engine will output. This first torque value can be obtained directly by measuring the torque sensor in the vehicle, or it can be estimated in real time based on one or more parameters such as accelerator pedal opening, engine speed, intake manifold pressure, air-fuel ratio, ignition advance angle, etc., using a known engine torque model.

[0076] Additionally, in some examples, normal output torque can refer to the torque output of the engine without limitation, i.e., without torque-limiting operation. For example, normal engine output torque can be the torque value determined according to parameters such as accelerator pedal opening.

[0077] For example, by comparing the first torque value output by the engine with the aforementioned determined maximum safe torque threshold (i.e., the second torque threshold), a decision can be made as to whether actual torque limiting operation needs to be performed on the engine. Torque limiting operation is only required when the first torque value currently actually output or about to be output by the engine exceeds the safe upper limit (i.e., the second torque threshold) determined based on the current ambient temperature. If the current torque is already within the safe limit, no limitation is required, thereby minimizing unnecessary loss of engine power.

[0078] Specifically, if the first torque value is greater than the second torque threshold, it indicates that the engine's current output torque has exceeded the safe upper limit allowed by the current ambient temperature, potentially leading to pre-ignition or knocking. In this case, torque limiting can be applied to the engine, controlling it to output torque according to the second torque threshold. This means that during the torque limiting period, regardless of the torque demanded by the driver's throttle input, the engine's actual output torque will not exceed the second torque threshold. This directly reduces the mean effective pressure within the engine cylinders, fundamentally preventing the conditions for pre-ignition.

[0079] If the first torque value is less than or equal to the second torque threshold, it indicates that the engine's current output torque has not exceeded the safe upper limit allowed by the current ambient temperature, and the risk of pre-ignition or knocking is relatively small. In this case, torque limiting operation can be left undone, and the engine's normal output torque can be controlled. At this time, the engine's actual output torque may match the torque demanded based on the driver's throttle input.

[0080] In some specific implementations, a torque limiting flag can be set in the vehicle's control system. This flag can indicate that a torque limiting operation is being performed on the engine. When the vehicle controller determines that a first torque value is greater than a second torque threshold, it can set the torque limiting flag, for example, from "0" to "1". If the torque limiting flag is detected to be set to "1", the engine can be controlled to perform a torque limiting operation, which can specifically be controlling the engine to output torque according to the second torque threshold. If the torque limiting flag is detected to be "0", the engine can not be subjected to a torque limiting operation, that is, the engine can be controlled to output torque normally.

[0081] In some specific implementations, when the vehicle controller controls the engine to output torque according to the second torque threshold, it can send a temporary torque limit command to the engine, the value of which is the second torque threshold. The engine's underlying torque control logic (such as ignition timing control, throttle control, turbocharger pressure control, etc.) will work together to ensure that the final output torque does not exceed the second torque threshold.

[0082] In this way, when the engine's current output torque value exceeds the dynamically calculated safety limit (i.e., the second torque threshold), the system will control the engine to output torque according to the safety limit. When the engine's current output torque value does not exceed the dynamically calculated safety limit, the system will not impose any additional torque limit on the engine. This reduces the risk of engine pre-ignition or knocking while ensuring that the torque limiting strategy is only activated when there is a real risk of exceeding the limit. In other words, it reduces the risk while avoiding unnecessary intervention on the engine under safe operating conditions, thus preserving the vehicle's power response performance to the maximum extent and achieving precise and non-excessive torque limiting.

[0083] In addition, in order to prevent sudden torque changes from causing a jerking sensation in the vehicle when entering torque-limiting operation, in some embodiments, the above-mentioned control of the engine to output torque according to the second torque threshold may specifically include: determining a first torque change trajectory based on a first torque value and a second torque threshold; filtering the first torque change trajectory to obtain a second torque change trajectory; and controlling the engine to output torque according to the second torque change trajectory.

[0084] In some examples, the first torque change trajectory can be a straight line or a curve with the first torque value and the second torque threshold as endpoints, and this is not limited here. The purpose of filtering can be to smooth out the first torque change trajectory, for example, by limiting its slope (i.e., the rate of torque change) through filtering, so that the actual decrease in engine torque becomes more gradual. In some specific implementations, the filtering of the first torque change trajectory can be achieved through a first-order low-pass filter.

[0085] For example, a straight line or curve can be drawn between the first torque value and the second torque threshold. Combined with the engine's previous torque output, a first torque change trajectory is generated. This first torque change trajectory is then subjected to a first-order low-pass filter to obtain a second torque change trajectory with a smaller torque change rate and a relatively gentler decrease in torque value. This allows the engine to be controlled to output torque according to the torque value corresponding to the second torque change trajectory. For example, as... Figure 2 As shown, after the torque limit sign is positioned, it can be filtered to generate a result like... Figure 2 The second torque change trajectory shown is one where the torque value decreases relatively smoothly.

[0086] Thus, by filtering the first torque change trajectory corresponding to the decrease of the current output first torque value to the second torque threshold during engine start-up torque limiting operation, a relatively smooth second torque change trajectory is generated. The engine is then controlled to output torque according to the torque value corresponding to the second torque change trajectory, so that the engine output torque changes smoothly. This effectively avoids sudden changes in engine output caused by a sudden drop in torque, significantly improves the driving smoothness of the vehicle in the initial stage of upshifting torque limiting, eliminates the possible jerking sensation, and improves the driving experience.

[0087] The torque output control method provided in this application, after detecting a transmission upshift event, determines if the current state of the vehicle meets preset risk conditions, indicating that the engine is likely to experience pre-ignition or knocking when the transmission upshifts. It then pre-determines a safe torque upper limit (i.e., a second torque threshold) based on the ambient temperature and limits the engine output torque based on this second torque threshold. This forces the actual output load of the engine to be limited within a safe threshold during the special risky condition of high engine load and decreased speed when the vehicle upshifts, fundamentally reducing the pressure and temperature in the combustion chamber, effectively avoiding the risk of engine pre-ignition or knocking, and reducing the probability of engine damage.

[0088] In addition, in some embodiments, to improve the effectiveness of torque limiting operation, the engine can be controlled to continuously limit torque for a period of time after entering the torque limiting mode. Based on this, after step S130 above, the torque output control method may further include: determining the duration of limiting engine output torque; if the duration is less than a target duration threshold, then re-acquiring the ambient temperature and returning to the process of determining a second torque threshold based on the ambient temperature.

[0089] In some examples, the target duration threshold can be a pre-set critical value used to control the duration of engine torque limiting. This target duration threshold can be, for example, an estimated empirical time; or a time determined based on vehicle-related parameters, which may include, for example, information on engine knock tendency, the maximum allowable time to maintain vehicle power, and the estimated or actual time required for the transmission to complete a gear shift. This target duration threshold aims to balance torque limiting effect with power performance.

[0090] For example, after the engine enters the torque-limiting mode, timing can begin to determine the duration of the torque-limiting mode, i.e., the duration of limiting engine output torque. If this duration is less than the set target duration threshold, the ambient temperature of the vehicle's environment can be reacquired, and the process returns to step S120 to determine the second torque threshold based on the ambient temperature, and step S130, until the duration of limiting engine output torque is greater than or equal to the target duration threshold.

[0091] It should be noted that even if the current state of the vehicle no longer meets the aforementioned preset risk conditions during the torque limiting process, the torque limiting operation can continue without interruption to ensure the continuity, consistency, and effectiveness of the torque limiting operation.

[0092] In this way, by controlling the engine to continuously limit torque for a period of time when the vehicle's current state meets the preset risk conditions, the effect of suppressing the risk of engine pre-ignition or knocking can be avoided due to the torque limiting time being too short, thereby improving the effectiveness of engine torque limiting operation.

[0093] In addition, in order not to affect the vehicle's power performance, in some embodiments, after determining the duration of limiting engine output torque as described above, the torque output control method may further include: if the duration is greater than or equal to a target duration threshold, then exiting the limitation of engine output torque.

[0094] For example, once the engine enters torque-limiting mode, a timer can be started to determine the duration of the torque-limiting mode, which is the duration of the limitation on engine output torque. When this duration is greater than or equal to a set target duration threshold, the torque-limiting operation can be exited, that is, the limitation on engine output torque can be lifted, and the engine's normal torque output can be restored, for example, by controlling the engine to output torque according to the torque value corresponding to the current accelerator pedal opening.

[0095] In some specific implementations, when the vehicle controller determines that the duration is greater than or equal to the target duration threshold, it can reset the torque limiting flag, for example, from "1" to "0". If the torque limiting flag is detected to be reset to "0", the engine can be controlled to resume normal torque output, that is, the limitation on engine output torque is removed.

[0096] In this way, by controlling the engine to continuously limit torque for a period of time when the vehicle's current state meets the preset risk conditions, and then releasing the torque limiting after a period of time, it is possible to meet the need to suppress the risk of engine pre-ignition or knocking, improve the effectiveness of engine torque limiting operation, and at the same time, minimize the impact on the vehicle's power performance.

[0097] Based on this, regarding the method for determining the target duration threshold, in some embodiments, the torque output control method may further include: acquiring the engine's power performance parameters and knock tendency information; and determining the target duration threshold based on the power performance parameters and knock tendency information.

[0098] In some examples, the engine's power performance parameters can be performance parameters that characterize the engine's power demand, and the engine's knock tendency information can be tendency parameter information before the engine knocks.

[0099] For example, based on the vehicle engine's power performance parameters and knock tendency information, a minimum torque limiting duration can be set as the target duration threshold, ensuring engine power performance and preventing knocking. The better the required power performance of the vehicle engine, the smaller the corresponding target duration threshold; under the same conditions, the higher the vehicle engine's knock tendency, the larger the corresponding target duration threshold.

[0100] In this way, by comprehensively considering the engine's power performance parameters and knock tendency information, the target duration threshold for torque limiting is accurately set, so that the length of torque limiting operation is matched with the engine's own relevant limiting conditions. This effectively suppresses the risk of pre-ignition while minimizing unnecessary power limiting time, thus better balancing engine protection and vehicle power performance.

[0101] In addition to considering the limitations of the engine itself, some limitations of the transmission also need to be considered when determining the target duration threshold. Therefore, in some embodiments, the torque output control method may further include: determining the shift time required for the transmission to complete a shift. Correspondingly, the above-mentioned determination of the target duration threshold based on power performance parameters and knock tendency information includes: determining the target duration threshold based on power performance parameters, knock tendency information, and shift time.

[0102] In some examples, the shift time required for the transmission to complete a gear change can be determined by looking up a table, or the shift time required for the current gear change can be estimated based on historical shift completion times. The longer the shift time required for the transmission to complete a gear change, the larger the corresponding target time threshold should be.

[0103] For example, the target duration threshold can be determined jointly based on the engine's power performance parameters, knock tendency information, and the shift time required for the transmission to complete a gear shift. Based on this, in some implementations, a duration threshold mapping table can be pre-constructed, storing the correspondence between the power performance parameters of different engines, knock tendency information, and the shift time required for the transmission to complete a gear shift, and the target duration threshold. The target duration threshold can then be determined by querying this mapping table. In other implementations, a preset weighted calculation formula can be used to perform a weighted calculation based on the engine's power performance parameters, knock tendency information, and the shift time required for the transmission to complete a gear shift in the current vehicle, to obtain the target duration threshold; this is not limited to any particular formula.

[0104] In this way, by further taking the shift time required for the transmission to complete the shift as one of the key parameters when determining the target duration threshold corresponding to the torque limiting operation, the determined target duration threshold can not only match the relevant performance of the engine, but also coordinate with the physical shift process of the transmission. This ensures that the torque limiting can effectively cover the entire high-risk shift period, avoiding the premature termination of torque limiting before the shift is completed, or the excessive limitation of torque after the shift is completed. This achieves a precise match between protection and power in terms of timing.

[0105] Furthermore, in order to prevent sudden torque changes from causing a jerking sensation in the vehicle when exiting the torque limiting operation, in some embodiments, the aforementioned exiting the engine output torque limitation may specifically include: when the second torque value and the third torque value are different, determining a third torque change trajectory based on the second torque value and the third torque value, where the second torque value is the torque value output by the engine when limiting the engine output torque, and the third torque value is the torque value corresponding to the normal output torque of the engine; filtering the third torque change trajectory to obtain a fourth torque change trajectory; and controlling the engine to output torque according to the fourth torque change trajectory.

[0106] In some examples, if the engine outputs torque according to the second torque threshold before the engine output torque limitation is lifted, then the second torque value is the second torque threshold. Additionally, the third torque value is the torque that the engine should normally output after the engine output torque limitation is lifted. For example, if the engine should normally output torque according to the torque value corresponding to the current accelerator pedal opening after the engine output torque limitation is lifted, then this third torque value is the torque value corresponding to the current accelerator pedal opening.

[0107] For example, if the second torque value output by the engine before exiting the torque-limiting mode is the torque value after torque-limiting operation, such as the second torque threshold, then a straight line or curve can be drawn between the second torque value and the third torque value that will be output after exiting the torque-limiting mode. Combined with the engine's previous torque output values, a third torque change trajectory is generated. This third torque change trajectory is then subjected to a first-order low-pass filter to obtain a fourth torque change trajectory with a smaller torque change rate and a relatively gentler torque increase. This allows the engine to be controlled to output torque according to the torque value corresponding to the fourth torque change trajectory. For example, as... Figure 3 As shown, after the torque limit flag is reset, the following can be generated after filtering: Figure 3 The fourth torque change trajectory is shown, where the torque value increases relatively gradually.

[0108] Thus, by filtering the third torque change trajectory corresponding to the rise of the current output second torque value to the third torque value when the torque limiting operation of the engine is exited, a relatively smooth fourth torque change trajectory is generated. The engine is then controlled to output torque according to the torque value corresponding to the fourth torque change trajectory, so that the output torque of the engine changes smoothly. This effectively avoids sudden changes in engine output caused by sudden torque increases, significantly improves the driving smoothness of the vehicle when exiting the torque limiting mode, eliminates the possible jerking sensation, and enhances the driving experience.

[0109] Based on the above embodiments, the following is in conjunction with Figure 4 To better illustrate the torque output control method provided in this application, a complete example will be provided.

[0110] Figure 4 The diagram shown is a flowchart illustrating a torque output control method according to another embodiment of this application. Figure 4 As shown, the method may include the following steps.

[0111] S410, a gear shift was detected.

[0112] S420, is it determined to shift up and meet the preset risk conditions? In some examples, if the target gear to be engaged is higher than the vehicle's current gear, then an upshift occurs; otherwise, an upshift does not occur. Additionally, it is determined whether the vehicle's current state simultaneously meets preset risk conditions; if so, S430 is executed; otherwise, S490 is executed.

[0113] S430: Read the ambient temperature and look up the torque threshold in the table.

[0114] S440 calculates the current engine torque value and compares it with the torque threshold.

[0115] S450, is the current torque value greater than the torque threshold? For example, if the current torque value is greater than the torque threshold, then S460 is executed; otherwise, S470 is executed.

[0116] S460, output torque threshold.

[0117] In some examples, the engine can be controlled to output torque according to this torque threshold in order to perform torque limiting operation.

[0118] S470, normal output torque value.

[0119] In some examples, the engine can be controlled to output torque according to the torque value corresponding to the current accelerator pedal opening, so as to achieve normal output torque.

[0120] S480, duration greater than or equal to duration threshold? In some examples, it can be determined whether the duration of limiting engine output torque is greater than or equal to a duration threshold. If so, S490 is executed; otherwise, S430 is returned to the previous step.

[0121] S490, Exit.

[0122] In this embodiment, any steps not described in detail above can be referred to the relevant parts of the previous embodiments, and will not be repeated here.

[0123] In this way, after detecting a gear shift, if it is determined to be an upshift and the current state of the vehicle meets the preset risk conditions, it means that the engine is likely to experience pre-ignition or knocking when the vehicle's gearbox shifts up. Therefore, a safe torque upper limit (i.e., torque threshold) is determined in advance based on the ambient temperature, and the engine output torque is limited based on this torque threshold. Thus, under the special risk condition of high engine load and reduced speed when the vehicle shifts up, the actual output load of the engine is forcibly limited within the safe threshold, thereby reducing the pressure and temperature in the combustion chamber from the root, effectively avoiding the risk of engine pre-ignition or knocking, and reducing the probability of engine damage.

[0124] The above text combined Figures 1 to 4 The embodiments of the torque output control method of this application are described in detail below, in conjunction with... Figure 5 This application provides a detailed description of embodiments of the torque output control device. It should be understood that the descriptions of the torque output control method embodiments correspond to the descriptions of the torque output control device embodiments; therefore, any parts not described in detail can be found in the preceding method embodiments.

[0125] Figure 5 The diagram shown is a structural schematic of a torque output control device according to an embodiment of this application. This device can be applied to vehicles. Figure 5 As shown, the torque output control device 500 provided in this application embodiment includes: The first determining module 510 is used to determine whether the current state of the vehicle meets preset risk conditions in response to the detection of a transmission upshift event. The preset risk conditions include at least one of the following: ambient temperature is greater than a first temperature threshold, engine intake air temperature is greater than a second temperature threshold, flywheel torque is greater than a first torque threshold, the current gear is within a preset gear range, and atmospheric pressure is within a preset pressure range. The second determining module 520 is used to determine a second torque threshold based on the ambient temperature if the current state of the vehicle meets the preset risk conditions. Output limiting module 530 is used to limit engine output torque based on a second torque threshold.

[0126] In one embodiment of this application, the output limiting module 530 is further configured to: determine whether the first torque value currently output by the engine is greater than a second torque threshold; if the first torque value is greater than the second torque threshold, control the engine to output torque according to the second torque threshold; if the first torque value is less than or equal to the second torque threshold, control the engine to output torque normally.

[0127] In one embodiment of this application, the output limiting module 530 is further configured to: determine the duration of limiting the engine output torque; if the duration is less than the target duration threshold, then reacquire the ambient temperature and return to the execution of determining the second torque threshold based on the ambient temperature.

[0128] In one embodiment of this application, the output limiting module 530 is further configured to: acquire the engine's power performance parameters and knock tendency information; and determine a target duration threshold based on the power performance parameters and knock tendency information.

[0129] In one embodiment of this application, the output limiting module 530 is further configured to: determine the shift time required for the transmission to complete the shift; and determine a target time threshold based on power performance parameters, knock tendency information, and shift time.

[0130] In one embodiment of this application, the output limiting module 530 is further configured to: if the duration is greater than or equal to the target duration threshold, then exit the limitation of engine output torque.

[0131] In one embodiment of this application, the output limiting module 530 is further configured to: determine a third torque change trajectory based on the second torque value and the third torque value when the second torque value and the third torque value are different, wherein the second torque value is the torque value output by the engine when limiting the engine output torque, and the third torque value is the torque value corresponding to the normal output torque of the engine; filter the third torque change trajectory to obtain a fourth torque change trajectory; and control the engine to output torque according to the fourth torque change trajectory.

[0132] In one embodiment of this application, the output limiting module 530 is further configured to: determine a first torque change trajectory based on a first torque value and a second torque threshold; perform filtering processing on the first torque change trajectory to obtain a second torque change trajectory; and control the engine to output torque according to the second torque change trajectory.

[0133] In one embodiment of this application, the first determining module 510 is further configured to: if it is detected that the transmission starts to shift from the current gear to the target gear, and the target gear is higher than the current gear, then determine that a transmission upshift event has been detected.

[0134] After detecting a transmission upshift, if the vehicle's current state meets preset risk conditions, it indicates that the engine is likely to experience pre-ignition or knocking during transmission upshifting. Therefore, a safe torque upper limit (i.e., a second torque threshold) is determined in advance based on the ambient temperature. Based on this second torque threshold, the engine's output torque is limited. Thus, under the special risk condition of high engine load and decreased speed during upshifting, the actual output load of the engine is forcibly limited within a safe threshold. This fundamentally reduces the pressure and temperature in the combustion chamber, effectively avoiding the risk of engine pre-ignition or knocking, and reducing the probability of engine damage.

[0135] The following is combined with Figure 6 The vehicle provided in this application is described in detail. Figure 6 The diagram shown is a structural schematic of a vehicle provided in an exemplary embodiment of this application.

[0136] like Figure 6 As shown, vehicle 600 includes one or more processors 601 and memory 602.

[0137] The processor 601 may be a central processing unit (CPU) or other form of processing unit with data processing and / or instruction execution capabilities, and may control other components in the vehicle 600 to perform desired functions.

[0138] The memory 602 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 601 may execute the program instructions to implement the torque output control methods of the various embodiments of this application described above and / or other desired functions. In one example, the vehicle 600 may also include an input device 603 and an output device 604, these components being interconnected via a bus system and / or other forms of connection mechanisms (not shown).

[0139] The input device 603 may include, for example, a keyboard, a mouse, etc.

[0140] The output device 604 can output various information to the outside. The output device 604 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0141] Of course, for the sake of simplicity, Figure 6 Only some of the components of the vehicle 600 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the vehicle 600 may include any other suitable components depending on the specific application.

[0142] In addition to the methods and apparatus described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the torque output control methods according to various embodiments of this application described above.

[0143] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0144] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps in the torque output control methods according to the various embodiments of this application described above.

[0145] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0146] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0147] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0148] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0149] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0150] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A torque output control method, characterized in that, include: In response to detecting a transmission upshift event, determine whether the current state of the vehicle meets preset risk conditions. The preset risk conditions include at least one of the following: ambient temperature is greater than a first temperature threshold, engine intake air temperature is greater than a second temperature threshold, flywheel torque is greater than a first torque threshold, the current gear is within a preset gear range, and atmospheric pressure is within a preset pressure range. If the current state of the vehicle meets the preset risk conditions, then a second torque threshold is determined based on the ambient temperature. Based on the second torque threshold, the engine output torque is limited.

2. The method according to claim 1, characterized in that, The step of limiting the engine output torque based on the second torque threshold includes: Determine whether the first torque value currently output by the engine is greater than the second torque threshold; If the first torque value is greater than the second torque threshold, then the engine is controlled to output torque according to the second torque threshold; If the first torque value is less than or equal to the second torque threshold, then the engine is controlled to output torque normally.

3. The method according to claim 1 or 2, characterized in that, After limiting the engine output torque based on the second torque threshold, the method further includes: Determine the duration for which the engine output torque is limited; If the duration is less than the target duration threshold, the ambient temperature is reacquired, and the process returns to determine the second torque threshold based on the ambient temperature.

4. The method according to claim 3, characterized in that, Also includes: Obtain the engine's power performance parameters and knock tendency information; The target duration threshold is determined based on the dynamic performance parameters and the knocking tendency information.

5. The method according to claim 4, characterized in that, Also includes: Determine the shift time required for the transmission to complete a shift; Determining the target duration threshold based on the dynamic performance parameters and the knock tendency information includes: The target duration threshold is determined based on the power performance parameters, the knock tendency information, and the shift duration.

6. The method according to claim 3, characterized in that, After determining the duration for which the engine output torque is limited, the method further includes: If the duration is greater than or equal to the target duration threshold, then the limitation on engine output torque is lifted.

7. The method according to claim 6, characterized in that, The exit limitation on the engine output torque includes: When the second torque value and the third torque value are different, the trajectory of the third torque change is determined based on the second torque value and the third torque value. The second torque value is the torque value output by the engine when the engine output torque is limited, and the third torque value is the torque value corresponding to the normal output torque of the engine. The third torque change trajectory is filtered to obtain the fourth torque change trajectory; The engine is controlled to output torque according to the fourth torque change trajectory.

8. The method according to claim 2, characterized in that, Controlling the engine to output torque according to the second torque threshold includes: Based on the first torque value and the second torque threshold, the trajectory of the first torque change is determined; The first torque change trajectory is filtered to obtain the second torque change trajectory; The engine is controlled to output torque according to the second torque change trajectory.

9. The method according to claim 1, characterized in that, Before determining whether the current state of the vehicle meets preset risk conditions in response to detecting a transmission upshift event, the method further includes: If it is detected that the transmission starts to shift from the current gear to the target gear, and the target gear is higher than the current gear, then it is determined that a transmission upshift event has been detected.

10. A vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is used to execute the torque output control method according to any one of claims 1 to 9.

Images