Torque control method and torque control system for engine of vehicle
Patent Information
- Application Number
- CN202510476103.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-16
- Publication Date
- 2026-10-23
AI Technical Summary
在车辆的Tip-in工况(急加速过程，快速踩下油门，使车辆从滑行状态变为牵引状态)和Tip-out工况(急减速过程，快速收起油门，使车辆从牵引状态变为滑行状态)下，这种机械间隙容易引发车辆的发动机扭矩传递的不连续和突变等问题，具体表现为内燃机或电动机的输出扭矩在扭矩传递过程中产生间隙穿越现象，使得输出扭矩在短时间内剧烈波动，进而导致车辆加速或减速响应不平稳，车辆出现抖动甚至冲击，降低了车辆整体的驾驶和乘坐的舒适性和安全性
[0024]根据本发明的车辆的发动机的扭矩控制方法及相应的扭矩控制系统通过监测油门变化率判断车辆是否达到预设工况，并根据实际状态参数动态调整扭矩阈值，从而能够根据不同驾驶状态和车辆状态优化扭矩控制过程。而且，动态调整扭矩阈值使扭矩控制方法可以适于车辆老化、机械间隙变化等工况，避免因固定阈值导致的扭矩控制响应滞后，使车辆在急加速和急减速期间响应更加平滑，提高了扭矩控制期间的鲁棒性和控制精度，更进一步提升驾驶和乘坐的舒适性，提高驾驶性能，并提高用户体验。
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Figure CN122960460A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicles, and more particularly to the field of engine control technology for vehicles. More specifically, this invention relates to a torque control method for a vehicle engine, a torque control system for a vehicle engine, a control unit implementing the torque control method, a vehicle including the torque control system or control unit, a computer-readable storage medium executing the torque control method, and a computer program product implementing the torque control method. Background Technology
[0002] In vehicles, whether gasoline-powered or electric, the transmission system consists of multiple mechanical components, such as the gearbox, reducer, and drive shaft. Over long-term use, these components develop mechanical clearances due to wear, fatigue, and assembly tolerances. During tip-in (rapid acceleration, where the accelerator is quickly depressed to transition from coasting to traction) and tip-out (rapid deceleration, where the accelerator is quickly released to transition from traction to coasting) conditions, these mechanical clearances can easily cause discontinuities and abrupt changes in engine torque transmission. Specifically, this manifests as a gap crossing phenomenon in the output torque of the internal combustion engine or electric motor during torque transmission, causing drastic fluctuations in output torque within a short period. This leads to unstable acceleration or deceleration response, vehicle vibration, and even impacts, reducing the overall driving and passenger comfort and safety.
[0003] Therefore, overcoming the problems of discontinuity and abrupt changes in torque transmission caused by mechanical backlash, and ensuring that the vehicle can achieve continuous, stable and safe power response under Tip-in and Tip-out conditions, thereby improving the vehicle's driving performance, is an urgent problem to be solved. Summary of the Invention
[0004] The purpose of this invention is to solve the problems existing in the prior art and provide a torque control method and corresponding torque control system for a vehicle engine, so as to improve the driving performance of the vehicle in a cost-effective and reliable manner.
[0005] Therefore, according to one aspect of the present invention, a torque control method for a vehicle engine is provided, the torque control method comprising: monitoring the throttle change rate and state parameters of the vehicle; determining whether the vehicle has reached a preset operating condition based on the throttle change rate; acquiring a torque threshold corresponding to the preset operating condition in response to the vehicle reaching the preset operating condition; dynamically adjusting the torque threshold based on the state parameters; and controlling the torque of the engine based on the adjusted torque threshold.
[0006] Based on the above-described technical concept, the present invention may further include any one or more of the following optional forms.
[0007] In some alternative forms, the torque threshold includes a first threshold and / or a second threshold greater than the first threshold, wherein the first threshold decreases as the state parameter changes and the second threshold increases as the state parameter changes.
[0008] In some alternative forms, dynamically adjusting the torque threshold based on the state parameters includes: dynamically adjusting the first threshold and / or the second threshold based on a pre-stored torque mapping table.
[0009] In some alternative forms, dynamically adjusting the torque threshold based on the state parameters includes: decreasing the first threshold by a preset adjustment amount as the state parameters change, and / or increasing the second threshold by a preset adjustment amount as the state parameters change.
[0010] In some alternative forms, the throttle change rate includes a first throttle change rate and / or a second throttle change rate, and the preset operating condition includes a first preset operating condition corresponding to the first throttle change rate and / or a second preset operating condition corresponding to the second throttle change rate, wherein the first throttle change rate includes a throttle opening changing from approximately zero to a preset opening value, and the second throttle change rate includes a throttle opening changing from a preset opening value to approximately zero.
[0011] In some alternative forms, determining whether the vehicle has reached a preset operating condition based on the throttle change rate includes: determining whether the vehicle has reached the first preset operating condition based on the first throttle change rate, and / or determining whether the vehicle has reached the second preset operating condition based on the second throttle change rate.
[0012] In some alternative forms, controlling the engine torque based on the adjusted torque threshold includes: monitoring the current torque of the engine; comparing the current torque with an adjusted first threshold and / or a second threshold; under a first preset operating condition, initiating engine torque control in response to the current torque being greater than or equal to the adjusted first threshold, and stopping engine torque control in response to the current torque being greater than or equal to the adjusted second threshold; under a second preset operating condition, initiating engine torque control in response to the current torque being less than or equal to the adjusted second threshold, and stopping engine torque control in response to the current torque being less than or equal to the adjusted first threshold.
[0013] In some alternative forms, controlling the engine torque based on the adjusted torque threshold includes: under a first preset operating condition, initiating engine torque control in response to the current torque being greater than or equal to the adjusted first threshold for a first preset time, and stopping engine torque control in response to the current torque being greater than or equal to the adjusted second threshold for the first preset time; under a second preset operating condition, initiating engine torque control in response to the current torque being less than or equal to the adjusted second threshold for a second preset time, and stopping engine torque control in response to the current torque being less than or equal to the adjusted first threshold for the second preset time.
[0014] In some alternative forms, dynamically adjusting the torque threshold based on the state parameters includes: dynamically adjusting the torque threshold within a preset adjustment range.
[0015] In some alternative forms, controlling the engine torque based on the adjusted torque threshold includes controlling the engine torque with a preset torque change rate.
[0016] In some alternative forms, controlling the engine torque based on the adjusted torque threshold includes filtering the engine torque based on the adjusted torque threshold.
[0017] In some alternative forms, the status parameters include the vehicle's cumulative mileage and / or cumulative driving time, and changes in the status parameters include increases in the cumulative mileage and / or the cumulative driving time.
[0018] According to another aspect of the present invention, a torque control system for a vehicle engine is provided, the torque control system comprising: a monitoring module configured to monitor the throttle change rate and state parameters of the vehicle; a judgment module configured to determine whether the vehicle has reached a preset operating condition based on the throttle change rate; an adjustment module configured to acquire a torque threshold corresponding to the preset operating condition in response to the vehicle reaching the preset operating condition, and dynamically adjust the torque threshold based on the state parameters; and a control module configured to control the torque of the engine based on the adjusted torque threshold.
[0019] In some alternative configurations, the torque control system is integrated with any of the vehicle's engine control unit, vehicle control unit, or body control unit.
[0020] According to another aspect of the present invention, a control unit is provided, the control unit including a memory, a processor and instructions stored in the memory and executable by the processor, wherein the processor executes the instructions to implement the torque control method of the engine of a vehicle described above.
[0021] According to another aspect of the present invention, a vehicle is provided, the vehicle including the torque control system of the engine of the vehicle described above or the control unit described above.
[0022] According to another aspect of the present invention, a computer-readable storage medium is provided having computer-executable instructions stored thereon for performing the above-described torque control method for an engine of a vehicle.
[0023] According to another aspect of the present invention, a computer program product is provided, comprising computer-executable instructions that, when executed by at least one processor, implement the torque control method for the engine of a vehicle described above.
[0024] The torque control method and corresponding torque control system for a vehicle engine according to the present invention determine whether the vehicle has reached a preset operating condition by monitoring the throttle change rate, and dynamically adjusts the torque threshold according to actual state parameters, thereby optimizing the torque control process according to different driving and vehicle states. Furthermore, dynamically adjusting the torque threshold makes the torque control method suitable for conditions such as vehicle aging and changes in mechanical clearances, avoiding torque control response lag caused by a fixed threshold. This results in a smoother response during rapid acceleration and deceleration, improving robustness and control accuracy during torque control, further enhancing driving and passenger comfort, improving driving performance, and enhancing the user experience. Attached Figure Description
[0025] Other features and advantages of the present invention will be better understood through the following detailed description of optional embodiments in conjunction with the accompanying drawings, wherein:
[0026] Figure 1 A schematic diagram showing the change of engine torque over time under Tip-in conditions is shown.
[0027] Figure 2 A schematic diagram showing the change of engine torque over time under Tip-out conditions is shown.
[0028] Figure 3 A schematic flowchart of a torque control method for a vehicle engine according to an embodiment of the present invention is shown.
[0029] Figure 4 An embodiment of the present invention is shown. Figure 3A schematic flowchart of the sub-steps of step S14 in the process;
[0030] Figure 5 An embodiment of the present invention is shown. Figure 3 A schematic flowchart of the sub-steps of step S15 in the process;
[0031] Figure 6 Another embodiment of the invention is shown. Figure 3 A schematic flowchart of the sub-steps of step S15 in the process;
[0032] Figure 7 A schematic flowchart of a torque control method for a vehicle engine under a first preset operating condition according to an embodiment of the present invention is shown.
[0033] Figure 8 A schematic flowchart of a torque control method for a vehicle engine under a second preset operating condition according to an embodiment of the present invention is shown.
[0034] Figure 9 A schematic diagram showing the change of engine torque over time under a first preset operating condition is shown, in which the adjusted torque threshold is shown;
[0035] Figure 10 A schematic diagram showing the change of engine torque over time under a second preset operating condition is shown, in which the adjusted torque threshold is shown;
[0036] Figure 11 A schematic diagram of a torque control system for a vehicle engine according to an embodiment of the present invention is shown; and
[0037] Figure 12 A schematic diagram of a control unit according to one embodiment of the present invention is shown. Detailed Implementation
[0038] The implementation and use of the embodiments are discussed in detail below. While the exemplary methods and systems described below include software and / or firmware executed on hardware within other components, it should be noted that these examples are merely illustrative and should not be considered limiting. Therefore, although exemplary methods and systems have been described below, those skilled in the art will readily understand that the specific embodiments discussed are merely exemplary of particular ways of implementing and using the invention, and not intended to limit the scope of the invention.
[0039] Furthermore, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of methods and systems according to various embodiments of the present invention. It should be noted that the functions indicated in the blocks may occur in a different order than that shown in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, or they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.
[0040] In this document, expressions such as "including" or similar synonyms such as "having" are open-ended and do not exclude additional unlisted elements or steps. Terms such as "first," "second," and similar expressions are used for descriptive purposes only and are not intended to limit the order of events or the number of components, unless otherwise stated.
[0041] With the continuous development of automotive technology, vehicle power control systems play a crucial role in improving driving smoothness, fuel economy, and driving performance. Traditional torque control methods typically rely on preset fixed thresholds or static calibration parameters to control engine torque, achieving a smooth transition between tip-in and tip-out conditions. Specifically, referring to... Figure 1 , Figure 1 The horizontal axis represents time. Figure 1 The vertical axis represents the engine's output torque. Figure 1 The operating condition shown is the Tip-in condition, in which the engine torque gradually increases from zero, and the throttle opening (not shown in the figure, also known as the throttle pedal opening) changes from zero to a preset opening value (e.g., 100%). Figure 1 Curve A1 in the diagram represents the target torque desired by the driver based on the throttle opening, i.e., the driver's torque request. This driver torque request is generated by sensing signals from sensors located on the accelerator pedal of the vehicle. These sensors detect the angle or displacement of the driver's pedal and output corresponding sensing signals to reflect the current throttle opening. This throttle opening can be converted into the driver torque request, which includes the torque demand value, for example, a throttle map pre-stored in the vehicle's engine control unit. Figure 1Curve B1 in the diagram represents the desired torque obtained after controlling the driver's torque request. During long-term vehicle use, the clearances between the mechanical components of the vehicle's transmission system will increase. If the torque is output directly based on the driver's torque request, problems such as discontinuity and abrupt changes may occur. By controlling the driver's torque request, the output torque can be made smoother. For example, in Tip-in mode, when the engine control unit detects that the driver's torque request is higher than... Figure 1 When the first threshold T1 is reached, the engine control unit begins to smooth the driver's torque request, for example, by filtering. When the engine control unit detects that the driver's torque request is higher than the second threshold T2, the engine control unit stops smoothing the driver's torque request. It can be seen that between the first threshold T1 and the second threshold T2, i.e. Figure 1 Within the gap D, the slope of the torque decreases, making the desired torque more gradual. Figure 1 Curve C1 in the figure represents the actual output torque obtained by the vehicle during actual driving. By smoothing the driver's torque request, the actual output torque can roughly follow the desired torque curve B1, thereby achieving smooth acceleration of the vehicle.
[0042] Similarly, refer to Figure 2 , Figure 2 The horizontal axis represents time. Figure 2 The vertical axis represents the engine's output torque. Figure 2 The operating condition shown is the Tip-out condition, in which the engine torque gradually decreases to zero, and the throttle opening (not shown) changes from a preset opening value (e.g., 100%) to zero. Figure 2 Curve A2 in the figure represents the driver's torque request. Figure 2 Curve B2 in the figure represents the desired torque obtained after controlling the driver's torque request. In one example, the engine control unit detects that the driver's torque request is lower than... Figure 2 When the second threshold T2 is reached, the engine control unit (ECU) smooths the driver's torque request. When the ECU detects that the driver's torque request is lower than the first threshold T1, the ECU stops smoothing the torque request. It can be seen that between the first threshold T1 and the second threshold T2, i.e. Figure 2 Within the gap D, the slope of the torque decreases, making the desired torque more gradual. Figure 2 Curve C2 in the figure represents the actual output torque obtained by the vehicle during actual driving. By smoothing the driver's torque request, the actual output torque can roughly follow the desired torque curve B2, thereby achieving smooth deceleration of the vehicle.
[0043] However, as vehicles age and their service life increases, the gaps between mechanical components in the transmission system also increase. The fixed torque threshold cannot dynamically adapt to this change, which may lead to lag or over-response in torque control and reduce driving performance.
[0044] In view of this, refer to Figure 3 This invention provides a torque control method for a vehicle engine. This torque control method can, for example, be achieved through... Figure 11 The torque control system 100 of the vehicle engine shown is implemented here, wherein the torque control system 100 generally includes a monitoring module 110, a judgment module 120, an adjustment module 130, and a control module 140. The following is in conjunction with... Figure 11 Detailed description of the torque control system 100 of the vehicle's engine shown. Figure 3 The torque control method for a vehicle engine according to the illustrated embodiment generally includes steps S11 to S15:
[0045] Step S11: Monitor the vehicle's throttle change rate and status parameters.
[0046] In step S11, the throttle change rate and state parameters of the vehicle can be monitored by the monitoring module 110. Here, the throttle change rate is the change in throttle opening per unit time. The monitoring module 110 may include an accelerator pedal sensor and a monitoring unit. The accelerator pedal sensor monitors the throttle opening and transmits the throttle opening to the monitoring unit, which calculates the throttle change rate based on the throttle opening. In some embodiments, the monitoring unit may be a monitoring unit of the engine control unit. By monitoring the throttle change rate, the driver's intention can be reflected to determine whether the operating condition requiring engine torque control has been reached.
[0047] In some embodiments, the throttle change rate may include a first throttle change rate and / or a second throttle change rate, wherein the throttle opening of the first throttle change rate can vary from approximately zero to a preset opening value, and the throttle opening of the second throttle change rate can vary from a preset opening value to approximately zero. The first throttle change rate can be positive, and the second throttle change rate can be negative. An increase in the absolute value of the first or second throttle change rate indicates that the driver desires rapid acceleration or deceleration. In some embodiments, the preset opening value may be, for example, 100%, but is not limited thereto.
[0048] Additionally, the status parameters may include the vehicle's cumulative mileage and / or cumulative driving time to indicate the degree of vehicle aging and to determine whether the vehicle's current state requires engine torque control. As the status parameters change, the vehicle's cumulative mileage and / or cumulative driving time increase, indicating continuous vehicle aging. In this embodiment, the engine torque control strategy can be dynamically adjusted to compensate for the effects of vehicle aging.
[0049] Step S12: Determine whether the vehicle has reached the preset operating condition based on the throttle change rate.
[0050] In step S12, the judgment module 120 can acquire the throttle change rate monitored by the monitoring module 110, and determine whether the vehicle has reached a preset operating condition based on the acquired throttle change rate. In some embodiments, the preset operating condition includes a first preset operating condition and / or a second preset operating condition, wherein the first preset operating condition corresponds to a first throttle change rate, and the second preset operating condition corresponds to a second throttle change rate. Specifically, when the first throttle change rate is greater than a first change rate threshold, the vehicle is determined to have reached the first preset operating condition, i.e., the Tip-in condition, and the first change rate threshold can be, for example, 125%; when the second throttle change rate is less than a second change rate threshold, the vehicle is determined to have reached the second preset operating condition, i.e., the Tip-out condition, and the second change rate threshold can be, for example, -125%.
[0051] Step S13: In response to the vehicle reaching a preset operating condition, obtain the torque threshold corresponding to the preset operating condition.
[0052] If the judgment result in step S12 is "Y", meaning the vehicle has reached the preset operating condition, step S13 can continue. The adjustment module 130 then obtains the torque threshold corresponding to the preset operating condition to control the engine torque based on the obtained torque threshold. In some embodiments, the torque threshold may include a first threshold (…). Figure 1 , Figure 2 , Figure 9 and Figure 10 T1) and / or the second threshold ( Figure 1 , Figure 2 , Figure 9 and Figure 10 In the case of T2), the second threshold is greater than the first threshold. When the vehicle is in a first preset operating condition, the first threshold is the threshold for starting torque control, and the second threshold is the threshold for stopping torque control; when the vehicle is in a second preset operating condition, the second threshold is the threshold for starting torque control, and the first threshold is the threshold for stopping torque control. Furthermore, the adjustment module 130 can be, for example, an adjustment unit for the engine control unit.
[0053] Step S14: Dynamically adjust the torque threshold based on state parameters.
[0054] In step S14, the adjustment module 130 can receive state parameters monitored by the monitoring module 110 and dynamically adjust the torque threshold based on the received state parameters. Specifically, when the state parameters change, it indicates that the vehicle's aging degree is increasing. The first threshold can decrease as the state parameters change, and the second threshold can increase as the state parameters change, so as to compensate for the changes in state parameters in real time and improve the accuracy of torque control.
[0055] Reference Figure 4 The dynamic adjustment of the torque threshold based on state parameters may include sub-steps S140 and / or S141. In sub-step S140, a first threshold and / or a second threshold are dynamically adjusted based on a pre-stored torque mapping table. Specifically, the torque threshold can be dynamically adjusted using a lookup table. The adjustment module 130 may pre-store a torque mapping table, and the vehicle's state parameters may correspond to different torque thresholds for dynamic adjustment of the torque threshold. Alternatively or additionally, in sub-step S141, the first threshold may decrease by a preset adjustment amount as the state parameters change, and / or the second threshold may increase by a preset adjustment amount as the state parameters change. In one example, the torque threshold can be dynamically adjusted based on the increase in accumulated mileage. For example, when the accumulated mileage increases by 10,000 km, the first threshold may decrease by 0.2 Nm to 0.5 Nm, and / or the second threshold may increase by 0.2 Nm to 0.5 Nm for dynamic adjustment of the torque threshold. It is understood that the increase in accumulated mileage and the value of the preset adjustment amount are not limited to these and can be changed as needed. Furthermore, in some implementations, the first threshold may be, for example, 5 Nm, and the second threshold may be, for example, 15 Nm, but is not limited thereto.
[0056] Furthermore, the adjustment module 130 can dynamically adjust the torque threshold within a preset adjustment range. That is, when the adjusted value of the torque threshold exceeds the preset adjustment range, the torque threshold will not change with changes in the state parameters. Specifically, when changes in the state parameters cause the torque threshold to be adjusted to exceed the preset adjustment range, the first threshold will not decrease with changes in the state parameters, and / or the second threshold will not increase with changes in the state parameters. In some embodiments, the preset adjustment range may be, for example, between 2 Nm and 10 Nm. That is, the range for decreasing the first threshold is between 2 Nm and 10 Nm, and / or the range for increasing the second threshold is between 2 Nm and 10 Nm. When the required adjustment value exceeds this range, the first threshold remains at its adjusted minimum value, and the second threshold remains at its adjusted maximum value. It is understood that the preset adjustment range is not limited to this and can be changed as needed. This avoids problems such as premature start of torque control, lag in power response, and torque control delay caused by over-adjustment, further improving the accuracy of torque control.
[0057] Step S15: Control the engine torque based on the adjusted torque threshold.
[0058] In step S15, after the adjustment module 130 adjusts the torque threshold, the control module 140 can control the engine torque to smooth the engine's output torque, suppress torque spikes, improve driving and passenger comfort, and enhance driving performance. In some embodiments, the control module 140 may be, for example, a torque control unit of the engine control unit.
[0059] If the judgment result in step S12 is "N", which means that the vehicle has not reached the preset operating condition, the process can return to step S11 to continuously monitor the vehicle's throttle change rate and status parameters.
[0060] In this manner, the torque control method for a vehicle engine according to one embodiment of the present invention determines whether the vehicle has reached a preset operating condition by monitoring the throttle change rate and dynamically adjusts the torque threshold according to actual state parameters, thereby optimizing the torque control process according to different driving and vehicle states. Furthermore, dynamically adjusting the torque threshold makes the torque control method adaptable to operating conditions such as vehicle aging and changes in mechanical clearances, avoiding torque control response lag caused by a fixed threshold. This results in a smoother response during rapid acceleration and deceleration, improving robustness and control accuracy during torque control, further enhancing driving and passenger comfort, improving driving performance, and enhancing the user experience.
[0061] Reference Figure 5 In one implementation, step S15 may include sub-steps S150 to S155:
[0062] Sub-step S150: Monitor the current torque of the engine.
[0063] The control module 140 of the torque control system 100 may include a torque sensor, which can monitor the current torque of the engine in sub-step S150.
[0064] Sub-step S151: Compare the current torque with the adjusted first threshold and / or second threshold.
[0065] The control module 140 may include a comparison unit, which can compare the current torque with the magnitude of an adjusted first threshold and / or a second threshold in sub-step S151.
[0066] Sub-step S152: Under the first preset operating condition, in response to the current torque being greater than or equal to the adjusted first threshold, engine torque control is initiated.
[0067] Under the first preset operating condition, i.e. Tip-in operating condition, the engine torque gradually increases from approximately zero. When the current engine torque is greater than or equal to the adjusted first threshold, the control module 140 begins to control the engine torque to smooth the engine output torque.
[0068] In some embodiments, the control module 140 may further include a counter. In this case, the control module 140 may begin controlling the engine torque when the current torque of the engine is greater than or equal to an adjusted first threshold for a first preset time. The counter can determine the duration for which the current torque is greater than or equal to the adjusted first threshold. Specifically, the counter is first initialized, and when the current torque is detected to be greater than or equal to the adjusted first threshold, the counter is started. If the current torque continues to remain greater than or equal to the adjusted first threshold, the counter continuously increments, and when the counter increment time reaches the first preset time, control of the engine torque begins. In some embodiments, the first preset time may be, for example, in the range of 10 ms to 20 ms. It should be understood that the numerical range of the first preset time is not limited to this and can be changed as needed. This avoids misjudgment caused by instantaneous abnormal fluctuations in engine torque, thereby further improving the accuracy of torque control.
[0069] Sub-step S153: Under the first preset operating condition, in response to the current torque being greater than or equal to the adjusted second threshold, stop the engine torque control.
[0070] In sub-step S153, when the current torque of the engine is greater than or equal to the adjusted second threshold, it indicates that the vehicle has entered a stable driving state. For example, the influence of mechanical clearance has been reduced and no additional smoothing is required. The control module 140 can stop the torque control of the engine to reduce the impact on the vehicle's acceleration performance.
[0071] Similarly, the control module 140 can stop controlling the engine torque when the current torque of the engine is greater than or equal to the adjusted second threshold for a first preset time, so as to avoid misjudgment caused by instantaneous abnormal fluctuations in engine torque, thereby further improving the torque control accuracy.
[0072] Sub-step S154: Under the second preset operating condition, in response to the current torque being less than or equal to the adjusted second threshold, engine torque control is initiated.
[0073] Under the second preset operating condition, namely the Tip-out condition, the engine torque gradually decreases to approximately zero. When the current engine torque is less than or equal to the adjusted second threshold, the control module 140 begins engine torque control to smooth the engine's output torque.
[0074] Similarly, the control module 140 can initiate engine torque control when the current engine torque is less than or equal to an adjusted second threshold for a second preset time, in order to avoid misjudgments caused by instantaneous abnormal fluctuations in engine torque, thereby further improving torque control accuracy. In some embodiments, the second preset time may be the same as the first preset time, for example, within the range of 10ms to 20ms. It should be understood that the numerical range of the second preset time is not limited to this and can be changed as needed.
[0075] Sub-step S155: Under the second preset operating condition, torque control of the engine is stopped in response to the current torque being less than or equal to the adjusted first threshold.
[0076] In sub-step S155, when the current torque of the engine is less than or equal to the adjusted first threshold, it indicates that the vehicle has entered a stable driving state. For example, the effect of mechanical clearance has been reduced and no additional smoothing is required. The control module 140 can stop the torque control of the engine to reduce the impact on the vehicle's deceleration performance.
[0077] Similarly, the control module 140 can stop the engine torque control when the current torque of the engine is less than or equal to the adjusted first threshold for a second preset time, so as to avoid misjudgment caused by instantaneous abnormal fluctuations in engine torque, thereby further improving the torque control accuracy.
[0078] Reference Figure 6 In another implementation, step S15 may include sub-step S156 and / or sub-step S157:
[0079] Sub-step S156: Control the engine torque using a preset torque change rate.
[0080] In sub-step S156, an initial position point can be determined in a coordinate system with time as the horizontal axis and torque as the vertical axis, based on the current time and current torque (an adjusted first threshold under the first preset operating condition, and an adjusted second threshold under the second preset operating condition). The engine torque is then controlled based on the initial position point and a preset torque change rate to reduce the rate of torque change and smooth the engine torque. In some embodiments, the preset torque change rate can be in the range of 10% to 20%, for example, 15%, but is not limited to this.
[0081] Alternatively or additionally, step S15 may also include sub-step S157: filtering the engine torque based on an adjusted torque threshold.
[0082] In sub-step S157, the control module 140 can filter the engine torque using methods such as first-order low-pass filtering or moving average filtering, thereby smoothing the engine torque.
[0083] The following will refer to Figures 7 to 10 The torque control process under the first and second preset operating conditions will be explained separately.
[0084] Combination Figure 7 and Figure 9 As shown, under the first preset operating condition, the torque control method for the vehicle's engine may include steps S21 to S28:
[0085] Step S21: Monitor the vehicle's first throttle change rate and status parameters.
[0086] Step S22: Determine whether the vehicle has reached the first preset operating condition based on the first throttle change rate.
[0087] Step S23: In response to the vehicle reaching the first preset working condition, obtain the first threshold and the second threshold corresponding to the first preset working condition.
[0088] If the judgment result in step S22 is "Y", that is, the vehicle has reached the first preset working condition, then proceed to step S23 to obtain the first threshold and the second threshold corresponding to the first preset working condition. If the judgment result in step S22 is "N", that is, the vehicle has not reached the first preset working condition, then return to step S21 to continuously monitor the vehicle's first throttle change rate and state parameters.
[0089] Step S24: Dynamically adjust the first threshold and / or the second threshold based on the state parameters.
[0090] Step S25: Monitor the current torque of the engine.
[0091] Step S26: Compare the current torque with the adjusted first threshold and / or second threshold.
[0092] Step S27: In response to the current torque being greater than or equal to the adjusted first threshold, engine torque control is initiated.
[0093] Step S28: Stop engine torque control in response to the current torque being greater than or equal to the adjusted second threshold.
[0094] Reference Figure 9 Compared to Figure 1 , Figure 9 The adjusted torque threshold is shown. Figure 9 neutralization Figure 1 The same reference numerals in the figures represent the same curves and thresholds, which will not be repeated here. The adjusted first threshold is... Figure 9 In T1', the adjusted second threshold is Figure 9 In the context of T2', the gap between T2' and T1' is D'. Under the condition that the preset torque change rate remains constant, it will be based on... Figure 9 The engine torque control starts and stops along the straight line X1-X2, meaning the engine torque rises from an adjusted first threshold T1' along the straight line X1-X2 to an adjusted second threshold T2'. This achieves smooth control of engine torque under the first preset operating condition (i.e., the Tip-in condition), improving driving and passenger comfort and the user experience.
[0095] Combination Figure 8 and Figure 10 As shown, under the second preset operating condition, the torque control method for the vehicle's engine includes steps S31 to S38:
[0096] Step S31: Monitor the vehicle's second throttle change rate and status parameters.
[0097] Step S32: Determine whether the vehicle has reached the second preset operating condition based on the second throttle change rate.
[0098] Step S33: In response to the vehicle reaching the second preset operating condition, obtain the first threshold and the second threshold corresponding to the second preset operating condition.
[0099] If the judgment result in step S32 is "Y", that is, the vehicle has reached the second preset working condition, then continue to step S33 to obtain the first threshold and the second threshold corresponding to the second preset working condition. If the judgment result in step S32 is "N", that is, the vehicle has not reached the second preset working condition, then return to step S31 to continuously monitor the vehicle's second throttle change rate and status parameters.
[0100] Step S34: Dynamically adjust the first threshold and / or the second threshold based on the state parameters.
[0101] Step S35: Monitor the current torque of the engine.
[0102] Step S36: Compare the current torque with the adjusted first threshold and / or second threshold.
[0103] Step S37: In response to the current torque being less than or equal to the adjusted second threshold, engine torque control is initiated.
[0104] Step S38: Stop engine torque control in response to the current torque being less than or equal to an adjusted first threshold.
[0105] Reference Figure 10 Compared to Figure 2 , Figure 10 The adjusted torque threshold is shown. Figure 10 neutralization Figure 2 The same reference numerals in the figures represent the same curves and thresholds, which will not be repeated here. The adjusted first threshold is... Figure 10In T1', the adjusted second threshold is Figure 10 In the context of T2', the gap between T2' and T1' is D'. Under the condition that the preset torque change rate remains constant, it will be based on... Figure 10 The engine torque control starts and stops along the straight line Y1-Y2, meaning the engine torque decreases from the adjusted second threshold T2' along the straight line Y1-Y2 to the adjusted first threshold T1'. This achieves smooth control of engine torque under the second preset operating condition (i.e., the Tip-out condition), improving driving and passenger comfort and the user experience.
[0106] The present invention also provides a torque control system 100 for a vehicle engine, which can be used to implement the torque control method described above. The features and principles of the torque control method described above can be applied to the implementation of the torque control system 100, and will not be repeated here. Furthermore, the torque control system 100 according to this embodiment can be integrated with any of the vehicle's engine control unit (ECU), vehicle control unit (VCU), or body control unit (BCM) to implement the torque control method.
[0107] Reference Figure 12 , Figure 12 This is a schematic diagram of a control unit according to one embodiment of the present invention.
[0108] The present invention also provides a control unit 200, such as Figure 12 As shown, the control unit 200 may include a memory 210 and a processor 220. The memory 210 may store instructions 211, which may be executed by the processor 220. When the processor 220 executes the instructions 211, it implements the torque control method of the vehicle engine according to the above embodiment.
[0109] Depending on the specific needs, control unit 200 may include at least one of a vehicle control unit, a remote control unit, a traction motor control unit, and an engine control unit. It is understood that the components included in control unit 200 are not limited to memory 210 and processor 220, and may vary depending on the specific requirements. Exemplarily, control unit 200 may also include multiple components connected to its input / output interfaces. Figure 12 (Not shown in the image), including but not limited to: input units, such as keyboards and mice; output units, such as displays and speakers; storage units, such as semiconductor storage devices, magnetic surface storage devices, and optical storage devices; and communication modules, such as network interface cards (NICs) and wireless transceivers. The communication unit allows the control unit to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.
[0110] In some implementations, memory 210 may include, for example, random access memory (RAM) or read-only memory (ROM). Memory 210 may be used to store instructions, programs, code, and other programs and data required by the control unit, but is not limited thereto. Additionally, processor 220 may be a central processing unit (CPU) or other general-purpose processors, such as digital signal processing (DSP), field-programmable gate array (FPGA), programmable logic array (PLA), etc.
[0111] The present invention also provides a vehicle that may include the torque control system of the engine of the vehicle described above or the control unit described above.
[0112] In an exemplary embodiment of the present invention, a computer-readable storage medium is also provided having computer-executable instructions stored thereon for performing a torque control method for an engine of a vehicle according to the above embodiments. The computer-readable storage medium can be a tangible device capable of holding and storing instructions used by an instruction execution device. The computer-readable storage medium can be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combinations thereof. The computer-readable storage medium used herein is not to be interpreted as a transient signal itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.
[0113] The present invention also proposes a computer program product tangibly stored on a computer-readable storage medium and including computer-executable instructions that, when executed, cause at least one processor to perform the torque control method for the engine of a vehicle according to the above embodiments.
[0114] Generally, various embodiments of the present invention can be implemented in hardware, dedicated circuitry, software programs, firmware, logic circuitry, or any combination thereof, as needed. Specifically, some aspects may be implemented in hardware, while others may be implemented in firmware or software programs executable by a controller, microprocessor, or other computing device. When aspects of embodiments of the present invention are illustrated or described as block diagrams, flowcharts, or using some other graphical representation, it will be understood that the blocks, apparatuses, systems, techniques, or methods described herein can be implemented as non-limiting examples in hardware, software, firmware, dedicated circuitry, logic circuitry, general-purpose hardware, or controllers or other computing devices, or some combination thereof.
[0115] Computer-readable program instructions or computer program products for executing various embodiments of the present invention can also be stored in the cloud. When needed, users can access the computer-readable program instructions stored in the cloud for executing an embodiment of the present invention via mobile internet, fixed network or other networks, thereby implementing various embodiments of the present invention.
[0116] It should be understood that the embodiments shown in the figures only illustrate an optional configuration of the torque control system of the engine of the vehicle according to the present invention; however, it is merely illustrative and not limiting, and other configurations may be adopted without departing from the spirit and scope of the present invention.
[0117] The technical content and features of the present invention have been disclosed above. However, it is understood that those skilled in the art can make various changes and improvements to the disclosed concepts under the inventive concept of the present invention, all of which fall within the protection scope of the present invention. The description of the above embodiments is illustrative rather than restrictive, and the protection scope of the present invention is determined by the claims.
Claims
1. A torque control method for a vehicle engine, characterized in that, The torque control method includes: Monitor the throttle change rate and state parameters of the vehicle (S11; S21; S31); Based on the throttle change rate, determine whether the vehicle has reached the preset operating condition (S12; S22; S32); In response to the vehicle reaching the preset operating condition, the torque threshold corresponding to the preset operating condition is obtained (S13; S23; S33); The torque threshold is dynamically adjusted based on the state parameters (S14; S24; S34); The torque of the engine is controlled based on the adjusted torque threshold (S15).
2. The torque control method according to claim 1, characterized in that, The torque threshold includes a first threshold and / or a second threshold greater than the first threshold, wherein the first threshold decreases as the state parameter changes, and the second threshold increases as the state parameter changes.
3. The torque control method according to claim 2, characterized in that, Dynamically adjusting the torque threshold based on the state parameters includes: dynamically adjusting the first threshold and / or the second threshold based on a pre-stored torque mapping table (S140).
4. The torque control method according to claim 2 or 3, characterized in that, Dynamically adjusting the torque threshold based on the state parameters includes: decreasing the first threshold by a preset adjustment amount as the state parameters change, and / or increasing the second threshold by a preset adjustment amount as the state parameters change (S141).
5. The torque control method according to claim 2, characterized in that, The throttle change rate includes a first throttle change rate and / or a second throttle change rate, and the preset operating condition includes a first preset operating condition corresponding to the first throttle change rate and / or a second preset operating condition corresponding to the second throttle change rate, wherein the first throttle change rate includes the throttle opening changing from approximately zero to a preset opening value, and the second throttle change rate includes the throttle opening changing from a preset opening value to approximately zero.
6. The torque control method according to claim 5, characterized in that, Determining whether the vehicle has reached the preset operating condition based on the throttle change rate includes: determining whether the vehicle has reached the first preset operating condition based on the first throttle change rate (S22), and / or determining whether the vehicle has reached the second preset operating condition based on the second throttle change rate (S32).
7. The torque control method according to claim 6, characterized in that, Controlling the engine torque based on the adjusted torque threshold includes: Monitor the current torque of the engine (S150; S25; S35); Compare the current torque with the adjusted first threshold and / or second threshold (S151; S26; S36); Under the first preset operating condition, torque control of the engine is started in response to the current torque being greater than or equal to the adjusted first threshold (S152; S27), and torque control of the engine is stopped in response to the current torque being greater than or equal to the adjusted second threshold (S153; S28). Under the second preset operating condition, torque control of the engine is initiated in response to the current torque being less than or equal to the adjusted second threshold (S154; S37), and torque control of the engine is stopped in response to the current torque being less than or equal to the adjusted first threshold (S155; S38).
8. The torque control method according to claim 7, characterized in that, Controlling the engine torque based on the adjusted torque threshold includes: Under the first preset operating condition, torque control of the engine is initiated in response to the current torque being greater than or equal to the adjusted first threshold for a first preset time, and torque control of the engine is stopped in response to the current torque being greater than or equal to the adjusted second threshold for a first preset time. Under the second preset operating condition, torque control of the engine is initiated in response to the current torque being less than or equal to the adjusted second threshold for a second preset time, and torque control of the engine is stopped in response to the current torque being less than or equal to the adjusted first threshold for a second preset time.
9. The torque control method according to claim 1, characterized in that, Dynamically adjusting the torque threshold based on the state parameters includes: dynamically adjusting the torque threshold within a preset adjustment range.
10. The torque control method according to claim 1, characterized in that, Controlling the torque of the engine based on the adjusted torque threshold includes controlling the torque of the engine with a preset torque change rate (S156).
11. The torque control method according to claim 1 or 10, characterized in that, Controlling the engine torque based on the adjusted torque threshold includes filtering the engine torque based on the adjusted torque threshold (S157).
12. The torque control method according to claim 1 or 2, characterized in that, The status parameters include the vehicle's cumulative mileage and / or cumulative driving time, and changes in the status parameters include increases in the cumulative mileage and / or the cumulative driving time.
13. A torque control system for a vehicle engine, characterized in that, The torque control system (100) includes: A monitoring module (110) is configured to monitor the throttle change rate and status parameters of the vehicle; The judgment module (120) is configured to determine whether the vehicle has reached a preset operating condition based on the throttle change rate. An adjustment module (130) is configured to obtain a torque threshold corresponding to the preset operating condition in response to the vehicle reaching the preset operating condition, and to dynamically adjust the torque threshold based on the state parameters. A control module (140) is configured to control the torque of the engine based on the adjusted torque threshold.
14. The torque control system according to claim 13, characterized in that, The torque control system (100) is integrated with any one of the vehicle's engine control unit, vehicle control unit, and body control unit.
15. A control unit, characterized in that, The control unit (200) includes a memory (210), a processor (220), and instructions (211) stored in the memory (210) and executable by the processor (220), wherein the processor (220) implements the torque control method of the engine of the vehicle according to any one of claims 1 to 12 when executing the instructions (211).
16. A vehicle, characterized in that, The vehicle includes a torque control system for the engine of the vehicle according to any one of claims 13 to 14 or a control unit according to claim 15.
17. A computer-readable storage medium, characterized in that, The computer-readable storage medium has computer-executable instructions stored thereon for performing a torque control method for an engine of a vehicle according to any one of claims 1 to 12.
18. A computer program product comprising computer-executable instructions, characterized in that, When the computer-executable instructions are executed by at least one processor, they implement the torque control method for the engine of a vehicle according to any one of claims 1 to 12.