CN117565851A

CN117565851A - Torque control method, device and equipment for vehicle engine

Info

Publication number: CN117565851A
Application number: CN202311376307.7A
Authority: CN
Inventors: 李涵; 王春鑫; 李楚琦; 张继海; 喻骏
Original assignee: Dongfeng Motor Group Co Ltd
Current assignee: Dongfeng Motor Group Co Ltd
Priority date: 2023-10-20
Filing date: 2023-10-20
Publication date: 2024-02-20

Abstract

The invention discloses a torque control method, a device and equipment of a vehicle engine, wherein the method comprises the following steps: acquiring the actual gradient of the position of the vehicle and the speed of the vehicle; if the actual gradient and the vehicle speed meet a first preset condition, obtaining a driver demand torque, and determining a first target torque of the engine based on the driver demand torque, wherein the first preset condition is that the actual gradient is larger than a preset gradient threshold value and the vehicle speed is smaller than a preset vehicle speed threshold value, and the first target torque is a torque quantity distributed to the engine by the vehicle for providing the driver demand torque; the torque output of the engine is controlled based on the first target torque. The invention can enhance the rationality of vehicle starting power control.

Description

Torque control method, device and equipment for vehicle engine

Technical Field

The invention belongs to the technical field of engines, and particularly relates to a torque control method, a torque control device and torque control equipment for a vehicle engine.

Background

When the hybrid electric vehicle is fully loaded, under the condition of facing heavy-gradient starting, the hybrid electric vehicle can possibly generate the phenomenon that the vehicle resistance cannot be overcome, and the vehicle is weak in power and even cannot start because the power of the hybrid electric vehicle is provided by the motor. Therefore, low rationality of vehicle starting power control is a technical problem to be solved urgently.

Disclosure of Invention

The embodiment of the invention provides a torque control method, a device and equipment for a vehicle engine, which can enhance the rationality of vehicle starting power control.

In a first aspect, an embodiment of the present invention provides a torque control method of a vehicle engine, including: acquiring the actual gradient of the position of a vehicle and the speed of the vehicle; if the actual gradient and the vehicle speed meet a first preset condition, acquiring a driver demand torque, and determining a first target torque of an engine based on the driver demand torque, wherein the first preset condition is that the actual gradient is larger than a preset gradient threshold value and the vehicle speed is smaller than a preset vehicle speed threshold value, and the first target torque is a torque amount distributed to the engine by the vehicle in order to provide the driver demand torque; a torque output of the engine is controlled based on the first target torque.

In combination with the first aspect of the present invention, in some embodiments, the obtaining the driver demand torque includes: acquiring an accelerator pedal opening of the vehicle; the driver demand torque is determined based on the accelerator pedal opening.

In combination with the first aspect of the invention, in some embodiments, the determining the first target torque of the engine based on the driver demand torque includes: acquiring a transmission ratio from a wheel end of the vehicle to the engine; the first target torque is obtained based on a product of the driver demand torque and the gear ratio.

In combination with the first aspect of the present invention, in some embodiments, after the determining the first target torque of the engine based on the driver demand torque, the method further includes: and determining a target rotating speed of the engine at least according to the actual gradient, wherein the target rotating speed enables the response time of the engine to the first target torque to be smaller than a preset duration threshold value.

In combination with the first aspect of the invention, in some embodiments, the determining the target rotational speed of the engine at least according to the actual gradient includes: acquiring gradient deviation of the actual gradient and the preset gradient threshold value, and a basic rotating speed, wherein the basic rotating speed is used for enabling the response time of the engine to the target torque to be smaller than the preset duration threshold value under the condition that the actual gradient and the vehicle speed do not meet the first preset condition; taking the product of the gradient deviation and a preset unit quantity as a rotating speed compensation value; and obtaining the target rotating speed based on the sum of the basic rotating speed and the rotating speed compensation value.

In combination with the first aspect of the present invention, in some embodiments, the determining the target rotational speed of the engine at least according to the actual gradient further includes: acquiring preset relation data, wherein the relation data comprises corresponding relations among different gradients of the position of the vehicle, different target torques of the engine and different rotating speeds of the engine, wherein the corresponding relations satisfy a second preset condition, and the second preset condition is that when the vehicle is in a corresponding gradient, the engine is controlled through the corresponding rotating speeds, so that the response time of the engine to the corresponding target torques is smaller than the preset duration threshold; the target rotational speed is obtained from the relationship data based on the actual gradient and the first target torque.

With reference to the first aspect of the present invention, in some embodiments, the method further includes: if the actual gradient and the vehicle speed do not meet the first preset condition, obtaining driver demand power, and determining a second target torque of the engine at least according to the driver demand power, wherein the second target torque is the torque quantity distributed to the engine by the vehicle for providing the driver demand power; controlling a torque output of the engine based on the second target torque.

In combination with the first aspect of the invention, in some embodiments, the determining the second target torque of the engine at least according to the driver demand power includes: acquiring the driver demand torque, and determining the first target torque of the engine based on the driver demand torque; determining a third target torque of the engine based on the driver demand power, the third target torque being an amount of torque that the vehicle allocates to the engine to provide the driver demand power irrespective of a magnitude of torque fluctuation of the engine; and if the deviation between the first target torque and the third target torque is larger than the preset deviation threshold value, obtaining the second target torque based on the first target torque and the third target torque, wherein the second target torque is between the first target torque and the third target torque.

In a second aspect, an embodiment of the present invention provides a torque control apparatus for a vehicle engine, including: the vehicle speed control device comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring the actual gradient of the position of a vehicle and the speed of the vehicle; a first torque determination unit configured to acquire a driver demand torque if the actual gradient and the vehicle speed satisfy a first preset condition, the first preset condition being that the actual gradient is greater than a preset gradient threshold value and the vehicle speed is less than a preset vehicle speed threshold value, a first target torque of an engine being a torque amount allocated to the engine by the vehicle in order to provide the driver demand torque, based on the driver demand torque; a torque control unit for controlling a torque output of the engine based on the first target torque.

In a third aspect, an embodiment of the present invention provides an electronic device, including: a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the method of any one of the first aspects when the computer program is executed.

The one or more technical solutions provided by the embodiments of the present invention at least achieve the following technical effects or advantages:

according to the embodiment of the invention, the actual gradient of the position of the vehicle and the speed of the vehicle are obtained; if the actual gradient and the vehicle speed meet a first preset condition, acquiring a driver demand torque, and determining a first target torque of an engine based on the driver demand torque, wherein the first preset condition is that the actual gradient is larger than a preset gradient threshold value and the vehicle speed is smaller than a preset vehicle speed threshold value, and the first target torque is a torque amount distributed to the engine by the vehicle in order to provide the driver demand torque; a torque output of the engine is controlled based on the first target torque. When the vehicle starts on a large gradient, if power is provided by the motor and the torque of the engine can only maintain the idling speed of the engine, the vehicle can have weak starting power and even can not start. At this time, torque output of the engine is controlled by the torque required by the driver, so that torque of the engine is increased, the engine can provide larger power for starting the vehicle, and weak starting power of the vehicle is avoided. Therefore, the rationality of the vehicle start power control is enhanced.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a flow chart of a method of torque control of a vehicle engine in an embodiment of the invention;

FIG. 2 is a functional block diagram of a torque control device for a vehicle engine according to an embodiment of the present invention;

fig. 3 is a schematic structural diagram of an electronic device according to an embodiment of the invention.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

The description as it relates to "first", "second", etc. in the present invention is for descriptive purposes only and is not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present invention.

The embodiment of the invention provides a torque control method of a vehicle engine, which is shown by referring to FIG. 1, and comprises the following steps S101 to S103:

s101: the actual gradient of the position of the vehicle and the speed of the vehicle are obtained.

S102: and if the actual gradient and the vehicle speed meet the first preset condition, acquiring the driver demand torque, and determining the first target torque of the engine based on the driver demand torque, wherein the first preset condition is that the actual gradient is larger than a preset gradient threshold value and the vehicle speed is smaller than a preset vehicle speed threshold value, and the first target torque is the torque quantity distributed to the engine by the vehicle for providing the driver demand torque.

It should be noted that the actual gradient and the vehicle speed meet a first preset condition, which indicates that the vehicle is in a starting state on a heavy gradient. The vehicle may be a hybrid vehicle.

In some embodiments, obtaining the driver demand torque may include: acquiring the opening degree of an accelerator pedal of the vehicle; based on the accelerator pedal opening, the driver demand torque is determined.

It should be noted that, the relationship between the accelerator opening and the driver demand torque may be a linear relationship or a nonlinear relationship, and the following description will be made specifically:

if a linear relationship, determining the driver demand torque based on the accelerator pedal opening may include: and monitoring the opening degree variation of the accelerator pedal, and if the opening degree variation is equal to a preset opening degree variation threshold value, increasing the driver demand torque by a preset torque increment to obtain updated driver demand torque.

If the non-linear relationship, determining the driver demand torque based on the accelerator pedal opening may include: and monitoring the opening degree variation of the accelerator pedal, if the opening degree variation is equal to a preset opening degree variation threshold value, determining a torque increment according to the current opening degree of the accelerator pedal, and increasing the driver demand torque by the preset torque increment to obtain updated driver demand torque. The torque increment is determined according to the current opening of the accelerator pedal, and the torque increment can be: the opening range of the accelerator pedal is divided into a first opening range, a second opening range and a third opening range, if the current opening is in the first opening range, the first increment is used as a torque increment, if the current opening is in the second opening range, the second increment is used as a torque increment, if the current opening is in the third opening range, the third increment is used as a torque increment, the upper limit value of the first opening range is smaller than the lower limit value of the second opening range, the upper limit value of the second opening range is smaller than the lower limit value of the third opening range, the first increment is smaller than the second increment, and the second increment is smaller than the third increment.

If the non-linear relationship is based on the accelerator pedal opening, determining the driver demand torque may further include: acquiring torque corresponding data, wherein the torque corresponding data comprises a nonlinear corresponding relation between the opening degree of an accelerator pedal and the torque required by a driver; based on the accelerator pedal opening, the driver demand torque is derived from the torque correspondence data. The nonlinear correspondence relationship may be a quadratic function relationship or a cubic function relationship, and the nonlinear correspondence relationship is not specifically limited herein. Taking the quadratic function relationship as an example, the nonlinear correspondence relationship may be: the product of the square of the accelerator opening and the correction amount is used as the driver demand torque.

It should be noted that, according to different current load conditions of the vehicle and the gradient of the position of the vehicle, the requirements of the driver on the power of the vehicle are different, and the control on the accelerator pedal is reflected. For example, when the vehicle is heavy and has a large gradient, the driver's demand for power from the vehicle is large and the accelerator pedal is depressed more quickly and deeply, so that the driver desires a rapid increase in power from the vehicle when the accelerator pedal opening increases quickly. For another example, the driver initially slowly and uniformly depresses the accelerator pedal, but the driver finds that the power is insufficient and cannot start, and at this time, the driver suddenly jerks the accelerator pedal, which indicates that the driver wants the power of the vehicle to be increased rapidly. Therefore, under the condition, the nonlinear relation between the opening of the accelerator pedal and the torque required by the driver avoids insufficient vehicle power and too slow acceleration, improves the torque increasing speed of the engine, accelerates the provision of vehicle power and improves the user experience.

In some embodiments, determining a first target torque of the engine based on the driver demand torque may include: acquiring a transmission ratio from a wheel end of a vehicle to an engine; the first target torque is obtained based on a product of the driver demand torque and the gear ratio.

It will be appreciated that the first target torque is derived based on the product of the driver demand torque and the gear ratio, and may be: the product of the driver demand torque and the gear ratio is taken as the first target torque.

It will be appreciated that the first target torque is derived based on the product of the driver demand torque and the gear ratio, and may be: taking the sum of the product of the driver demand torque and the transmission ratio and the correction torque as a first target torque; wherein, confirm the correction torque according to the speed of the vehicle, speed and correction torque are negative correlation. When the vehicle speed is low or even 0, the vehicle start resistance is high, and a large power is required at this time, so that the correction torque is controlled to a large value, and the vehicle start power can be prevented from being weak and improved. When the vehicle speed is high, the requirement of the vehicle on starting power is low, the correction torque is reduced, and the vehicle can be driven normally, so that the low correction torque avoids the condition that the engine is always in a high load state, prolongs the service life of the engine, and reduces the oil consumption.

In some embodiments, after determining the first target torque of the engine based on the driver demand torque, it may further include: and determining a target rotating speed of the engine according to at least the actual gradient, wherein the target rotating speed enables the response time of the engine to the first target torque to be smaller than a preset duration threshold value.

Different gradients require different target torques. Under a large gradient, a larger target torque is required, but the response time of the engine to the target torque is correspondingly increased, and a larger engine rotating speed is required at the moment, so that the output torque of the engine is increased, and the response time of the engine to the target torque is reduced.

It should be noted that determining the target rotational speed of the engine based on at least the actual gradient means that the target rotational speed of the engine may be determined based on the actual gradient alone, or the target rotational speed of the engine may be determined based on the actual gradient and other factors, which may be the first target torque. The following describes the above two cases, respectively:

in the case where the target rotational speed of the engine is determined based on only the actual gradient, determining the target rotational speed of the engine based on at least the actual gradient may include: obtaining gradient deviation of the actual gradient and a preset gradient threshold value and a basic rotating speed, wherein the basic rotating speed enables the response time of the engine to the target torque to be smaller than a preset duration threshold value under the condition that the actual gradient and the vehicle speed do not meet a first preset condition; taking the product of the gradient deviation and a preset unit amount as a rotation speed compensation value; and obtaining the target rotating speed based on the sum of the basic rotating speed and the rotating speed compensation value.

Specifically, the gradient deviation between the actual gradient and the preset gradient threshold value is obtained by: and subtracting the difference value of the preset gradient threshold value from the actual gradient to obtain gradient deviation.

It should be noted that, the method can determine the rotation speed compensation value through a real-time calculation method, so as to obtain the target rotation speed, avoid dependence on data storage, i.e. without looking up a table for the relation data, and realize the effect of reducing the dependence of the vehicle memory capacity.

In the case where the target rotational speed of the engine is determined based on only the actual gradient, determining the target rotational speed of the engine based on at least the actual gradient may further include: acquiring preset relation data, wherein the relation data comprise corresponding relations between different gradients of the position of the vehicle and different rotating speeds of the engine to meet a second preset condition, and the second preset condition is that the engine is controlled through the corresponding rotating speeds when the vehicle is positioned at the corresponding gradients, so that the response time of the engine to the target torque is smaller than a preset duration threshold; and obtaining the target rotating speed from the relation data based on the actual gradient.

By storing the relation data in the vehicle, the target rotating speed can be obtained by directly looking up the table, redundant calculation is avoided, the time for obtaining the target rotating speed is shortened, the engine is controlled more efficiently, and convenience and rapidness are realized.

In the case where the target rotational speed of the engine is determined based on the actual gradient and the first target torque, determining the target rotational speed of the engine based on at least the actual gradient may further include: obtaining gradient deviation of the actual gradient and a preset gradient threshold value and a basic rotating speed, wherein the basic rotating speed enables the response time of the engine to the target torque to be smaller than a preset duration threshold value under the condition that the actual gradient and the vehicle speed do not meet a first preset condition; taking the sum of the product of the gradient deviation and the preset unit quantity and the correction value determined by the first target torque as a rotating speed compensation value; and obtaining the target rotating speed based on the sum of the basic rotating speed and the rotating speed compensation value.

In the case where the target rotational speed of the engine is determined based on the actual gradient and the first target torque, determining the target rotational speed of the engine based on at least the actual gradient may further include: acquiring preset relation data, wherein the relation data comprise corresponding relations among different gradients of the position of the vehicle, different target torques of the engine and different rotating speeds of the engine, and the corresponding relation meets a second preset condition, and the second preset condition is that the engine is controlled through the corresponding rotating speeds when the vehicle is positioned at the corresponding gradient, so that the response time of the engine to the corresponding target torques is smaller than a preset duration threshold value; the target rotational speed is derived from the relationship data based on the actual grade and the first target torque.

In the case where the target rotational speed is determined based on only the actual gradient, the target rotational speed may be excessively large, the response time of the engine to the first target torque may be excessively reduced, the work load of the engine may be increased, and a certain damage may be caused to the engine. At the moment, the target rotating speed of the engine is determined by combining the actual gradient and the first target torque, so that the target rotating speed can be obtained more accurately, the overload of the working load of the engine is avoided, and the service life of the engine is prolonged.

S103: the torque output of the engine is controlled based on the first target torque.

It is to be understood that, prior to step S103, the torque control method of the vehicle engine further includes: if the engine is in a stopped state, a start signal is sent to the engine.

It is to be appreciated that the torque control method of the vehicle engine further includes: if the actual gradient and the vehicle speed do not meet the first preset condition, obtaining the driver demand power, and determining a second target torque of the engine at least according to the driver demand power, wherein the second target torque is the torque quantity distributed to the engine by the vehicle for providing the driver demand power; the torque output of the engine is controlled based on the second target torque.

It should be noted that the actual gradient and the vehicle speed do not satisfy the first preset condition, including that the actual gradient is not greater than the preset gradient threshold value and the vehicle speed is less than the preset vehicle speed threshold value, that the actual gradient is greater than the preset gradient threshold value and the vehicle speed is not less than the preset vehicle speed threshold value, or that the actual gradient is not greater than the preset gradient threshold value and the vehicle speed is not less than the preset vehicle speed threshold value. The actual gradient is not greater than a preset gradient threshold value and the vehicle speed is not less than a preset vehicle speed threshold value to indicate that the vehicle is in a starting state on the small gradient, the actual gradient is greater than the preset gradient threshold value and the vehicle speed is not less than the preset vehicle speed threshold value to indicate that the vehicle has a certain running speed on the road surface with the large gradient, and the actual gradient is not greater than the preset gradient threshold value and the vehicle speed is not less than the preset vehicle speed threshold value to indicate that the vehicle has a certain running speed on the road surface with the small gradient.

Under the condition that the actual gradient and the vehicle speed do not meet the first preset condition, the torque output of the engine is controlled based on the second target torque, at the moment, the load of the engine is small, and the engine can charge the power battery, so that the electric quantity balance of the vehicle is ensured.

In some embodiments, the driver demand power is obtained as follows: acquiring a driver demand torque, a vehicle speed and a tire rolling radius; the product of the driver demand torque and the vehicle speed divided by the tire rolling radius is taken as the driver demand power.

When the vehicle starts on a large gradient, the vehicle speed gradually increases, and when the vehicle speed is smaller than a preset vehicle speed threshold value, the torque output of the engine is controlled based on the first target torque, and when the vehicle speed is not smaller than the preset vehicle speed threshold value, the torque output of the engine is controlled based on the second target torque. If the first target torque and the second target torque are relatively close, the torque fluctuation range of the engine can be reduced, and the vehicle driving is smoother. However, if the first target torque and the second target torque are not close, the torque fluctuation width of the engine is increased, so that the vehicle driving is not smooth enough. Therefore, determining the second target torque of the engine based on at least the driver demand power refers to determining the torque output of the engine in consideration of other factors in addition to the driver demand power to achieve a gentle torque fluctuation range of the engine. The following describes the above two cases, respectively:

in some embodiments, determining the second target torque of the engine based at least on the driver demand power may include: determining a third target torque of the engine based on the driver demand power, the third target torque being an amount of torque that the vehicle allocates to the engine in order to provide the driver demand power without regard to a torque fluctuation range of the engine; the third target torque is taken as the second target torque.

Wherein the third target torque of the engine is determined based on the driver demand power, may be: acquiring a target rotating speed of an engine, wherein the target rotating speed enables the response time of the engine to a target torque to be smaller than a preset duration threshold; dividing the product of the driver demand power and a preset value by the quotient of the target rotating speed to obtain the target power of the engine; a third target torque of the engine is obtained based on an engine target power, which is a driving power allocated to the engine by the vehicle in order to provide the driver demand power. It should be noted that the preset value may take a value in 7000 to 12000, for example 9550, and the preset value is not particularly limited herein.

In some embodiments, determining the second target torque of the engine based at least on the driver demand power may further comprise: acquiring a driver demand torque, and determining a first target torque of the engine based on the driver demand torque; determining a third target torque of the engine based on the driver demand power, the third target torque being an amount of torque that the vehicle allocates to the engine in order to provide the driver demand power without regard to a torque fluctuation range of the engine; and if the deviation between the first target torque and the third target torque is larger than a preset deviation threshold value, obtaining a second target torque based on the first target torque and the third target torque, wherein the second target torque is between the first target torque and the third target torque.

The second target torque is obtained based on the first target torque and the third target torque, and may be: and adding the product of the first target torque and the first preset proportion to the product of the third target torque and the second preset proportion to obtain a sum, wherein the sum of the first preset proportion and the second preset proportion is one, as the second target torque. It should be noted that the first preset ratio and the second preset ratio may be fixed or variable. Taking the example that the first preset proportion and the second preset proportion can be changed as the explanation: and determining a first preset proportion and a second preset proportion according to the deviation of the first target torque and the third target torque. Specifically, if the deviation of the first target torque and the third target torque is in a first deviation range, the first value is used as a first preset proportion, the second value is used as a second preset proportion, and if the deviation of the first target torque and the third target torque is in a second deviation range, the second value is used as the first preset proportion, the first value is used as the second preset proportion, wherein the upper limit value of the first deviation range is smaller than the lower limit value of the second deviation range, and the second value is larger than the first value.

It should be noted that, in the beginning stage of the change of the engine torque control strategy, there may be a large difference in the target torque of the engine, and the second target torque is obtained based on the first target torque and the third target torque, that is, the second target torque is determined by considering the torque fluctuation range of the engine, so that smooth driving of the vehicle is realized, and the torque fluctuation range of the engine is reduced.

In the embodiment of the invention, when the vehicle starts at a large gradient, the vehicle speed is very small and even 0, so that the driver demand power is very small, and if the torque of the engine is determined according to the driver demand power, the torque of the engine is very small, and the torque of the engine can only maintain the idling of the engine and can not provide power for starting the vehicle. At this time, the power is provided by the motor, however, the motor cannot provide enough power, and the vehicle can have weak starting power or even cannot start. Therefore, torque output of the engine is controlled by the torque required by the driver, so that the torque of the engine is increased, the engine can provide larger power for starting the vehicle, and weak starting power of the vehicle is avoided. Therefore, the rationality of the vehicle start power control is enhanced.

Based on the same inventive concept, referring to fig. 2, an embodiment of the present invention provides a torque control apparatus 10 of a vehicle engine, including: an acquisition unit 110 for acquiring an actual gradient of a position where the vehicle is located and a vehicle speed of the vehicle; a first torque determining unit 120 for obtaining a driver demand torque if the actual gradient and the vehicle speed satisfy a first preset condition, the first preset condition being that the actual gradient is greater than a preset gradient threshold value and the vehicle speed is less than a preset vehicle speed threshold value, and determining a first target torque of the engine based on the driver demand torque, the first target torque being a torque amount allocated to the engine by the vehicle in order to provide the driver demand torque; a torque control unit 130 for controlling the torque output of the engine based on the first target torque.

It is to be understood that the first torque determination unit 120 includes: and the first acquisition subunit is used for acquiring the torque required by the driver. The first acquisition subunit is specifically configured to: acquiring the opening degree of an accelerator pedal of the vehicle; based on the accelerator pedal opening, the driver demand torque is determined.

It is to be understood that the first torque determination unit 120 further includes: a first determination subunit for determining a first target torque of the engine based on the driver demand torque. The first determining subunit is specifically configured to: acquiring a transmission ratio from a wheel end of a vehicle to an engine; the first target torque is obtained based on a product of the driver demand torque and the gear ratio.

It will be appreciated that the torque control apparatus 10 of a vehicle engine further comprises: and the rotating speed determining unit is used for determining the target rotating speed of the engine at least according to the actual gradient, and the target rotating speed is used for enabling the response time of the engine to the first target torque to be smaller than a preset duration threshold value.

It is understood that the rotation speed determination unit includes: the first rotation speed determining subunit is used for acquiring gradient deviation of the actual gradient and a preset gradient threshold value and a basic rotation speed, wherein the basic rotation speed is used for enabling the response time of the engine to the target torque to be smaller than a preset duration threshold value under the condition that the actual gradient and the vehicle speed do not meet a first preset condition; taking the product of the gradient deviation and a preset unit amount as a rotation speed compensation value; and obtaining the target rotating speed based on the sum of the basic rotating speed and the rotating speed compensation value.

It is understood that the rotation speed determination unit further includes: the second rotating speed determining subunit is used for acquiring preset relation data, wherein the relation data comprise corresponding relations among different gradients of the position of the vehicle, different target torques of the engine and different rotating speeds of the engine, and the corresponding relation meets a second preset condition, and the second preset condition is that the engine is controlled through the corresponding rotating speed when the vehicle is positioned at the corresponding gradient, so that the response time of the engine to the corresponding target torque is smaller than a preset duration threshold value; the target rotational speed is derived from the relationship data based on the actual grade and the first target torque.

It will be appreciated that the torque control apparatus 10 of a vehicle engine further comprises: a second torque determination unit configured to acquire a driver demand power if the actual gradient and the vehicle speed do not satisfy the first preset condition, determine a second target torque of the engine according to at least the driver demand power, the second target torque being a torque amount allocated to the engine by the vehicle in order to provide the driver demand power; the torque control unit 130 is further configured to control a torque output of the engine based on the second target torque.

It will be appreciated that the second torque determination unit is specifically configured to: acquiring a driver demand torque, and determining a first target torque of the engine based on the driver demand torque; determining a third target torque of the engine based on the driver demand power, the third target torque being an amount of torque that the vehicle allocates to the engine in order to provide the driver demand power without regard to a torque fluctuation range of the engine; and if the deviation between the first target torque and the third target torque is larger than a preset deviation threshold value, obtaining a second target torque based on the first target torque and the third target torque, wherein the second target torque is between the first target torque and the third target torque.

It should be appreciated that, in the embodiment of the present invention, more implementation details of the torque control device 10 of the vehicle engine are described with reference to the foregoing torque control method of the vehicle engine, and for brevity of description, no further description is given here.

Based on the same inventive concept, the embodiment of the present invention further provides an electronic device, as shown in fig. 3, including a memory 304, a processor 302, and a computer program stored in the memory 304 and capable of running on the processor 302, where the processor 302 executes the program to implement the steps described in any implementation manner of the torque control method embodiment of the vehicle engine.

Where in FIG. 3 a bus architecture (represented by bus 300), bus 300 may comprise any number of interconnected buses and bridges, with bus 300 linking together various circuits, including one or more processors, represented by processor 302, and memory, represented by memory 304. Bus 300 may also link together various other circuits such as peripheral devices, voltage regulators, power management circuits, etc., as are well known in the art and, therefore, will not be described further herein. Bus interface 305 provides an interface between bus 300 and receiver 301 and transmitter 303. The receiver 301 and the transmitter 303 may be the same element, i.e. a transceiver, providing a means for communicating with various other apparatus over a transmission medium. The processor 302 is responsible for managing the bus 300 and general processing, while the memory 304 may be used to store data used by the processor 302 in performing operations.

The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software that is executed by a processor, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Other examples and implementations are within the scope and spirit of the invention and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or a combination of any of these. In addition, each functional unit may be integrated in one processing unit, each unit may exist alone physically, or two or more units may be integrated in one unit.

In the several embodiments provided in the present application, it should be understood that the disclosed technology content may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.

The units described as separate components may or may not be physically separate, and components as control devices may or may not be physical units, may be located in one place, or may be distributed over a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.

The above description is only an example of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the scope of the claims of the present invention.

Claims

1. A torque control method of a vehicle engine, characterized by comprising:

acquiring the actual gradient of the position of a vehicle and the speed of the vehicle;

if the actual gradient and the vehicle speed meet a first preset condition, acquiring a driver demand torque, and determining a first target torque of an engine based on the driver demand torque, wherein the first preset condition is that the actual gradient is larger than a preset gradient threshold value and the vehicle speed is smaller than a preset vehicle speed threshold value, and the first target torque is a torque amount distributed to the engine by the vehicle in order to provide the driver demand torque;

a torque output of the engine is controlled based on the first target torque.

2. The torque control method of the vehicle engine according to claim 1, characterized in that the obtaining the driver demand torque includes:

acquiring an accelerator pedal opening of the vehicle;

the driver demand torque is determined based on the accelerator pedal opening.

3. The torque control method of the vehicle engine according to claim 2, characterized in that the determining the first target torque of the engine based on the driver demand torque includes:

acquiring a transmission ratio from a wheel end of the vehicle to the engine;

the first target torque is obtained based on a product of the driver demand torque and the gear ratio.

4. A torque control method for a vehicle engine according to any one of claims 1 to 3, characterized by further comprising, after said determining a first target torque for the engine based on said driver demand torque:

and determining a target rotating speed of the engine at least according to the actual gradient, wherein the target rotating speed enables the response time of the engine to the first target torque to be smaller than a preset duration threshold value.

5. The torque control method of the vehicle engine according to claim 4, characterized in that said determining a target rotational speed of the engine based at least on the actual gradient includes:

acquiring gradient deviation of the actual gradient and the preset gradient threshold value, and a basic rotating speed, wherein the basic rotating speed is used for enabling the response time of the engine to the target torque to be smaller than the preset duration threshold value under the condition that the actual gradient and the vehicle speed do not meet the first preset condition;

taking the product of the gradient deviation and a preset unit quantity as a rotating speed compensation value;

and obtaining the target rotating speed based on the sum of the basic rotating speed and the rotating speed compensation value.

6. The torque control method of the vehicle engine according to claim 4, characterized in that said determining a target rotational speed of the engine based at least on the actual gradient further comprises:

acquiring preset relation data, wherein the relation data comprises corresponding relations among different gradients of the position of the vehicle, different target torques of the engine and different rotating speeds of the engine, wherein the corresponding relations satisfy a second preset condition, and the second preset condition is that when the vehicle is in a corresponding gradient, the engine is controlled through the corresponding rotating speeds, so that the response time of the engine to the corresponding target torques is smaller than the preset duration threshold;

the target rotational speed is obtained from the relationship data based on the actual gradient and the first target torque.

7. The torque control method of the vehicle engine according to claim 1, characterized by further comprising:

if the actual gradient and the vehicle speed do not meet the first preset condition, obtaining driver demand power, and determining a second target torque of the engine at least according to the driver demand power, wherein the second target torque is the torque quantity distributed to the engine by the vehicle for providing the driver demand power;

controlling a torque output of the engine based on the second target torque.

8. The method of torque control of a vehicle engine according to claim 7, characterized in that said determining a second target torque of said engine based at least on said driver demand power comprises:

acquiring the driver demand torque, and determining the first target torque of the engine based on the driver demand torque;

determining a third target torque of the engine based on the driver demand power, the third target torque being an amount of torque that the vehicle allocates to the engine to provide the driver demand power irrespective of a magnitude of torque fluctuation of the engine;

and if the deviation between the first target torque and the third target torque is larger than the preset deviation threshold value, obtaining the second target torque based on the first target torque and the third target torque, wherein the second target torque is between the first target torque and the third target torque.

9. A torque control device for a vehicle engine, comprising:

the vehicle speed control device comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring the actual gradient of the position of a vehicle and the speed of the vehicle;

a first torque determination unit configured to acquire a driver demand torque if the actual gradient and the vehicle speed satisfy a first preset condition, the first preset condition being that the actual gradient is greater than a preset gradient threshold value and the vehicle speed is less than a preset vehicle speed threshold value, a first target torque of an engine being a torque amount allocated to the engine by the vehicle in order to provide the driver demand torque, based on the driver demand torque;

a torque control unit for controlling a torque output of the engine based on the first target torque.

10. An electronic device, comprising: memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the method of any of claims 1-8 when the computer program is executed.