CN118242185A - Engine torque control method, device, gearbox controller and storage medium - Google Patents
Engine torque control method, device, gearbox controller and storage medium Download PDFInfo
- Publication number
- CN118242185A CN118242185A CN202410646251.0A CN202410646251A CN118242185A CN 118242185 A CN118242185 A CN 118242185A CN 202410646251 A CN202410646251 A CN 202410646251A CN 118242185 A CN118242185 A CN 118242185A
- Authority
- CN
- China
- Prior art keywords
- engine
- torque
- torque value
- value
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 71
- 230000005540 biological transmission Effects 0.000 claims abstract description 25
- 230000008859 change Effects 0.000 claims abstract description 19
- 230000008569 process Effects 0.000 claims description 16
- 238000004590 computer program Methods 0.000 claims description 9
- 238000004364 calculation method Methods 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 13
- 230000006870 function Effects 0.000 description 9
- 238000005070 sampling Methods 0.000 description 9
- 238000004891 communication Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- 230000003287 optical effect Effects 0.000 description 5
- 239000000306 component Substances 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 239000013307 optical fiber Substances 0.000 description 2
- 230000000644 propagated effect Effects 0.000 description 2
- 239000004065 semiconductor Substances 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 239000004973 liquid crystal related substance Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Transmission Device (AREA)
Abstract
The present disclosure relates to an engine torque control method, apparatus, transmission controller, and storage medium, the method comprising: when the vehicle enters a rapid throttle releasing working condition, entering a torque up control mode; in the torque up control mode, determining a target torque value of the engine based on a current torque value of the engine and a preset slope, wherein the preset slope is larger than an actual torque change rate of the engine; a target torque value is sent to the engine, the target torque value being used to control the output torque of the engine. The present disclosure identifies a condition by the transmission controller and sends a target torque value to the engine to cause the engine to respond to the target torque value to improve the drag feel under tipout conditions.
Description
Technical Field
The disclosure relates to the technical field of new energy automobiles, in particular to an engine torque control method, an engine torque control device, a gearbox controller and a storage medium.
Background
With the rapid use of automatic transmissions, passenger cars and commercial vehicles are increasingly carried and used, the automatic transmissions bring great convenience to drivers, and the driving performance and smoothness of the whole car are improved.
In the normal driving of the whole vehicle, a working condition of fast throttle release, namely tipout working conditions, can be frequently generated, and under tipout working conditions, the engine torque can be quickly reduced to 0 or negative torque is dragged backwards, and the time is about 100 ms. In the period, because the power is quickly lost or the engine generates negative torque to drag, a larger deceleration is provided for the whole vehicle, and a very serious drag feeling is provided for a driver.
The related technology can only be improved through software optimization and calibration measures of the engine, but according to the conditions of capability of matching the engine and the like, the problem of the reverse drag feeling of some engines under tipout working conditions is difficult to solve.
Disclosure of Invention
In order to solve the above technical problems, the embodiments of the present disclosure provide an engine torque control method, an apparatus, a gearbox controller and a storage medium, where the gearbox controller identifies a working condition and sends a target torque value to an engine, so that the engine responds to the target torque value to improve a reverse drag feeling under tipout working conditions.
In a first aspect, embodiments of the present disclosure provide an engine torque control method applied to a transmission controller, comprising: when the vehicle enters a rapid throttle releasing working condition, entering a torque up control mode; in the torque up control mode, determining a target torque value of the engine based on a current torque value of the engine and a preset slope, wherein the preset slope is larger than an actual torque change rate of the engine; a target torque value is sent to the engine, the target torque value being used to control the output torque of the engine.
In a second aspect, embodiments of the present disclosure provide an engine torque control device configured in a transmission controller, comprising: the mode entering module is used for entering the torque up control mode target value calculating module when the vehicle enters the working condition of quick throttle, and is used for determining a target torque value of the engine based on the current torque value of the engine and a preset slope, wherein the preset slope is larger than the actual torque change rate of the engine in the torque up control mode; and the target value sending module is used for sending a target torque value to the engine, wherein the target torque value is used for controlling the output torque of the engine.
In a third aspect, embodiments of the present disclosure provide a transmission controller, the transmission controller comprising:
one or more processors;
a storage means for storing one or more programs;
The one or more programs, when executed by the one or more processors, cause the one or more processors to implement the engine torque control method as provided in any of the first aspects above.
In a fourth aspect, embodiments of the present disclosure provide a vehicle comprising a gearbox controller as in the third aspect above.
In a fifth aspect, an embodiment of the present disclosure provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the engine torque control method provided in any one of the first aspects described above.
The embodiment of the disclosure provides an engine torque control method, an engine torque control device, a gearbox controller and a storage medium, wherein the method comprises the following steps: when the vehicle enters a rapid throttle releasing working condition, entering a torque up control mode; in the torque up control mode, determining a target torque value of the engine based on a current torque value of the engine and a preset slope, wherein the preset slope is larger than an actual torque change rate of the engine; a target torque value is sent to the engine, the target torque value being used to control the output torque of the engine. In the present disclosure, the gearbox controller recognizes the working condition and sends a target torque value to the engine, so that the engine responds to the target torque value and controls the falling rate of the engine torque to improve the reverse drag feeling under tipout working conditions.
Drawings
The above and other features, advantages, and aspects of embodiments of the present disclosure will become more apparent by reference to the following detailed description when taken in conjunction with the accompanying drawings. The same or similar reference numbers will be used throughout the drawings to refer to the same or like elements. It should be understood that the figures are schematic and that elements and components are not necessarily drawn to scale.
FIG. 1 is a flow chart diagram of an engine torque control method in an embodiment of the present disclosure;
FIG. 2 is a flow chart diagram of another engine torque control method in an embodiment of the present disclosure;
FIG. 3 is a schematic diagram of an up-conversion request strategy according to an embodiment of the present disclosure;
FIG. 4 is a schematic diagram of an engine torque control device according to an embodiment of the present disclosure;
fig. 5 is a schematic structural diagram of an electronic device in an embodiment of the disclosure.
Detailed Description
Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the present disclosure have been shown in the accompanying drawings, it is to be understood that the present disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustration purposes only and are not intended to limit the scope of the present disclosure.
It should be understood that the various steps recited in the method embodiments of the present disclosure may be performed in a different order and/or performed in parallel. Furthermore, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the present disclosure is not limited in this respect.
The term "including" and variations thereof as used herein are intended to be open-ended, i.e., including, but not limited to. The term "based on" is based at least in part on. The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments. Related definitions of other terms will be given in the description below.
It should be noted that the terms "first," "second," and the like in this disclosure are merely used to distinguish between different devices, modules, or units and are not used to define an order or interdependence of functions performed by the devices, modules, or units.
It should be noted that references to "one", "a plurality" and "a plurality" in this disclosure are intended to be illustrative rather than limiting, and those of ordinary skill in the art will appreciate that "one or more" is intended to be understood as "one or more" unless the context clearly indicates otherwise.
The names of messages or information interacted between the various devices in the embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of such messages or information.
Fig. 1 is a schematic flow chart of an engine torque control method in an embodiment of the disclosure, where the embodiment may be applicable to a new energy automobile field for controlling engine torque, the method may be performed by an engine torque control device, where the engine torque control device may be implemented in a software and/or hardware manner, and the engine torque control device may be configured in a gearbox controller.
Among them, a transmission is also called an automatic transmission, and a transmission device capable of automatically performing an automatic shift operation according to a vehicle speed and an engine speed appears in comparison with a manual transmission. The transmission controller, also called an automatic transmission control unit (Transmission Control Unit, TCU), is a core component of an automatic transmission, and is commonly used in AMT, AT, DCT, CVT and other types of automatic transmissions, and utilizes a computer and a power electronic driving technology to realize an automatic transmission function of a vehicle. The manual gear shifting device not only avoids the trouble of manual gear shifting of a driver, but also reduces the risk of accidents caused by manual misoperation. The accurate control of the TCU can save gear shifting time, improve driving safety and bring great convenience to driving life of people.
As shown in fig. 1, the engine torque control method provided in the embodiment of the present disclosure mainly includes steps S101 to S102.
S101, when the vehicle enters a rapid throttle releasing working condition, entering a torque up control mode.
First, an application scenario of the engine torque control method provided by the embodiment of the present disclosure will be described. As described in the background art, some engines can improve the reverse drag feeling under tipout working conditions through software optimization and calibration measures in the engine. Some engines are difficult to improve the reverse drag feeling under tipout working conditions through software optimization and calibration measures in the engine. The engine torque control method provided by the embodiment of the disclosure is mainly applied to the situation that the engine cannot improve the reverse drag feeling under tipout working conditions through software optimization and calibration measures in the engine.
Therefore, a torque control switch timc _flg_ TqIncEnable is provided in the transmission controller, and if the torque control switch timc _flg_ TqIncEnable is in an on state, the engine torque control method provided by the present disclosure is used to control the torque of the engine during the running of the vehicle. If the torque control switch timc _flg_ TqIncEnable is in the off state, the engine torque control method provided by the embodiments of the present disclosure is not performed. The state of the torque control switch timc _flg_ TqIncEnable is set by a developer to set whether the torque control switch timc _flg_ TqIncEnable is on or not according to the engine model and the vehicle type demand before the vehicle leaves the factory.
In one possible implementation, two-stage torque control switches are provided, a first-stage torque control switch timc _flg_ TqIncEnable is a master control switch, a second-stage torque control switch timc _flg_ TqIncEnable is a slave control switch, and a second-stage torque control switch timc _flg_ TqIncEnable is used to control whether each gear employs the engine torque control scheme provided by the present disclosure. Each gear setting corresponds to a second stage torque control switch timc _flg_ TqIncEnable. For example: the gearbox is composed of 8 gears, and 8 second-stage torque control switches timc _flg_ TqIncEnable are arranged. The developer determines whether TipOut working conditions of different gears adopt the engine torque control scheme provided by the disclosure according to requirements by matching different vehicle types, and the function is not opened for use in N gears under the general condition.
If the first stage torque control switch timc _flg_ TqIncEnable is in the off state, the state of the second stage torque control switch is not determined any more, and the engine torque control scheme provided by the present disclosure is not directly adopted. If the first-stage torque control switch timc _flg_ TqIncEnable is in an on state, the state of the second-stage torque control switch corresponding to each gear is determined. And judging whether to adopt the engine torque control scheme provided by the disclosure according to the state of the second-stage torque control switch corresponding to each gear and the current gear of the gearbox. Specifically, a second-stage torque control switch timc _flg_ TqIncEnable corresponding to a current gear of the gearbox is in an on state, and the torque of the engine is controlled by adopting the engine torque control scheme provided by the disclosure. The second-stage torque control switch timc _flg_ TqIncEnable corresponding to the current gear of the gearbox is in the off state, and the engine torque control scheme provided by the disclosure is not adopted.
For example: the first-stage torque control switch timc _flg_ TqIncEnable is set to an on state, the second-stage torque control switch timc _flg_ TqIncEnable corresponding to the 1 st gear, the 2 nd gear and the 3 rd gear is set to an off state, and the second-stage torque control switch timc _flg_ TqIncEnable corresponding to the 4 th gear, the 5 th gear, the 6 th gear, the 7 th gear and the 8 th gear is set to an on state, so that when the gearbox is in the 1 st gear, the 2 nd gear or the 3 rd gear, the engine torque control scheme provided by the disclosure is not adopted. When the gearbox is in the 4 th gear, the 5 th gear, the 6 th gear, the 7 th gear or the 8 th gear, the torque of the engine is controlled by adopting the engine torque control scheme.
Whether the engine torque control method is adopted is judged through states of the first-stage torque control switch timc _flg_ TqIncEnable and the second-stage torque control switch timc _flg_ TqIncEnable, and if the engine torque control method is determined to be adopted, the engine torque control method in the embodiment of the disclosure is executed during running of the vehicle.
The vehicle is a vehicle that is being driven by a driver. The fast throttle release condition, also referred to as tipout condition, can be understood as a very short time release of throttle input, a change in throttle opening of more than 50%, and a change in throttle rate (change in throttle travel per second) of more than 100%. For example: the 50% throttle travel was released in 0.5 seconds with a throttle change rate of 100%.
Under the condition that the engine torque is controlled by adopting an engine torque control method, periodically acquiring the running parameters of the vehicle in the running process of the vehicle; and under the condition that the running parameters of the vehicle meet the set conditions, determining that the vehicle enters the working condition of the quick throttle.
The driving parameters of the vehicle include accelerator opening, engine torque, shift progress during shifting, and the like.
The following describes a determination as to whether the vehicle is entering a fast throttle release condition.
The judging condition of whether the vehicle enters the quick throttle releasing working condition mainly comprises 3 judging conditions: triggering a first setting condition, a duration within a first duration threshold and a gear shifting progress condition.
The triggering condition may be understood as triggering the first setting condition. Only if the first setting condition is triggered, it is judged whether or not the continuation condition and the state condition are judged.
First, the triggering of the first setting condition will be explained.
The first setting conditions include 4 conditions: the throttle deceleration condition is established; the vehicle is in an unpowered state, and the current torque of the engine is smaller than a first threshold value; the current torque of the engine is greater than a first threshold.
The establishment of the accelerator deceleration condition is understood to mean that the accelerator opening degree change value is large in a short time. Specifically, the accelerator opening value in the current sampling period and the accelerator opening value before the N sampling periods are obtained, and if the accelerator opening value in the current sampling period is smaller than the accelerator opening value before the N sampling periods, the accelerator deceleration condition is satisfied. And if the accelerator opening value in the current sampling period is greater than or equal to the accelerator opening value before the N sampling periods, the accelerator deceleration condition is not satisfied. N may be set according to the actual situation. For example: n may preferably be 5.
The vehicle being in an unpowered state is understood to mean that the current engine is not providing driving force to the vehicle. There are 2 ways to determine whether the vehicle is in an unpowered state.
First kind: and judging whether the accelerator opening is smaller than a first opening threshold value. And when the accelerator opening is smaller than the first opening threshold, determining that the vehicle is in an unpowered state. Optionally, the first opening threshold is 2%. And when the accelerator opening is less than 2%, determining that the vehicle is in an unpowered state.
Second kind: the vehicle unpowered state flag bit idrd _flg_ PowerOnAccActive is read, and in the case where the unpowered state flag bit idrd _flg_ PowerOnAccActive is 1, it is determined that the vehicle is in the unpowered state.
The current torque of the engine refers to the torque value of the engine detected during the current sampling period. The first threshold is greater than the second threshold, optionally the first threshold is 100Nm and the second threshold is 20Nm. I.e. the current torque of the engine is less than 100Nm and the current torque of the engine is greater than 20Nm.
When 4 conditions included in the first setting condition are simultaneously satisfied, it is determined whether or not a continuation condition is satisfied.
Next, it is explained whether the vehicle parameter satisfies the duration within the first time threshold.
The above-described continuation conditions mainly include 2 conditions: the duration of the current torque of the engine, and the duration of the accelerator opening.
When a first setting condition is triggered, starting timing, recording a first duration time when the current torque of the engine is smaller than a first threshold value, and recording a second duration time when the opening of the accelerator is smaller than the first opening threshold value; and judging whether the first duration and the second duration are within a first duration threshold.
And determining that the duration condition is met under the condition that the first duration and the second duration are both within the first duration threshold. And if either the first duration or the second duration is not within the first duration threshold, determining that the vehicle is not under tipout working conditions.
The first time length threshold may be set according to circumstances, and optionally, the first time length threshold is 1500ms. In the case where the first duration and the second duration are both within 1500ms, it is determined that the duration condition is satisfied.
And judging whether a gear shifting progress condition is met under the condition that the continuous condition is met.
Finally, it is explained whether the vehicle parameters satisfy the shift progress condition.
The above state conditions are determined by the shift schedule. And determining that the state condition is met under the condition that the gear shifting process is smaller than the third threshold value or the gear shifting process is larger than the fourth threshold value.
The third threshold and the fourth threshold may be set according to actual situations. Optionally, the third threshold is 10% and the fourth threshold is 90%. And in the gear shifting process, determining that the state condition is met under the condition that the gear shifting process is less than 10% or the gear shifting process is more than 90%.
Under the condition that the running parameters of the vehicle meet the set conditions, determining that the vehicle enters tipout working conditions, entering a torque up control mode, and controlling the output torque of the engine by adopting a torque up request strategy.
S102, determining a target torque value of the engine based on a current torque value of the engine and a preset slope in an up-torque control mode, wherein the preset slope is larger than an actual torque change rate of the engine.
The torque up control mode may be understood as a mode in which the output torque of the engine is controlled so that the decrease in the actual output torque of the engine may be slowed. The current torque value of the engine can be understood as the output torque value of the engine which can be acquired at the current moment. The preset slope may be set according to the actual situation, and optionally, the preset slope is 0.5.
The torque up control does not control the increase or decrease of the output torque of the engine, but controls the decrease of the rate of change of the output torque of the engine. In other words, the purpose of the torque up control in the present disclosure is to increase the period of time that the output torque of the engine decreases to 0 to improve the feeling of drag under tipout conditions.
In one possible implementation, when the vehicle enters a rapid throttle operating condition, acquiring an actual torque value of the engine as a first torque value; acquiring a basic torque value corresponding to the current gear as a second torque value; and taking the minimum value of the first torque value and the second torque value as the current torque value of the engine.
The actual torque value of the engine can be understood as the torque value actually output by the output end of the engine when the vehicle enters the rapid throttle operating condition.
The current gear is understood to be the gear in which the gearbox is currently located. A gearbox is typically provided with a plurality of gears, one for each gear, which may be the minimum torque value for each gear. When the vehicle enters a working condition of quick throttle release, a gear where the gearbox is located is obtained as a current gear. And inquiring the basic torque corresponding to the current gear based on the current gear and the basic torques corresponding to the gears, and taking the basic torque corresponding to the current gear as a second torque value.
And comparing the first torque value with the second torque value, if the first torque value is smaller than the second torque value, namely, the torque value actually output by the engine is smaller than the basic torque corresponding to the current gear, directly taking the first torque value as the current torque value of the engine, directly calculating a target torque value based on the first torque value (the torque value actually output by the engine), and sending the target torque value to the engine.
If the first torque value is larger than the second torque value, namely, the torque value actually output by the engine is larger than the basic torque corresponding to the current gear, the second torque value (the basic torque corresponding to the current gear) is directly taken as the current torque value of the engine. At this time, the torque control stage is not entered, but the first torque value is waited for to drop to the second torque value, that is, after the actual output torque value of the engine reaches the base torque corresponding to the current gear, the target torque value is calculated based on the second torque value, and the target torque value is sent to the engine.
The actual torque rate of the engine may be understood as the rate of change of the actual output torque of the engine without the torque up control scheme provided in the present disclosure. The preset slope may be set according to actual situations, for example: the preset slope may be any value between 0.5 and 2, and is not specifically limited in the embodiments of the present disclosure.
In the torque up control mode, a target torque value is calculated periodically based on a current torque value of the engine, a preset slope, and a control duration. In other words, for each preset duration, a target torque value is calculated based on the current torque value of the engine, the preset slope, and the control duration.
The target torque value is calculated based on the current torque value of the engine, a preset slope, and a control duration. The control time length refers to the time length from the condition that the vehicle enters the quick throttle release working condition to the current sampling time. The control duration may also refer to the sum of the control duration and the sampling period at the previous time.
Specifically, a product of a preset slope and a control duration is calculated, and the product is added with a current torque value of the engine to obtain a target torque value.
In one possible implementation, different gear positions correspond to different preset slopes. And determining the preset slope corresponding to the current gear based on the inquiry of the current gear of the gearbox in the corresponding relation between the gear and the preset slope. And calculating a target torque value based on the current torque value of the engine, a preset slope corresponding to the current gear and the control duration.
S103, sending a target torque value to the engine, wherein the target torque value is used for controlling the output torque of the engine.
After the target torque value is calculated according to the manner in S102, the target torque value is transmitted to the engine so that the engine responds to the control of the torque by the transmission controller. The target torque value is used for controlling the output torque of the engine so as to offset the self output torque of the engine, controlling the descending speed of the engine torque, prolonging the time that the output New York of the engine reaches 0 or negative torque, and improving the reverse drag feeling under tipout working conditions.
In one possible implementation, the engine torque control method further includes: and in the torque up control mode, if the actual torque of the engine is detected to be larger than the target torque value, the torque up control mode is exited.
The target torque refers to the torque which the engine should output under tipout working conditions. Exiting the torque up control mode may be understood as not employing the engine control method provided by the presently disclosed embodiments, but rather employing an existing engine control method in the transmission controller to control the output torque of the engine.
And in the process of periodically sending a target torque value to the engine to control the output torque of the engine, detecting the actual output torque of the engine in real time, and if the actual output torque reaches the torque which the engine should output under the working condition of tipout, indicating that the control purpose of the engine in the existing stage is achieved, and exiting the torque up control mode. This provides an exit condition for the torque up control mode, improving the accuracy of the engine torque control.
In one possible implementation, the engine torque control method further includes: in the torque up control mode, if the vehicle is detected to enter a powered working condition, the target torque value is quickly increased according to the fourth preset, and the torque up control mode is exited under the condition that the target torque value is smaller than the actual output torque of the engine.
Wherein if it is detected that the vehicle enters a powered condition may include: the throttle opening is detected to be more than 3 percent or the dynamic identification bit is detected to be 1.
The application provides a control scheme when the vehicle enters a power working condition, and expands the application scene of engine torque control.
The embodiment of the disclosure provides an engine torque control method, which comprises the following steps: when the vehicle enters a rapid throttle releasing working condition, entering a torque up control mode; in the torque up control mode, determining a target torque value of the engine based on a current torque value of the engine and a preset slope, wherein the preset slope is larger than an actual torque change rate of the engine; a target torque value is sent to the engine, the target torque value being used to control the output torque of the engine. In the present disclosure, the gearbox controller recognizes the working condition and sends a target torque value to the engine, so that the engine responds to the target torque value to control the falling rate of the engine torque, thereby improving the reverse drag feeling under tipout working conditions.
On the basis of the above embodiment, the embodiment of the present disclosure further optimizes the engine torque control method, as shown in fig. 2, where the optimized engine torque control method mainly includes the following steps:
s201, when the vehicle enters a rapid throttle releasing working condition, entering a torque up control mode.
The execution flow of S201 provided in the embodiment of the present application is the same as that of S101 provided in the above embodiment, and specific reference may be made to the description in the above embodiment, which is not repeated.
S202, in a first control stage, calculating a first target torque value of the engine based on a current torque value of the engine and a first slope.
The determination manner of the current torque value of the engine may refer to the description in the above embodiment, and the embodiment of the present application is not described in detail.
Different gear positions correspond to different first slopes. And determining the first slope corresponding to the current gear based on the inquiry of the current gear of the gearbox in the corresponding relation of the gear and the first slope. A first target torque value is calculated based on a current torque value of the engine, a first slope corresponding to the current gear, and a control duration.
In this embodiment, the first target torque value is periodically calculated and periodically transmitted to the engine so that the engine controls the output torque of the engine in response to the first target torque value.
In one possible implementation, a second duration threshold corresponding to the first control phase is obtained, a first target torque value is calculated based on a current torque value of the engine, a first slope corresponding to the current gear, and the second duration threshold, and the first target torque value is sent to the engine, so that the engine responds to the first target torque value to control the output torque of the engine.
S203, entering a second control stage when the duration of the first control stage reaches a second duration threshold.
The second duration threshold is a threshold that characterizes the duration of the first control phase operation. Different gear positions may correspond to different second duration thresholds, the higher the gear position, the longer the second duration threshold. In other words, the second duration threshold is directly proportional to the gear.
And determining a second duration threshold corresponding to the current gear based on the inquiry of the current gear of the gearbox in the corresponding relation between the gear and the second duration threshold.
And if the duration of the first control stage reaches a second duration threshold corresponding to the current gear, entering a second control stage.
S204, in the second control stage, calculating a second target torque value of the engine based on the first target torque value and the second slope corresponding to the ending time of the first control stage.
The second control phase is identical to the first control phase in control manner, except that the second slope employed in the second control phase is greater than the first slope employed in the first control phase.
The different gear positions correspond to different second slopes. And determining a second slope corresponding to the current gear based on the inquiry of the corresponding relation between the current gear and the second slope. And calculating a second target torque value based on the current torque value of the engine, a second slope corresponding to the current gear and the control duration.
In this embodiment, the second target torque value is periodically calculated and periodically transmitted to the engine so that the engine controls the output torque of the engine in response to the second target torque value.
In one possible implementation, a third duration threshold corresponding to the second control phase is obtained, a second target torque value is calculated based on the current torque value of the engine, a second slope corresponding to the current gear, and the third duration threshold, and the second target torque value is sent to the engine, so that the engine responds to the second target torque value to control the output torque of the engine.
In the embodiment of the application, the actual torque of the engine is detected in real time, whether the actual torque of the engine is larger than a second target torque value or not is judged, and if the actual torque of the engine is larger than the second target torque value, the torque up control mode is exited.
S205, when the duration of the second control stage reaches a third duration threshold and the output torque value of the engine does not reach a target torque value, entering the third control stage.
The third duration threshold is a threshold that characterizes the duration of the second control phase operation. Different gear positions may correspond to different third duration thresholds, the higher the gear position, the longer the third duration threshold. In other words, the third duration threshold is in direct proportional relationship with the gear.
And determining a third duration threshold corresponding to the current gear based on the inquiry of the current gear of the gearbox in the corresponding relation between the gear and the third duration threshold.
In the embodiment of the application, the actual torque of the engine is detected in real time, and the duration of the second control stage is recorded; and judging whether the actual torque of the engine is larger than a second target torque value, and if the actual torque of the engine is larger than the second target torque value, exiting the torque up control mode. If the duration of the second control phase reaches the third duration threshold, the actual torque of the engine is still less than the second target torque value, and the third control phase is entered.
S206, in the third control stage, calculating a third target torque value of the engine based on the second control stage end time and the third slope.
The third control phase is identical to the second control phase in control manner, except that the third slope employed in the third control phase is greater than the second slope employed in the second control phase.
The different gear positions correspond to different third slopes. And determining a third slope corresponding to the current gear based on the inquiry of the corresponding relation between the current gear and the third slope of the gear. And calculating a third target torque value based on the current torque value of the engine, a third slope corresponding to the current gear and the control duration.
In the present embodiment, the third target torque value is periodically calculated, and the third target torque value is periodically transmitted to the engine, so that the engine controls the output torque of the engine in response to the third target torque value.
In the third control stage, the actual torque of the engine is detected in real time, and the torque up control mode is exited when the actual torque is greater than the second target torque value.
And S207, if the actual torque of the engine is detected to be larger than the target torque, the torque up control mode is exited.
And if the vehicle is detected to enter a power working condition in the torque up control mode, calculating a fourth target torque value according to a fourth slope until the fourth target torque value is smaller than the actual torque of the engine, and exiting the torque up control module.
FIG. 3 is a schematic diagram of an up-torque request strategy provided by an embodiment of the present disclosure; as shown in fig. 3, when the accelerator opening is rapidly reduced to approximately 0 (the accelerator opening is smaller than 2%), the control mode is entered, and at this time, the torque up control flag position 1 is set to indicate that the control mode is in the torque up control mode at this time. The TCU calculates the target torque for each stage based on the preset slope, and the calculated target torque is shown in fig. 3. Under the control of the target torque, the actual torque of the engine is not rapidly reduced to 0, the descending process is slowed down, and after a certain time, the actual torque of the engine starts to slowly rise. After the torque up control flag is set to position 0, the torque up control mode is exited. The TCU no longer calculates the target torque for each stage based on the preset slope.
As can be seen from fig. 3, the present disclosure recognizes the operating condition by the transmission controller and sends a target torque value to the engine, so that the engine responds to the target torque value to control the rate of decrease of the engine torque, thereby improving the drag feeling under tipout operating conditions.
Fig. 4 is a schematic structural diagram of an engine torque control device according to an embodiment of the present disclosure, and as shown in fig. 4, an engine torque control device 40 according to an embodiment of the present disclosure mainly includes:
The mode entering module 41 is configured to enter a torque up control mode when the vehicle enters a fast throttle operating mode; the target value calculation module 42 is configured to determine, in the torque up control mode, a target torque value of the engine based on a current torque value of the engine and a preset slope, where the preset slope is greater than an actual torque change rate of the engine; the target value transmitting module 43 is configured to transmit a target torque value to the engine, the target torque value being used to control the output torque of the engine.
The embodiment of the disclosure provides an engine torque control device, which is used for the following procedures: when the vehicle enters a rapid throttle releasing working condition, entering a torque up control mode; in the torque up control mode, determining a target torque value of the engine based on a current torque value of the engine and a preset slope, wherein the preset slope is larger than an actual torque change rate of the engine; a target torque value is sent to the engine, the target torque value being used to control the output torque of the engine. In the present disclosure, the gearbox controller recognizes the working condition and sends a target torque value to the engine, so that the engine responds to the target torque value and controls the falling rate of the engine torque to improve the reverse drag feeling under tipout working conditions.
In one possible implementation, the method further includes: the working condition determining module is used for periodically collecting the running parameters of the vehicle in the running process of the vehicle; under the condition that the running parameters of the vehicle meet the set conditions, determining that the vehicle enters a rapid throttle releasing working condition; the setting conditions include: triggering a first setting condition, a duration within a first time threshold and a gear shifting process condition;
Triggering a first setting condition: the throttle deceleration condition is met, the vehicle is in an unpowered state, the current torque of the engine is smaller than a first threshold value, and the current torque of the engine is larger than the first threshold value.
The duration includes: the current torque of the engine is smaller than a first duration of a first threshold value, and the accelerator opening is smaller than a second duration of the first opening threshold value;
the gear shifting process conditions include: the shift schedule is less than the third threshold or the shift schedule is greater than the fourth threshold.
In one possible implementation, the method further includes: the current torque value determining module is used for obtaining an actual torque value of the engine as a first torque value when the vehicle enters a rapid throttle working condition; acquiring a basic torque value corresponding to the current gear as a second torque value; and taking the minimum value of the first torque value and the second torque value as the current torque value of the engine.
In one possible implementation manner, the preset slope includes a first slope and a second slope, wherein the second slope is greater than the first slope; a target value calculation module 42, specifically configured to calculate a first target torque value of the engine based on a current torque value of the engine and a first slope during a first control phase; entering a second control stage under the condition that the duration of the first control stage reaches a second duration threshold value; and in a second control stage, calculating a second target torque value of the engine based on a first target torque value and a second slope corresponding to the end time of the first control stage.
In one possible implementation, the preset slope includes a third slope, wherein the third slope is greater than the second slope; the target value calculation module 42 is specifically configured to enter a third control stage when the duration of the second control stage reaches a third duration threshold and the output torque value of the engine does not reach the target torque value; in a third control phase, a third target torque value of the engine is calculated based on the second control phase end time and a third slope.
In one possible implementation, the method further includes: and the mode exit module is used for exiting the torque up control mode when detecting that the actual torque of the engine is greater than the target torque under the torque up control mode.
The engine torque control device provided by the embodiment of the present disclosure may perform the steps performed in the engine torque control method provided by the embodiment of the present disclosure, and the performing steps and the beneficial effects are not described herein.
Fig. 5 is a schematic structural diagram of an electronic device, which may be an engine torque control device, in an embodiment of the present disclosure. Referring now in particular to fig. 5, a schematic diagram of an electronic device 500 suitable for implementing embodiments of the present disclosure is shown. The electronic device 500 in embodiments of the present disclosure may include, but is not limited to, a supercomputer.
As shown in fig. 5, the electronic device 500 may include a processing means (e.g., a central processing unit, a graphic processor, etc.) 501 that may perform various suitable actions and processes according to a program stored in a Read Only Memory (ROM) 502 or a program loaded from a storage means 508 into a Random Access Memory (RAM) 503 to implement an engine torque control method of an embodiment as described in the present disclosure. In the RAM 503, various programs and data required for the operation of the electronic apparatus 500 are also stored. The processing device 501, the ROM 502, and the RAM 503 are connected to each other via a bus 504. An input/output (I/O) interface 505 is also connected to bus 504.
In general, the following devices may be connected to the I/O interface 505: input devices 506 including, for example, a touch screen, touchpad, keyboard, mouse, camera, microphone, accelerometer, gyroscope, etc.; an output device 507 including, for example, a Liquid Crystal Display (LCD), a speaker, a vibrator, and the like; storage 508 including, for example, magnetic tape, hard disk, etc.; and communication means 509. The communication means 509 may allow the electronic device 500 to communicate with other devices wirelessly or by wire to exchange data. While fig. 5 shows an electronic device 500 having various means, it is to be understood that not all of the illustrated means are required to be implemented or provided. More or fewer devices may be implemented or provided instead.
In particular, according to embodiments of the present disclosure, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present disclosure include a computer program product comprising a computer program embodied on a non-transitory computer readable medium, the computer program comprising program code for performing the method shown in the flowchart, thereby implementing the engine torque control method as described above. In such an embodiment, the computer program may be downloaded and installed from a network via the communication means 509, or from the storage means 508, or from the ROM 502. The above-described functions defined in the methods of the embodiments of the present disclosure are performed when the computer program is executed by the processing device 501.
It should be noted that the computer readable medium described in the present disclosure may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this disclosure, a computer-readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present disclosure, however, the computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with the computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: electrical wires, fiber optic cables, RF (radio frequency), and the like, or any suitable combination of the foregoing.
In some embodiments, the clients, servers may communicate using any currently known or future developed network protocol, such as HTTP (HyperText Transfer Protocol ), and may be interconnected with any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a local area network ("LAN"), a wide area network ("WAN"), the internet (e.g., the internet), and peer-to-peer networks (e.g., ad hoc peer-to-peer networks), as well as any currently known or future developed networks.
The computer readable medium may be contained in the electronic device; or may exist alone without being incorporated into the electronic device.
In one possible implementation of the disclosure, the computer readable medium carries one or more programs that, when executed by the electronic device, enable the electronic device to implement the engine torque control method according to any one of the above embodiments.
In a possible implementation of the disclosure, the electronic device may also perform other steps described in the above embodiments when the above one or more programs are executed by the electronic device.
Computer program code for carrying out operations of the present disclosure may be written in one or more programming languages, including, but not limited to, an object oriented programming language such as Java, smalltalk, C ++ and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (for example, through the Internet using an Internet service provider).
The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The units involved in the embodiments of the present disclosure may be implemented by means of software, or may be implemented by means of hardware. Wherein the names of the units do not constitute a limitation of the units themselves in some cases.
The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), an Application Specific Standard Product (ASSP), a system on a chip (SOC), a Complex Programmable Logic Device (CPLD), and the like.
In the context of this disclosure, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. The machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
The foregoing description is only of the preferred embodiments of the present disclosure and description of the principles of the technology being employed. It will be appreciated by persons skilled in the art that the scope of the disclosure referred to in this disclosure is not limited to the specific combinations of features described above, but also covers other embodiments which may be formed by any combination of features described above or equivalents thereof without departing from the spirit of the disclosure. Such as those described above, are mutually substituted with the technical features having similar functions disclosed in the present disclosure (but not limited thereto).
Moreover, although operations are depicted in a particular order, this should not be requiring that such operations be performed in the particular order shown or in sequential order. In certain circumstances, multitasking and parallel processing may be advantageous. Likewise, while several specific implementation details are included in the above discussion, these should not be construed as limiting the scope of the present disclosure. Certain features that are described in the context of separate embodiments can also be implemented in combination in a single embodiment. Conversely, various features that are described in the context of a single embodiment can also be implemented in multiple embodiments separately or in any suitable subcombination.
Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are example forms of implementing the claims.
Claims (10)
1. An engine torque control method, characterized in that the method is applied to a gearbox controller, comprising:
when the vehicle enters a rapid throttle releasing working condition, entering a torque up control mode;
In an up-torque control mode, determining a target torque value of the engine based on a current torque value of the engine and a preset slope, the preset slope being greater than an actual torque change rate of the engine;
the target torque value is transmitted to the engine, and the target torque value is used for controlling the output torque of the engine.
2. The method as recited in claim 1, further comprising:
in the running process of the vehicle, periodically collecting the vehicle to obtain running parameters;
and under the condition that the running parameters of the vehicle meet the set conditions, determining that the vehicle enters a rapid throttle releasing working condition.
3. The method of claim 2, wherein the setting conditions include: triggering a first setting condition, a duration within a first time threshold and a gear shifting process condition;
Triggering a first setting condition: the method comprises the steps that an accelerator deceleration condition is met, a vehicle is in an unpowered state, the current torque of the engine is smaller than a first threshold value, and the current torque of the engine is larger than the first threshold value;
The duration includes: the current torque of the engine is smaller than a first duration of a first threshold value, and the accelerator opening is smaller than a second duration of the first opening threshold value;
the gear shifting process conditions include: the shift schedule is less than the third threshold or the shift schedule is greater than the fourth threshold.
4. The method as recited in claim 1, further comprising:
when the vehicle enters a rapid throttle releasing working condition, acquiring an actual torque value of an engine as a first torque value;
Acquiring a basic torque value corresponding to the current gear as a second torque value;
and taking the minimum value of the first torque value and the second torque value as the current torque value of the engine.
5. The method of claim 1, wherein the predetermined slope comprises a first slope, a second slope, wherein the second slope is greater than the first slope;
determining a target torque value of the engine based on the current torque value of the engine and a preset rate of change, comprising:
Calculating a first target torque value of the engine based on a current torque value of the engine and a first slope during a first control phase;
Entering a second control stage under the condition that the duration of the first control stage reaches a second duration threshold value;
And in a second control stage, calculating a second target torque value of the engine based on a first target torque value and a second slope corresponding to the end time of the first control stage.
6. The method of claim 5, wherein the predetermined slope comprises a third slope, wherein the third slope is greater than the second slope;
determining a target torque value of the engine based on the current torque value of the engine and a preset rate of change, comprising:
entering a third control stage when the duration of the second control stage reaches a third duration threshold and the output torque value of the engine does not reach the target torque value;
in a third control phase, a third target torque value of the engine is calculated based on the second control phase end time and a third slope.
7. The method according to any one of claims 1-6, further comprising:
And in the torque up control mode, if the actual torque of the engine is detected to be larger than the target torque, the torque up control mode is exited.
8. An engine torque control device, the device configured to a transmission controller, comprising:
The mode entering module is used for entering a torque up control mode when the vehicle enters a rapid throttle releasing working condition;
The target value calculation module is used for determining a target torque value of the engine based on the current torque value of the engine and a preset slope in a torque up control mode, wherein the preset slope is larger than the actual torque change rate of the engine;
and the target value sending module is used for sending the target torque value to the engine, and the target torque value is used for controlling the output torque of the engine.
9. A transmission controller, the transmission controller comprising:
one or more processors;
a storage means for storing one or more programs;
The one or more programs, when executed by the one or more processors, cause the one or more processors to implement the engine torque control method of any of claims 1-7.
10. A computer-readable storage medium, on which a computer program is stored, characterized in that the program, when executed by a processor, implements the engine torque control method according to any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410646251.0A CN118242185B (en) | 2024-05-23 | 2024-05-23 | Engine torque control method, device, gearbox controller and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410646251.0A CN118242185B (en) | 2024-05-23 | 2024-05-23 | Engine torque control method, device, gearbox controller and storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN118242185A true CN118242185A (en) | 2024-06-25 |
| CN118242185B CN118242185B (en) | 2024-09-10 |
Family
ID=91551260
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410646251.0A Active CN118242185B (en) | 2024-05-23 | 2024-05-23 | Engine torque control method, device, gearbox controller and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN118242185B (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20050068996A (en) * | 2003-12-30 | 2005-07-05 | 현대자동차주식회사 | Engine control device of vehicle and method thereof |
| KR20090121118A (en) * | 2008-05-21 | 2009-11-25 | 현대자동차주식회사 | Apparatus for engine torque correction of automatic transmission on vehicle and method thereof |
| CN102963252A (en) * | 2012-11-26 | 2013-03-13 | 北京智行鸿远汽车技术有限公司 | Fast accelerator release torque filtering control method for pure electric automobile |
| CN115384513A (en) * | 2022-08-31 | 2022-11-25 | 东风柳州汽车有限公司 | Vehicle control method, device, equipment and storage medium |
| CN116279402A (en) * | 2023-03-29 | 2023-06-23 | 重庆长安汽车股份有限公司 | New energy vehicle torque zero crossing control method and system, new energy vehicle and storage medium |
| CN116513189A (en) * | 2023-06-08 | 2023-08-01 | 中国第一汽车股份有限公司 | Method and system for determining vehicle torque, vehicle and storage medium |
| CN116653909A (en) * | 2023-06-19 | 2023-08-29 | 中国第一汽车股份有限公司 | Torque filtering method and device for hybrid electric vehicle and electronic equipment |
| CN117847205A (en) * | 2024-03-07 | 2024-04-09 | 中国第一汽车股份有限公司 | Dual-clutch automatic transmission sliding friction control method and device and vehicle |
-
2024
- 2024-05-23 CN CN202410646251.0A patent/CN118242185B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20050068996A (en) * | 2003-12-30 | 2005-07-05 | 현대자동차주식회사 | Engine control device of vehicle and method thereof |
| KR20090121118A (en) * | 2008-05-21 | 2009-11-25 | 현대자동차주식회사 | Apparatus for engine torque correction of automatic transmission on vehicle and method thereof |
| CN102963252A (en) * | 2012-11-26 | 2013-03-13 | 北京智行鸿远汽车技术有限公司 | Fast accelerator release torque filtering control method for pure electric automobile |
| CN115384513A (en) * | 2022-08-31 | 2022-11-25 | 东风柳州汽车有限公司 | Vehicle control method, device, equipment and storage medium |
| CN116279402A (en) * | 2023-03-29 | 2023-06-23 | 重庆长安汽车股份有限公司 | New energy vehicle torque zero crossing control method and system, new energy vehicle and storage medium |
| CN116513189A (en) * | 2023-06-08 | 2023-08-01 | 中国第一汽车股份有限公司 | Method and system for determining vehicle torque, vehicle and storage medium |
| CN116653909A (en) * | 2023-06-19 | 2023-08-29 | 中国第一汽车股份有限公司 | Torque filtering method and device for hybrid electric vehicle and electronic equipment |
| CN117847205A (en) * | 2024-03-07 | 2024-04-09 | 中国第一汽车股份有限公司 | Dual-clutch automatic transmission sliding friction control method and device and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN118242185B (en) | 2024-09-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2022003552A (en) | Application using vehicle mass estimation | |
| CN107415704B (en) | Composite braking method and device and adaptive cruise controller | |
| US10487762B2 (en) | Systems and methods for predictive and automatic engine stop-start control | |
| WO2023221326A1 (en) | Active speed limit control method and apparatus for electric vehicle, and related device | |
| CN105160922A (en) | Car networking management device and method | |
| CN115648961B (en) | Vehicle control method and device and related equipment | |
| CN118242185B (en) | Engine torque control method, device, gearbox controller and storage medium | |
| JP7548301B2 (en) | Control device, control method, and program | |
| CN114312737B (en) | Engine control method, device and system of hybrid electric vehicle and vehicle | |
| US10760511B2 (en) | Apparatus for controlling engine idle and uses thereof | |
| CN112277848A (en) | Vehicle-mounted equipment control device | |
| CN115195680B (en) | Vehicle braking parameter determining method, device, equipment and storage medium | |
| CN115489546A (en) | Degradation processing method and device of automatic driving function and related equipment | |
| JP4467375B2 (en) | Shift control device for automatic transmission | |
| CN114291057A (en) | Parking control method and device for vehicle, vehicle and storage medium | |
| KR20230044532A (en) | Vehicle control method and device, media, facility, program | |
| JP2001304037A (en) | Vehicular electronic control device | |
| CN118343129B (en) | Vehicle brake control method, device, equipment and medium | |
| JP6994007B2 (en) | Vehicle control device | |
| CN118167789B (en) | Torque control method, device, equipment and medium for transmission | |
| CN118188798A (en) | Control method and device for automatic gearbox clutch and readable storage medium | |
| CN114439623B (en) | Vehicle engine control method and vehicle body control module | |
| CN118257858A (en) | Gear switching processing method, device, equipment and medium for vehicle | |
| JP2010209961A (en) | Vehicle control device, vehicle control method, and vehicle control program | |
| JP2018062310A (en) | Vehicle control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |