阅读说明：本技术 一种计算发动机扭矩响应需求的方法及装置 (Method and device for calculating torque response requirement of engine ) 是由 张明 周杰敏 陈玉俊 于 2021-09-24 设计创作，主要内容包括：本申请涉及一种计算发动机扭矩响应需求的方法及装置,包括步骤：根据油门信号和发动机转速获取发动机初始扭矩需求；根据空气罐压力和风扇转速计算发动机附件扭矩需求；根据所述发动机初始扭矩需求与发动机附件扭矩需求之和确定发动机真实扭矩需求；将发动机进气温度、进气压力/流量、大气压力及环境温度作为影响扭矩响应的因素获取发动机扭矩响应系数；将所述发动机真实扭矩需求与所述发动机扭矩响应系数相乘或相加以获取发动机真实扭矩响应值。本发明将空气罐压力和风扇转速所作的附件功对发动机扭矩的影响,以及大气压力及环境温度对扭矩响应的影响加入到算法中,提高发动机对扭矩响应的精确控制。(The application relates to a method and apparatus for calculating an engine torque response request, comprising the steps of: acquiring an initial torque demand of the engine according to the throttle signal and the engine rotating speed; calculating an engine accessory torque demand based on air tank pressure and fan speed; determining an engine true torque demand according to the sum of the engine initial torque demand and an engine accessory torque demand; taking the air inlet temperature, the air inlet pressure/flow, the atmospheric pressure and the ambient temperature of the engine as factors influencing torque response to obtain an engine torque response coefficient; multiplying or adding the engine real torque request and the engine torque response coefficient to obtain an engine real torque response value. The invention adds the influence of accessory work made by the air tank pressure and the fan rotating speed on the engine torque and the influence of atmospheric pressure and ambient temperature on the torque response into an algorithm, thereby improving the accurate control of the engine on the torque response.)

1. A method of calculating an engine torque response request, comprising the steps of:

acquiring an initial torque demand of the engine according to the throttle signal and the engine rotating speed;

calculating an engine accessory torque demand based on air tank pressure and fan speed;

determining an engine true torque demand according to the sum of the engine initial torque demand and an engine accessory torque demand;

taking the air inlet temperature, the air inlet pressure/flow, the atmospheric pressure and the ambient temperature of the engine as factors influencing torque response to obtain an engine torque response coefficient;

multiplying or adding the engine real torque request and the engine torque response coefficient to obtain an engine real torque response value.

2. A method of calculating an engine torque response request as claimed in claim 1,

determining an engine true torque request based on a sum of the engine initial torque request and an engine accessory torque request, comprising the steps of:

obtaining a sum of the engine initial torque request and an engine accessory torque request;

and comparing the sum of the initial torque demand of the engine and the torque demand of the accessories of the engine with the real torque response value of the engine obtained in the previous period, and taking the larger value of the two as the real torque demand of the engine in the period.

3. A method of calculating an engine torque response request as claimed in claim 1,

the throttle signal comprises the opening degree of the throttle stepping of the driver;

the method for acquiring the initial torque demand of the engine according to the throttle signal and the engine rotating speed comprises the following steps:

and calibrating the opening degree of the accelerator stepped by the driver and the engine speed by adopting a two-dimensional MAP, and acquiring the initial torque demand of the engine according to the calibration result.

4. A method of calculating an engine torque response request as claimed in claim 1,

the method for calculating the engine accessory torque demand based on air tank pressure and fan speed includes the steps of:

determining the accessory work generated by the pressure of the air tank by adopting a parameter calibration method;

calculating the power of the consumed engine required by the operation of the fan according to a first formula;

the first formula is: p is nxω, where P is engine power consumed for fan operation, N is torque, and angular velocity;

the accessory work produced by the air tank pressure and the fan operating demand draw engine power as the engine accessory torque demand.

5. A method of calculating an engine torque response request as claimed in claim 1,

the method for acquiring the engine torque response coefficient by taking the engine intake air temperature, the intake air pressure/flow, the atmospheric pressure and the ambient temperature as factors influencing the torque response comprises the following steps:

calculating an engine torque state coefficient according to the engine intake temperature, the intake pressure or the intake flow, the engine oil amount and the engine rotating speed;

obtaining an external environment coefficient of the engine torque according to atmospheric pressure and ambient temperature;

calculating the whole engine control torque coefficient according to the vehicle speed signal, the gear signal, the accelerator signal, the brake signal and the clutch signal;

and taking the sum of the engine torque state coefficient, the engine torque external environment coefficient and the engine whole vehicle control torque coefficient as the engine torque response coefficient.

6. A method of calculating an engine torque response request as set forth in claim 5,

the method for calculating the engine torque state coefficient according to the engine inlet air temperature, the inlet air pressure/flow, the engine oil amount and the engine rotating speed comprises the following steps:

setting an intake air temperature threshold interval, an intake air pressure/flow threshold interval, an engine oil quantity change threshold interval and an engine rotating speed threshold interval according to the vehicle type and/or the engine type;

taking a coefficient value corresponding to the engine intake air temperature in the intake air temperature threshold value interval as an intake air temperature influence coefficient;

taking a coefficient value corresponding to the intake pressure/flow in the intake pressure/flow threshold interval as an intake pressure/flow influence coefficient;

taking a coefficient value corresponding to the change of the engine oil quantity in the engine oil quantity change threshold value interval as an engine oil quantity change influence coefficient;

taking a coefficient value corresponding to the engine speed in the engine speed threshold value interval as an engine speed influence coefficient;

and taking the sum of the intake air temperature influence coefficient, the intake air pressure/flow influence coefficient, the engine oil quantity change influence coefficient and the engine rotating speed influence coefficient as the engine torque state coefficient.

7. A method of calculating an engine torque response request as set forth in claim 4,

the method for acquiring the external environment coefficient of the engine torque according to the atmospheric pressure and the ambient temperature comprises the following steps:

and finding out coefficient values corresponding to the atmospheric pressure and the ambient temperature in a preset atmospheric pressure-ambient temperature two-dimensional coefficient table as the engine torque external ambient coefficient.

8. A method of calculating an engine torque response request as set forth in claim 4,

the whole engine control torque coefficient is calculated according to the vehicle speed signal, the gear signal, the accelerator signal, the brake signal and the clutch signal, and the method comprises the following steps:

setting a vehicle speed threshold interval, a vehicle speed change threshold interval, a gear threshold interval, an accelerator change threshold interval, a braking frequency threshold interval and a clutch signal change threshold interval according to the vehicle type and/or the engine type;

taking the coefficient value corresponding to the vehicle speed value in the vehicle speed signal in the vehicle speed threshold value interval as a vehicle speed influence coefficient;

taking a coefficient value corresponding to the vehicle speed change value in the vehicle speed signal in the vehicle speed threshold value interval as a vehicle speed change influence coefficient;

taking a corresponding coefficient value of the gear signal in the gear size threshold value interval as a gear size influence coefficient;

taking the corresponding coefficient value of the throttle size value in the throttle size threshold value interval in the throttle signal as a throttle size influence coefficient;

taking the coefficient value corresponding to the change value of the throttle in the throttle signal in the throttle size threshold value interval as a throttle change influence coefficient;

taking the coefficient value corresponding to the braking frequency in the braking signal in the braking frequency threshold value interval as a braking frequency influence coefficient;

taking the coefficient value corresponding to the variation value of the clutch signal in the clutch signal variation threshold value interval as a clutch signal variation influence coefficient;

and summing the vehicle speed influence coefficient, the vehicle speed change influence coefficient, the gear size influence coefficient, the accelerator change influence coefficient, the braking frequency influence coefficient and the clutch signal change influence coefficient to form the whole engine vehicle control torque coefficient.

9. A method of calculating an engine torque response request as claimed in claim 1,

said multiplying or adding said engine true torque request and said engine torque response coefficient to obtain an engine true torque response value, comprising the steps of:

multiplying the engine true torque request by the engine torque response coefficient to obtain an engine true torque response value when the engine torque response coefficient is a unitless ratio-type value;

adding the engine true torque request to the engine torque response coefficient to obtain an engine true torque response value when the engine torque response coefficient is in units of presence and in Nm.

10. An apparatus for calculating a torque response demand for an engine, comprising:

an engine true torque request calculation module to:

acquiring an initial torque demand of the engine according to the throttle signal and the engine rotating speed;

calculating an engine accessory torque demand based on air tank pressure and fan speed;

determining an engine true torque demand according to the sum of the engine initial torque demand and an engine accessory torque demand;

the engine torque response coefficient calculation module is used for taking the engine air inlet temperature, the air inlet pressure/flow, the atmospheric pressure and the ambient temperature as factors influencing torque response to obtain an engine torque response coefficient;

an engine true torque response value obtaining module for multiplying or adding the engine true torque request and the engine torque response coefficient to obtain an engine true torque response value;

the engine real torque request calculation module is further configured to:

obtaining a sum of the engine initial torque request and an engine accessory torque request;

and comparing the sum of the initial torque demand of the engine and the torque demand of the accessories of the engine with the real torque response value of the engine obtained in the previous period, and taking the larger value of the two as the real torque demand of the engine in the period.

Technical Field

The invention relates to the field of automobile electronic control, in particular to a method and a device for calculating a torque response demand of an engine.

Background

In the running process of the vehicle, the whole vehicle has emergency acceleration and emergency deceleration, and the condition of extreme speed change such as emergency stop is mentioned, so that higher demand is brought to the response speed of power supply in the running process. To meet the rapid response of power, the engine is often required to provide more energy at the expense of energy. Under the normal condition, the vehicle in normal running carries out deceleration brake control on the whole vehicle by means of transmission loss inside an engine and the whole vehicle and friction between the whole vehicle and the ground, in the process, the whole vehicle and the inside of the engine consume the capacity provided by the engine (the consumption of the capacity is changed based on the change of the rotating speed of an engine of the whole vehicle) due to transmission efficiency, and the consumption of the capacity is uncertain, so that once the calculation is inaccurate, the supplied torque is overlarge, a driver brakes at a high speed, the kinetic energy of the whole vehicle disappears in the braking process of the driver, and the energy of the motion of the whole vehicle cannot be fully applied, so that the oil consumption of the whole vehicle is large, and otherwise, the dynamic property of the whole vehicle is insufficient.

In the related technology, the torque demand of the whole vehicle on an engine is considered according to the opening degree of an accelerator given by a driver during driving, and the response to the torque is judged according to the speed of the driver stepping on the accelerator; however, under different roads and working conditions, higher requirements are provided for dynamic response of torque increase or attenuation, and how to improve the accurate control of the engine on the torque response is a problem to be optimized urgently. Particularly, in the torque lifting process, the torque requirement of the engine is directly related to the development of stepping on the accelerator by a driver, when the driver needs larger torque, the accelerator can be quickly stepped to the required accelerator opening, the torque of the engine is lifted too fast in the process, so that the vehicle speed is provided too fast, and when the driver finds that the vehicle speed reaches the expected vehicle speed, the vehicle speed is always still raised continuously, so that the driver can adopt a brake to perform fine adjustment on the vehicle speed of the whole vehicle.

Disclosure of Invention

The embodiment of the invention provides a method and a device for calculating a torque response demand of an engine, which are used for solving the problems in the related art.

In one aspect, a method of calculating an engine torque response request is provided, comprising the steps of:

acquiring an initial torque demand of the engine according to the throttle signal and the engine rotating speed;

calculating an engine accessory torque demand based on air tank pressure and fan speed;

determining an engine true torque demand according to the sum of the engine initial torque demand and an engine accessory torque demand;

taking the air inlet temperature, the air inlet pressure/flow, the atmospheric pressure and the ambient temperature of the engine as factors influencing torque response to obtain an engine torque response coefficient;

multiplying or adding the engine real torque request and the engine torque response coefficient to obtain an engine real torque response value.

In some embodiments, said determining an engine true torque request based on a sum of said engine initial torque request and an engine accessory torque request comprises the steps of:

obtaining a sum of the engine initial torque request and an engine accessory torque request;

and comparing the sum of the initial torque demand of the engine and the torque demand of the accessories of the engine with the real torque response value of the engine obtained in the previous period, and taking the larger value of the two as the real torque demand of the engine in the period.

In some embodiments, the throttle signal comprises an opening at which the driver steps on the throttle;

the method for acquiring the initial torque demand of the engine according to the throttle signal and the engine rotating speed comprises the following steps:

and calibrating the opening degree of the accelerator stepped by the driver and the engine speed by adopting a two-dimensional MAP, and acquiring the initial torque demand of the engine according to the calibration result.

In some embodiments, calculating the engine accessory torque request based on the air tank pressure and the fan speed comprises:

determining the accessory work generated by the pressure of the air tank by adopting a parameter calibration method;

calculating the power of the consumed engine required by the operation of the fan according to a first formula;

the first formula is: p is nxω, where P is engine power consumed for fan operation, N is torque, and angular velocity;

the accessory work produced by the air tank pressure and the fan operating demand draw engine power as the engine accessory torque demand.

In some embodiments, the obtaining the engine torque response coefficient by using the engine intake air temperature, the intake air pressure/flow, the atmospheric pressure and the ambient temperature as factors influencing the torque response comprises the steps of:

calculating an engine torque state coefficient according to the engine intake temperature, the intake pressure or the intake flow, the engine oil amount and the engine rotating speed;

obtaining an external environment coefficient of the engine torque according to atmospheric pressure and ambient temperature;

calculating the whole engine control torque coefficient according to the vehicle speed signal, the gear signal, the accelerator signal, the brake signal and the clutch signal;

and taking the sum of the engine torque state coefficient, the engine torque external environment coefficient and the engine whole vehicle control torque coefficient as the engine torque response coefficient.

In some embodiments, said calculating an engine torque state coefficient based on engine intake air temperature, intake air pressure/flow, engine oil amount, engine speed comprises the steps of:

setting an intake air temperature threshold interval, an intake air pressure/flow threshold interval, an engine oil quantity change threshold interval and an engine rotating speed threshold interval according to the vehicle type and/or the engine type;

taking a coefficient value corresponding to the engine intake air temperature in the intake air temperature threshold value interval as an intake air temperature influence coefficient;

taking a coefficient value corresponding to the intake pressure/flow in the intake pressure/flow threshold interval as an intake pressure/flow influence coefficient;

taking a coefficient value corresponding to the change of the engine oil quantity in the engine oil quantity change threshold value interval as an engine oil quantity change influence coefficient;

taking a coefficient value corresponding to the engine speed in the engine speed threshold value interval as an engine speed influence coefficient;

and taking the sum of the intake air temperature influence coefficient, the intake air pressure/flow influence coefficient, the engine oil quantity change influence coefficient and the engine rotating speed influence coefficient as the engine torque state coefficient.

In some embodiments, the obtaining the engine torque external environment coefficient according to the atmospheric pressure and the ambient temperature includes:

and finding out coefficient values corresponding to the atmospheric pressure and the ambient temperature in a preset atmospheric pressure-ambient temperature two-dimensional coefficient table as the engine torque external ambient coefficient.

In some embodiments, calculating the engine vehicle control torque coefficient according to the vehicle speed signal, the gear signal, the throttle signal, the brake signal and the clutch signal comprises the following steps:

setting a vehicle speed threshold interval, a vehicle speed change threshold interval, a gear threshold interval, an accelerator change threshold interval, a braking frequency threshold interval and a clutch signal change threshold interval according to the vehicle type and/or the engine type;

taking the coefficient value corresponding to the vehicle speed value in the vehicle speed signal in the vehicle speed threshold value interval as a vehicle speed influence coefficient;

taking a coefficient value corresponding to the vehicle speed change value in the vehicle speed signal in the vehicle speed threshold value interval as a vehicle speed change influence coefficient;

taking a corresponding coefficient value of the gear signal in the gear size threshold value interval as a gear size influence coefficient;

taking the corresponding coefficient value of the throttle size value in the throttle size threshold value interval in the throttle signal as a throttle size influence coefficient;

taking the coefficient value corresponding to the change value of the throttle in the throttle signal in the throttle size threshold value interval as a throttle change influence coefficient;

taking the coefficient value corresponding to the braking frequency in the braking signal in the braking frequency threshold value interval as a braking frequency influence coefficient;

taking the coefficient value corresponding to the variation value of the clutch signal in the clutch signal variation threshold value interval as a clutch signal variation influence coefficient;

and summing the vehicle speed influence coefficient, the vehicle speed change influence coefficient, the gear size influence coefficient, the accelerator change influence coefficient, the braking frequency influence coefficient and the clutch signal change influence coefficient to form the whole engine vehicle control torque coefficient.

In some embodiments, said multiplying or adding said engine real torque request and said engine torque response coefficient to obtain an engine real torque response value comprises the steps of:

multiplying the engine true torque request by the engine torque response coefficient to obtain an engine true torque response value when the engine torque response coefficient is a unitless ratio-type value;

adding the engine true torque request to the engine torque response coefficient to obtain an engine true torque response value when the engine torque response coefficient is in units of presence and in Nm.

In a second aspect, there is provided an apparatus for calculating a torque response demand for an engine, comprising:

an engine true torque request calculation module to:

acquiring an initial torque demand of the engine according to the throttle signal and the engine rotating speed;

calculating an engine accessory torque demand based on air tank pressure and fan speed;

determining an engine true torque demand according to the sum of the engine initial torque demand and an engine accessory torque demand;

the engine torque response coefficient calculation module is used for taking the engine air inlet temperature, the air inlet pressure/flow, the atmospheric pressure and the ambient temperature as factors influencing torque response to obtain an engine torque response coefficient;

an engine true torque response value obtaining module for multiplying or adding the engine true torque request and the engine torque response coefficient to obtain an engine true torque response value;

the engine real torque request calculation module is further configured to:

obtaining a sum of the engine initial torque request and an engine accessory torque request;

and comparing the sum of the initial torque demand of the engine and the torque demand of the accessories of the engine with the real torque response value of the engine obtained in the previous period, and taking the larger value of the two as the real torque demand of the engine in the period.

Through the embodiment, the problem that in the prior art, only the requirement of a driver on the torque is considered in the process of calculating the torque, and the influence of multidimensional factors on the torque response cannot be integrated is considered, so that the torque response estimation is not accurately judged. The method comprises the steps of considering the influence of accessory work made by air tank pressure and fan rotating speed on engine torque in an algorithm, further adding the influence of atmospheric pressure and ambient temperature on torque response into the algorithm, calculating a real torque response value in a mode of multiplying or adding a real torque demand and an engine torque response coefficient, and enabling the calculated real torque response value to be more accurate by synthesizing factors such as engine initial torque demand, engine accessory torque demand, engine intake temperature, intake pressure/flow, atmospheric pressure and ambient temperature and the like so as to achieve the purpose of improving the accurate control of the engine on torque response.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic flow chart diagram of a method of calculating an engine torque response request in accordance with an embodiment of the present invention;

FIG. 2 is a schematic diagram of an apparatus for calculating a torque response request for an engine according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

As shown in FIG. 1, an embodiment of the present invention provides a method of calculating an engine torque response request, comprising the steps of:

s100, acquiring an initial torque demand of the engine according to the throttle signal and the engine rotating speed;

s200, calculating the torque requirement of the engine accessories according to the pressure of the air tank and the rotating speed of the fan;

s300, determining the real torque demand of the engine according to the sum of the initial torque demand of the engine and the torque demand of accessories of the engine;

s400, taking the air inlet temperature, the air inlet pressure/flow, the atmospheric pressure and the ambient temperature of the engine as factors influencing torque response to obtain an engine torque response coefficient;

and S500, multiplying or adding the engine real torque demand and the engine torque response coefficient to obtain an engine real torque response value.

It should be noted that the accelerator signal includes an opening degree at which a driver steps on an accelerator, the air tank pressure includes a pressure in an air pressure tank in the vehicle, the fan is a fan arranged in the engine, the intake air temperature is an intake air temperature collected at an intake side of the engine, and the intake air pressure/flow is an intake air temperature intake air pressure/flow collected at the intake side of the engine.

Through the embodiment, the problem that in the prior art, only the requirement of a driver on the torque is considered in the process of calculating the torque, and the influence of multidimensional factors on the torque response cannot be integrated is considered, so that the torque response estimation is not accurately judged. The method comprises the steps of considering the influence of accessory work made by air tank pressure and fan rotating speed on engine torque in an algorithm, further adding the influence of atmospheric pressure and ambient temperature on torque response into the algorithm, calculating a real torque response value in a mode of multiplying or adding a real torque demand and an engine torque response coefficient, and enabling the calculated real torque response value to be more accurate by synthesizing factors such as engine initial torque demand, engine accessory torque demand, engine intake temperature, intake pressure/flow, atmospheric pressure and ambient temperature and the like so as to achieve the purpose of improving the accurate control of the engine on torque response.

In some embodiments, step S300 includes:

s310, acquiring the sum of the initial torque demand of the engine and the torque demand of accessories of the engine;

and S320, comparing the sum of the initial torque demand of the engine and the torque demand of the accessories of the engine with the real torque response value of the engine obtained in the previous period, and taking the larger value of the two as the real torque demand of the engine in the period.

It will be appreciated that a certain data collection period, typically 3 seconds, is set when the data (sample values) of the response are acquired for calculation. The final result of the dynamic adjustment calculation can be realized by comparing the real torque response value result of the engine calculated in the previous period with the sum of the initial torque demand of the engine and the torque demand of the accessories of the engine in the current period and taking the larger value of the two.

By the embodiment, the torque demand of the engine is not constant, and the torque response value of the engine can be adjusted in time, so that the engine outputs a proper engine response peak value when the engine is changed in an ascending mode, an effect of less oil injection under the same throttle is achieved, and oil consumption is greatly reduced.

In some embodiments, the throttle signal includes an opening degree of a throttle stepped by the driver, and the step S100 includes: and calibrating the opening degree of the accelerator stepped by the driver and the engine speed by adopting a two-dimensional MAP, and acquiring the initial torque demand of the engine according to the calibration result. The opening range of the accelerator stepping of the driver is 0-100%, and the initial torque demand of the engine can be calibrated according to the parameters in the table 1.

Table 1: two-dimensional MAP parameter table of accelerator and rotating speed

The above throttle value range (0% to 100%), the engine speed range in the diesel engine is selectable between 0 and 3000rpm, and the gasoline engine speed range is selectable between 0 and 7000 rpm.

In some embodiments, step S200 includes the steps of:

s210, determining accessory work generated by the pressure of the air tank by adopting a parameter calibration method;

and S220, calculating the power of the engine required to be consumed by the operation of the fan according to a first formula, wherein the first formula is as follows: p ═ N × ω; wherein P is engine power consumed by the fan during operation, and N is torque and angular velocity;

and S230, taking the accessory work generated by the air tank pressure and the power consumed by the engine when the fan operates as the accessory torque demand of the engine.

The relationship between the fan speed n and the angular velocity ω is w 2 n, and a change in the air tank pressure (when the air tank pressure rises) indicates that the engine inflation pump is operating and that the accessory work is generated. The power of the accessory work produced by the inflating pump is related to the product (the type and the characteristics of the inflating pump), and can be determined by adopting calibration parameters matched with the product. In addition, some embodiments relate to accessory power generated by a small air compressor of a diesel engine, which is used to generate compressed air for the purpose of assisting braking of the vehicle or inflating tires,

when the rotational speed is changed, the volume flow and the working pressure are correspondingly changed under the condition of constant power. The power of the inflating pump refers to the power of the matched driving motor or the nameplate of the diesel engine. The unit of power is: KW or HP. The conversion method is as follows: 1KW 1.333 HP. The rotation speed of the miniature air compressor can be determined by adopting the frequency ratio of the inflating pump gear and the engine camshaft gear.

The fan consumes power of the engine during operation, and the power required by the fan during operation is taken as part of the accessory work of the engine, and the power of a cooling fan is generally dozens of watts to hundreds of watts. The fan speed is about 1.38 times the engine speed at full mesh. From the power P, torque x angular velocity ω, the power (in Kw) required to operate the fan can be determined.

According to the embodiment, considering that the output torque of the engine needs to meet the torque requirement required by the accessory load of the engine besides the torque response requirement of a driver, the influence of the state of the accessory load such as the pressure of an air tank, the rotating speed of a fan and the like on the torque requirement of the engine is used for calculating the torque requirement of the accessory of the engine, and the calculation precision of the real torque requirement of the engine is further improved.

In some embodiments, step S400 includes the steps of:

s410, calculating an engine torque state coefficient according to the air inlet temperature, the air inlet pressure or the air inlet flow, the engine oil amount and the engine rotating speed of the engine;

s420, acquiring an external environment coefficient of the engine torque according to atmospheric pressure and ambient temperature;

s430, calculating the whole engine control torque coefficient according to the vehicle speed signal, the gear signal, the accelerator signal (the opening degree of the accelerator stepped by the driver), the brake signal and the clutch signal;

and S440, taking the sum of the engine torque state coefficient, the engine torque external environment coefficient and the engine whole vehicle control torque coefficient as the engine torque response coefficient.

It should be noted that the gear signal indicates a position where a driver shifts a gear to be engaged in the running process of the entire vehicle, and is generally represented by a numerical value; the brake signal is a foot brake signal, the signal is 0 when the driver does not tread, and the signal is 1 when the driver treads; the clutch signal is a clutch switch signal, the switch is a normally closed switch which provides 12V voltage for the engine control unit, when the clutch is pressed, the switch is disconnected, and at the moment, the engine control unit cannot receive the clutch signal, which indicates that the connection with the engine needs to be disconnected. The clutch switch signal is used as a correction signal for adjusting the fuel injection quantity and the ignition advance angle of the engine fuel system, when the clutch switch signal is 0, the engine fuel system starts to correct the fuel injection quantity and the ignition advance angle, and when the clutch switch signal is 1, the engine fuel system does not correct the fuel injection quantity and the ignition advance angle. The braking signal and the clutch signal are both 0 and 1, the frequency of the braking signal and the frequency of the clutch signal can be calculated within a certain period time, and the method for calculating the frequency of the braking signal and the frequency of the clutch signal comprises the following steps: and after the brake signal and the clutch signal are respectively accumulated in unit time, the brake signal and the clutch signal are respectively divided by the unit time.

The frequencies of the braking signal and the clutch signal are calculated, and the EECU can obtain the engine

It can be understood that, because the external environment factors usually do not change suddenly, the relevant values of the external environment can predict the next state of the whole vehicle to a certain extent; in the whole vehicle algorithm, for the calculation of braking and braking frequency, the driving behaviors (stepping on an accelerator, clutching and braking) of a driver are used as a part of the algorithm, so that the driving habits within a period of time can be evaluated to a certain extent, the driving behaviors can be further effectively predicted and matched, and the engine can output proper torque.

Through the embodiment, the braking frequency and the clutch signal change rate can be used as the control factors of the whole vehicle, and the dynamic relation between the engine and the whole vehicle is increased, so that the vehicle speed is accurately and effectively controlled.

In some embodiments, step S410 comprises:

s411, setting an intake air temperature threshold interval, an intake air pressure/flow threshold interval, an engine oil quantity change threshold interval and an engine rotating speed threshold interval according to the vehicle type and/or the engine model;

s412, taking a coefficient value corresponding to the engine intake air temperature in the intake air temperature threshold value interval as an intake air temperature influence coefficient;

s413, taking the corresponding coefficient value of the intake pressure/flow in the intake pressure/flow threshold value interval as an intake pressure/flow influence coefficient;

s414, taking a coefficient value corresponding to the change of the engine oil quantity in the engine oil quantity change threshold value interval as an engine oil quantity change influence coefficient;

s415, taking a coefficient value corresponding to the engine speed in the engine speed threshold value interval as an engine speed influence coefficient;

and S416, taking the sum of the intake temperature influence coefficient, the intake pressure/flow influence coefficient, the engine oil quantity change influence coefficient and the engine rotating speed influence coefficient as the engine torque state coefficient.

It should be noted that the intake air temperature threshold interval, the intake air pressure/flow threshold interval, the engine oil amount variation threshold interval, and the engine speed threshold interval may be selected and configured according to the vehicle type, and the horsepower of the engine may be adjusted when the specific parameters are calibrated.

In the process of determining the intake air temperature influence coefficient, firstly determining an intake air temperature threshold interval as [ A, B ] according to the vehicle type, acquiring the intake air temperature acquired from a sensor, and comparing the intake air temperature with the intake air temperature threshold interval [ A, B ] to obtain a corresponding intake air temperature influence coefficient A1; in one embodiment, the threshold interval [ A, B ] is [30 deg.C, 75 deg.C ], where A1 is found to be 0.1 when the intake air temperature is collected below 30 deg.C, A1 is found to be 0.08 when the intake air temperature is between 30 deg.C and 75 deg.C, and A1 is found to be 0.11 when the intake air temperature is above 75 deg.C.

According to the method, the influence of the engine intake temperature, the intake pressure/flow, the engine oil quantity change and the engine speed on the engine torque is considered in the algorithm, and the corresponding influence coefficient value matched with the vehicle type and the engine horsepower is obtained in a calibration mode, so that the algorithm is further optimized.

In the specific embodiment of calculating the intake pressure/flow influence coefficient, firstly, determining a threshold interval of the intake pressure/flow as [ C, D ] according to the vehicle type, acquiring the intake pressure/flow acquired from a sensor, and comparing the intake pressure/flow acquired from the sensor with the threshold interval of the intake pressure/flow [ C, D ] to obtain a corresponding intake pressure/flow influence coefficient C1/D1; in one embodiment, the intake pressure/flow threshold interval [ C, D ] is [120HPa,220HPa ]/[800g/s,2500g/s ], where the collected intake pressure/flow is less than 120Hpa/800g/s, a table lookup results in a C1/D1 of 0.08/0.07, where the intake pressure/flow is between [120HPa,220HPa ]/[800g/s,2500g/s ], a table lookup results in a C1/D1 of 0.12/0.13, and where the intake pressure/flow is greater than 220HPa/2500g/s, a C1/D1 of 0.21/0.22.

In the specific embodiment of calculating the influence coefficient of the change of the oil quantity of the engine, firstly, determining an engine oil quantity change threshold interval as [ E, F ] according to a vehicle type, acquiring the change of the oil quantity of the engine collected from a sensor, and comparing the change of the oil quantity of the engine with the engine oil quantity change threshold interval [ E, F ] to obtain a corresponding influence coefficient E1 of the change of the oil quantity of the engine; in one embodiment, the threshold interval of engine oil mass change [ E, F ] is [5mg/cyc,27mg/cyc ], and when the collected engine oil mass change is less than 5mg/cyc, the table lookup may result in E1 being 0.11, when the engine oil mass change is between 5mg/cyc and 27mg/cyc, the table lookup may result in E1 being 0.081, and when the engine oil mass change is greater than 27mg/cyc, the table lookup may result in E1 being 0.21.

In the specific embodiment of calculating the influence coefficient of the engine rotating speed, firstly, determining an engine rotating speed threshold interval as [ G, H ] according to the vehicle type, acquiring the engine rotating speed acquired from a sensor, and comparing the engine rotating speed threshold interval with the engine rotating speed threshold interval [ G, H ] to obtain a corresponding influence coefficient G1 of the engine rotating speed; in one embodiment, the threshold interval [ G, H ] is [1000rpm,2000rpm ], where the collected engine speed is less than 1000rpm, the table lookup yields a G1 value of 0.11, where the collected engine speed is between 1000rpm and 2000rpm, the table lookup yields a G1 value of 0.08, and where the collected engine speed is greater than 2000rpm, the collected engine speed yields a G1 value of 0.11.

In some embodiments, S420 comprises the steps of:

s421: and finding out coefficient values corresponding to the atmospheric pressure and the ambient temperature in a preset atmospheric pressure-ambient temperature two-dimensional coefficient table as the engine torque external ambient coefficient.

It should be noted that, considering that there is a certain system compensation between the atmospheric pressure and the ambient temperature, the calibration may be performed according to the two-dimensional data as shown in table 2 to obtain the external environmental coefficient of the engine torque;

table 2: two-dimensional MAP parameter table for ambient temperature and atmospheric pressure

When the atmospheric temperature is too high, the temperature of the combustible mixture is too high, so that incomplete combustion can be caused, and the working capacity of the engine is influenced; when the atmospheric temperature is too low, the engine power will rise; along with the reduction of atmospheric pressure, the engine intake density will diminish to lead to the air input to reduce greatly, the excess air coefficient will also reduce along with it, and the gas pressure reduces when the engine compression is terminal, and engine body heat load increases, makes the heat that is taken away by engine cooling medium many.

The above operating principle is set for the coefficient nm (n is 1,2,3, 4; m is 1,2,3, 4). The external environment coefficient of the engine torque is obtained by adopting a table look-up calibration mode, so that the factors of environmental influence are increased in the engine torque response process.

In some embodiments, S430 includes the steps of:

s431: setting a vehicle speed threshold interval, a vehicle speed change threshold interval, a gear threshold interval, an accelerator change threshold interval, a braking frequency threshold interval and a clutch signal change threshold interval according to the vehicle type and/or the engine type;

s432: taking the coefficient value corresponding to the vehicle speed value in the vehicle speed signal in the vehicle speed threshold value interval as a vehicle speed influence coefficient;

s433: taking a coefficient value corresponding to the vehicle speed change value in the vehicle speed signal in the vehicle speed threshold value interval as a vehicle speed change influence coefficient;

s434: taking a corresponding coefficient value of the gear signal in the gear size threshold value interval as a gear size influence coefficient;

s435: taking the corresponding coefficient value of the throttle size value in the throttle size threshold value interval in the throttle signal as a throttle size influence coefficient;

s436: taking the coefficient value corresponding to the change value of the throttle in the throttle signal in the throttle size threshold value interval as a throttle change influence coefficient;

s437: taking the coefficient value corresponding to the braking frequency in the braking signal in the braking frequency threshold value interval as a braking frequency influence coefficient;

s438: taking the coefficient value corresponding to the variation value of the clutch signal in the clutch signal variation threshold value interval as a clutch signal variation influence coefficient;

s439: and summing the vehicle speed influence coefficient, the vehicle speed change influence coefficient, the gear size influence coefficient, the accelerator change influence coefficient, the braking frequency influence coefficient and the clutch signal change influence coefficient to form the whole engine vehicle control torque coefficient.

Note that the coefficient table may be configured according to the vehicle type, and may be adjusted according to the horsepower of the engine when setting. Where the coefficient setting consists in a factor analysis, which is a data reduction technique. The method is characterized in that a basic structure in observed data is searched by researching internal dependency relations among a plurality of variables, and the basic data structure is represented by a few imaginary variables. The above correlation quantities will be filtered out in the process of mass data verification.

In some embodiments, S500 includes the steps of:

s510, when the engine torque response coefficient is a ratio type numerical value without a unit, multiplying the engine real torque demand and the engine torque response coefficient to obtain an engine real torque response value;

and S520, when the engine torque response coefficient is a unit of existence and is Nm, adding the engine real torque demand and the engine torque response coefficient to obtain an engine real torque response value.

An embodiment of the present invention further provides, as shown in fig. 2, an apparatus for calculating a torque response demand of an engine, comprising:

an engine true torque request calculation module to:

acquiring an initial torque demand of the engine according to the throttle signal and the engine rotating speed;

calculating an engine accessory torque demand based on air tank pressure and fan speed;

determining an engine true torque demand according to the sum of the engine initial torque demand and an engine accessory torque demand;

the engine torque response coefficient calculation module is used for taking the engine air inlet temperature, the air inlet pressure/flow, the atmospheric pressure and the ambient temperature as factors influencing torque response to obtain an engine torque response coefficient;

an engine true torque response value obtaining module for multiplying or adding the engine true torque request and the engine torque response coefficient to obtain an engine true torque response value;

the engine real torque request calculation module is further configured to:

obtaining a sum of the engine initial torque request and an engine accessory torque request;

and comparing the sum of the initial torque demand of the engine and the torque demand of the accessories of the engine with the real torque response value of the engine obtained in the previous period, and taking the larger value of the two as the real torque demand of the engine in the period.

Through the embodiment, the problem that in the prior art, only the requirement of a driver on the torque is considered in the process of calculating the torque, and the influence of multidimensional factors on the torque response cannot be integrated is considered, so that the torque response estimation is not accurately judged. The method comprises the steps of considering the influence of accessory work made by air tank pressure and fan rotating speed on engine torque in an algorithm, further adding the influence of atmospheric pressure and ambient temperature on torque response into the algorithm, calculating a real torque response value in a mode of multiplying or adding a real torque demand and an engine torque response coefficient, and enabling the calculated real torque response value to be more accurate by synthesizing factors such as engine initial torque demand, engine accessory torque demand, engine intake temperature, intake pressure/flow, atmospheric pressure and ambient temperature and the like so as to achieve the purpose of improving the accurate control of the engine on torque response. Meanwhile, considering that the torque demand of the engine is not constant, the torque response value of the engine can be adjusted in time, so that the engine outputs a proper engine response peak value when the engine is changed in an ascending way, the effect of less oil injection under the same throttle is achieved, and the oil consumption is greatly reduced.

In the description of the present invention, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present invention. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

It is to be noted that, in the present invention, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The foregoing are merely exemplary embodiments of the present invention, which enable those skilled in the art to understand or practice the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.