CN119244381A - Engine control method and device - Google Patents
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Abstract
本申请公开了一种发动机控制方法及装置，该方法为：获得同一时间内所采集的第一信号和第二信号；基于第一信号和第二信号之间的相位差，判定发动机与增程电机之间的联轴器是否发生形变；在联轴器发生形变的情况下，根据相位差，确定对应的修正扭矩；利用修正扭矩，对目标控制扭矩进行修正，以获得有效控制扭矩；基于有效控制扭矩，控制发动机进行工作。该方法考虑发动机和增程电机之间的联轴器形变所产生的反作用力，根据第一信号和第二信号之间的相位差，确定对应的修正扭矩，来针对PID控制所输出的目标控制扭矩进行修正，以解决PID控制超调的问题，从而避免增程电机和发动机之间发生震荡。
The present application discloses an engine control method and device, the method comprising: obtaining a first signal and a second signal collected at the same time; determining whether the coupling between the engine and the range-extending motor is deformed based on the phase difference between the first signal and the second signal; in the case of deformation of the coupling, determining the corresponding correction torque based on the phase difference; using the correction torque, correcting the target control torque to obtain an effective control torque; and controlling the engine to work based on the effective control torque. The method takes into account the reaction force generated by the deformation of the coupling between the engine and the range-extending motor, and determines the corresponding correction torque based on the phase difference between the first signal and the second signal to correct the target control torque output by the PID control, so as to solve the problem of overshoot of the PID control, thereby avoiding oscillation between the range-extending motor and the engine.
Description
Technical Field
The application relates to the technical field of engines, in particular to an engine control method and an engine control device.
Background
In the range-extending hybrid transmission system, because the range-extending motor and the engine are respectively required to adjust torque or rotating speed, the torque or rotating speed difference and vibration can be inevitably generated between the range-extending motor and the engine, an elastic coupling is required to be arranged between the engine and the range-extending motor, and a buffer effect can be achieved between the engine and the range-extending motor while torque is transmitted. The reliability of the coupling is related to the rotation speed (or torque) difference, and the reduction of the rotation speed difference and the vibration are managed to improve the reliability of the range-increasing hybrid transmission system.
Aiming at the range-increasing hybrid transmission system, the existing engine control strategy adopts PID control, namely when the actual rotating speed deviates from the target rotating speed, the deviation is utilized to follow the actual rotating speed to the target rotating speed. However, the PID control only considers the difference between the target rotating speed and the actual rotating speed, which may cause overshoot of the PID control, and further cause oscillation between the range-extending motor and the engine, which is not beneficial to the stability of the range-extending hybrid transmission system.
Disclosure of Invention
The application provides an engine control method and device, and aims to solve the problem of overshoot of PID (proportion integration differentiation) control so as to avoid oscillation between a range-extending motor and an engine.
In order to achieve the above object, the present application provides the following technical solutions:
an engine control method comprising:
Acquiring a first signal and a second signal acquired in the same time, wherein the first signal represents a signal acquired by a first sensor, the first sensor is used for monitoring the rotating speed of an engine, the second signal represents a signal acquired by a second sensor, and the second sensor is used for monitoring the rotating speed of a range-extending motor;
judging whether a coupler between the engine and the range-extending motor is deformed or not based on the phase difference between the first signal and the second signal;
Under the condition that the coupler is deformed, corresponding correction torque is determined according to the phase difference;
Correcting a target control torque by using the correction torque to obtain an effective control torque, wherein the target control torque is a control torque obtained by PID control based on a rotational speed difference of the engine, and the rotational speed difference is a difference between a monitoring value of the rotational speed of the engine and a target value, and the monitoring value is determined based on the first signal;
and controlling the engine to work based on the effective control torque.
Optionally, based on the phase difference between the first signal and the second signal, determining whether the coupling between the engine and the range-extending motor is deformed includes:
Determining a phase difference between the first signal and the second signal;
if the phase difference meets the preset requirement, determining that a coupler between the engine and the range-extending motor is not deformed;
and if the phase difference does not meet the preset requirement, determining that the coupler between the engine and the range-extending motor is deformed.
Optionally, determining the corresponding correction torque according to the phase difference includes:
determining a current driving scene of a vehicle based on driving parameters of the vehicle;
and inquiring target test torques corresponding to the current driving scene and the phase difference from a preset relation table to determine the target test torques as corresponding correction torques, wherein the preset relation table comprises a plurality of test torques, and a sample driving scene and a sample phase difference corresponding to each test torque.
Optionally, correcting the target control torque by using the correction torque to obtain an effective control torque includes:
obtaining a target control torque;
and determining the effective control torque based on the sum value of the target control torque and the correction torque, wherein the effective control torque is larger than the target control torque if the correction torque is positive in value, and smaller than the target control torque if the correction torque is negative in value.
Optionally, the value of the correction torque is determined based on the phase difference, wherein when the phase difference is positive, the value of the correction torque is positive, and when the phase difference is negative, the value of the correction torque is negative.
Optionally, determining the phase difference between the first signal and the second signal includes:
determining a corresponding first sinusoidal quantity based on the first signal;
Determining a corresponding second sinusoidal quantity based on the second signal, wherein the second sinusoidal quantity has the same frequency as the first sinusoidal quantity;
Calculating a difference between the primary phase of the first sinusoidal quantity and the primary phase of the second sinusoidal quantity;
based on the difference, a phase difference between the first signal and the second signal is determined.
Optionally, when the difference is equal to 0, it is determined that the phase difference meets the preset requirement, and when the difference is not equal to 0, it is determined that the phase difference does not meet the preset requirement.
An engine control apparatus comprising:
The system comprises a signal acquisition unit, a first sensor, a second sensor, a first sensor and a second sensor, wherein the signal acquisition unit is used for acquiring a first signal and a second signal acquired in the same time;
A deformation determination unit configured to determine whether a coupling between the engine and the range-extending motor is deformed based on a phase difference between the first signal and the second signal;
The torque determining unit is used for determining corresponding correction torque according to the phase difference under the condition that the coupler is deformed;
the torque correction unit is used for correcting a target control torque by utilizing the correction torque to obtain an effective control torque, wherein the target control torque is obtained by PID control based on the rotating speed difference of the engine, and the rotating speed difference is the difference between a monitoring value of the rotating speed of the engine and a target value;
and the engine control unit is used for controlling the engine to work based on the effective control torque.
Optionally, the deformation determination unit is specifically configured to:
Determining a phase difference between the first signal and the second signal;
if the phase difference meets the preset requirement, determining that a coupler between the engine and the range-extending motor is not deformed;
and if the phase difference does not meet the preset requirement, determining that the coupler between the engine and the range-extending motor is deformed.
Optionally, the torque determining unit is specifically configured to:
determining a current driving scene of a vehicle based on driving parameters of the vehicle;
and inquiring target test torques corresponding to the current driving scene and the phase difference from a preset relation table to determine the target test torques as corresponding correction torques, wherein the preset relation table comprises a plurality of test torques, and a sample driving scene and a sample phase difference corresponding to each test torque.
Optionally, the torque correction unit is specifically configured to:
obtaining a target control torque;
and determining the effective control torque based on the sum value of the target control torque and the correction torque, wherein the effective control torque is larger than the target control torque if the correction torque is positive in value, and smaller than the target control torque if the correction torque is negative in value.
Optionally, the torque correction unit is specifically configured to:
The value of the correction torque is determined based on the phase difference, wherein when the phase difference is positive, the value of the correction torque is positive, and when the phase difference is negative, the value of the correction torque is negative.
Optionally, the deformation determination unit is specifically configured to:
determining a corresponding first sinusoidal quantity based on the first signal;
Determining a corresponding second sinusoidal quantity based on the second signal, wherein the second sinusoidal quantity has the same frequency as the first sinusoidal quantity;
Calculating a difference between the primary phase of the first sinusoidal quantity and the primary phase of the second sinusoidal quantity;
based on the difference, a phase difference between the first signal and the second signal is determined.
Optionally, the deformation determination unit is specifically configured to:
And when the difference value is equal to 0, determining that the phase difference meets the preset requirement, and when the difference value is not equal to 0, determining that the phase difference does not meet the preset requirement.
A storage medium comprising a stored program, wherein the program when executed by a processor performs the engine control method.
A vehicle comprises a processor, a memory and a bus, wherein the processor is connected with the memory through the bus;
The memory is used for storing a program, and the processor is used for running the program, wherein the program is executed by the processor to execute the engine control method.
According to the technical scheme provided by the application, the first signal and the second signal acquired in the same time are obtained. And judging whether the coupler between the engine and the range-extending motor is deformed or not based on the phase difference between the first signal and the second signal. When the coupler is deformed, corresponding correction torque is determined according to the phase difference. And correcting the target control torque by utilizing the correction torque to obtain the effective control torque. The engine is controlled to operate based on the effective control torque. According to the application, the reactive force generated by the deformation of the coupler between the engine and the range-extending motor is considered, and the corresponding correction torque is determined according to the phase difference between the first signal and the second signal, so that the target control torque output by PID control is corrected, the problem of overshoot of the PID control is solved, and the vibration between the range-extending motor and the engine is avoided.
Drawings
In order to more clearly illustrate the embodiments of the application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of an engine control method according to an embodiment of the present application;
FIG. 2 is a flow chart of another engine control method according to an embodiment of the present disclosure;
FIG. 3 is a flow chart of another engine control method according to an embodiment of the present disclosure;
FIG. 4 is a flow chart of another engine control method according to an embodiment of the present disclosure;
FIG. 5 is a flow chart of another engine control method according to an embodiment of the present disclosure;
fig. 6 is a schematic diagram of an architecture of an engine control device according to an embodiment of the present application;
FIG. 7 is a schematic diagram of a range-extending hybrid transmission system according to an embodiment of the present application;
FIG. 8 is a schematic diagram of a sensor deployment location according to an embodiment of the present application;
FIG. 9 is a schematic diagram of a first signal waveform according to an embodiment of the present application;
FIG. 10 is a schematic diagram of a second signal waveform according to an embodiment of the present application;
FIG. 11 is a schematic diagram illustrating comparison of signal waveforms according to an embodiment of the present application;
fig. 12 is a schematic diagram of another signal waveform comparison according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the present disclosure, 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, and the terms "comprise," "include," 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 one does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.
The applicant finds that the existing engine control strategy is PID control, the PID control only considers the difference between the target rotating speed and the actual rotating speed, the coupler can apply a reaction force to the engine because of the rotating speed difference, and the reaction force enables deformation torque of the coupler to be counted in the target control torque output by the PID control, so that the PID control is over-regulated, oscillation occurs between the range-extending motor and the engine, and the stability of the range-extending hybrid transmission system is not facilitated.
Based on the findings of the applicant, the embodiment of the application provides an engine control method, which is used for correcting target control torque output by PID control by considering reaction force generated by deformation of a coupler between an engine and an extended-range motor, so as to solve the problem of overshoot of the PID control, and further avoid oscillation between the extended-range motor and the engine.
Referring to fig. 1, a flow chart of an engine control method according to an embodiment of the present application is provided, and the flow chart can be applied to an electronic control unit (Electronic Control Unit, ECU) of a vehicle, and includes the following steps.
S101, acquiring a first signal and a second signal acquired in the same time.
The first signal represents a signal acquired by a first sensor, the first sensor is used for monitoring the rotating speed of the engine, the second signal represents a signal acquired by a second sensor, and the second sensor is used for monitoring the rotating speed of the range-extending motor.
In some examples, the first sensor and the second sensor may be of the type of rotational speed sensor.
It should be noted that, the first sensor is preset on the engine for monitoring the engine speed, and the second sensor is preset on the range-extending motor for monitoring the range-extending motor speed.
In some examples, referring to the range-extending hybrid architecture shown in fig. 7, the engine and the range-extending motor are coupled by a coupling. Specifically, the engine is used for providing power for a range-extending motor, and the range-extending motor is used for providing power for driving and energy storage of the vehicle.
In a possible embodiment, the first sensor and the second sensor are deployed in a manner as shown in fig. 8.
In a possible embodiment, the coupling may be an elastic coupling mountable between a flywheel of the engine and the range motor for transmitting torque between the engine and the range motor.
S102, judging whether a coupler between the engine and the range-extending motor is deformed or not based on the phase difference between the first signal and the second signal.
Wherein when the engine and the range motor are completely synchronous, the coupler has no deformation, the first signal and the second signal are completely synchronous, i.e. the phase difference between the first signal and the second signal is equal to 0, when the engine and the range-extending motor are not synchronous, the coupler deforms, and a phase difference is generated between the first signal and the second signal, namely the phase difference between the first signal and the second signal is not equal to 0.
Optionally, the implementation process of determining whether the coupling between the engine and the extended-range motor is deformed based on the phase difference between the first signal and the second signal may be referred to as steps and explanation of the steps shown in fig. 2.
And S103, when the coupler is deformed, determining corresponding correction torque according to the phase difference.
When the coupler deforms, the coupler generates a reaction force to affect PID control of the engine speed, therefore, corresponding correction torque is required to be determined according to the phase difference, and correction is carried out on target control torque output by the PID control, so that the problem of overshoot of the PID control is solved.
Alternatively, the implementation of determining the corresponding correction torque according to the phase difference may be described with reference to the steps shown in fig. 4 and the explanation of the steps.
And S104, correcting the target control torque by utilizing the correction torque to obtain the effective control torque.
The target control torque is control torque obtained by PID control based on a rotational speed difference of the engine, the rotational speed difference is a difference between a monitored value of the rotational speed of the engine and a target value, and the monitored value is determined based on the first signal.
Optionally, the target control torque is corrected by using the correction torque to obtain an effective control torque, and reference may be made to the steps shown in fig. 5 and the explanation of the steps.
And S105, controlling the engine to work based on the effective control torque.
After the effective control torque is obtained, the effective control torque is sent to an engine controller, and the engine controller is triggered to respond to the effective control torque so as to control the engine to work.
The flow shown in S101-S105 considers the reaction force generated by the deformation of the coupling between the engine and the extended-range motor, and determines the corresponding correction torque according to the phase difference between the first signal and the second signal, so as to correct the target control torque output by the PID control, thereby solving the problem of overshoot of the PID control and avoiding the oscillation between the extended-range motor and the engine.
As shown in fig. 2, a flowchart of another engine control method according to an embodiment of the present application includes the following steps.
S201, determining a phase difference between the first signal and the second signal.
The frequency of the first signal is the same as the frequency of the second signal, and therefore, the phase difference between the first signal and the second signal can be calculated by utilizing the initial phase of the signals.
Alternatively, the determination of the phase difference between the first signal and the second signal may be performed by referring to the steps shown in fig. 3 and an explanation of the steps.
S202, judging whether the phase difference meets the preset requirement.
Wherein, if the phase difference satisfies the preset requirement, S203 is performed, and if the phase difference does not satisfy the preset requirement, S204 is performed.
In some examples, the preset requirement may be that the phase difference be equal to 0.
And S203, determining that the coupler between the engine and the range-extending motor is not deformed.
The phase difference is equal to 0, which means that the range-extending motor and the engine are completely synchronous, so that the coupler is not deformed.
S204, determining that the coupler between the engine and the range-extending motor deforms.
The phase difference is not equal to 0, which means that the range-extending motor and the engine are not synchronous, so that the coupler deforms.
The flow shown in S201 to S204 may determine whether the coupling between the engine and the extended-range motor is deformed by using the phase difference between the first signal and the second signal.
As shown in fig. 3, a flowchart of another engine control method according to an embodiment of the present application includes the following steps.
And S301, determining a corresponding first sine quantity based on the first signal.
The first sensor is a rotation speed sensor, and therefore, the first sensor can convert the rotation speed of the engine into electric quantity to output, so that a first signal (which can be an analog signal and a digital signal) with a waveform conforming to a specified rule is obtained.
In some examples, the waveform of the first signal may be as shown with reference to fig. 9.
And S302, based on the second signal, determining a corresponding second sine quantity.
Wherein the second sinusoidal quantity is at the same frequency as the first sinusoidal quantity.
It should be noted that, the second sensor is a rotation speed sensor, and therefore, the second sensor can convert the rotation speed of the range-extending motor into electric quantity for output, so as to obtain a second signal (which can be an analog signal and a digital signal) with a waveform conforming to a specified rule.
In some examples, the waveform of the second signal may be as shown with reference to fig. 10.
S303, calculating the difference value between the first sine quantity initial phase and the second sine quantity initial phase.
In this case, instead of the difference between the initial phases of the first and second sinusoids, the difference between the phases of the first and second sinusoids may be calculated.
And S304, determining the phase difference between the first signal and the second signal based on the difference value.
In this case, when the difference is equal to 0, the phase difference between the first signal and the second signal may be represented as shown in fig. 11, and when the difference is not equal to 0, the phase difference between the first signal and the second signal may be represented as shown in fig. 12.
Optionally, when the difference is equal to 0, the phase difference is determined to meet the preset requirement, and when the difference is not equal to 0, the phase difference is determined to not meet the preset requirement.
The process shown in S301 to S304 may calculate the phase difference between the first signal and the second signal by using the first sinusoidal quantity corresponding to the first signal and the second sinusoidal quantity corresponding to the second signal.
As shown in fig. 4, a flowchart of another engine control method according to an embodiment of the present application includes the following steps.
S401, determining the current driving scene of the vehicle based on the driving parameters of the vehicle.
The driving parameters of the vehicle include, but are not limited to, parameters such as vehicle speed, accelerator pedal depth, and the like.
In some examples, the types of current driving scenarios include, but are not limited to, constant speed travel, low speed travel, high speed travel, emergency braking, speeding, and the like.
It can be appreciated that after the driving parameters of the vehicle are obtained, the current driving scenario of the vehicle can be further determined according to whether the driving parameters meet the corresponding threshold conditions.
S402, inquiring target test torque corresponding to the current driving scene and the phase difference from a preset relation table, and determining the target test torque as corresponding correction torque.
The preset relation table comprises a plurality of test torques, and a sample driving scene and a sample phase difference corresponding to each test torque.
It should be noted that, the preset relation table may be preset based on the factory of the vehicle, and the preset relation table corresponds to the model of the vehicle, so as to be suitable for the range-extending hybrid transmission system of the vehicle.
The flow shown in the above steps S401-S402 may determine the corresponding correction torque based on the current driving scenario and the phase difference of the vehicle, so as to provide an effective reference for solving the overshoot of the PID control.
As shown in fig. 5, a flowchart of another engine control method according to an embodiment of the present application includes the following steps.
S501, obtaining a target control torque.
Wherein the target control torque of the PID control output can be obtained directly from the ECU.
And S502, determining that the effective control torque is based on the sum value of the target control torque and the correction torque.
And if the value of the correction torque is a negative number, the effective control torque is smaller than the target control torque.
In some examples, the target control torque is denoted as Trq PID, the correction torque is denoted as Trq Correction , and the effective control torque is denoted as Trq Effective and effective , then Trq Effective and effective ＝TrqPID+Trq Correction .
Optionally, the value of the correction torque is determined based on the phase difference, wherein the value of the correction torque is positive when the phase difference is positive and the value of the correction torque is negative when the phase difference is negative.
When the coupler deforms, the effective control torque is utilized to replace the target control torque, and the coupler torque compensation is introduced on the basis of traditional rotational speed PID control, so that the target control torque calculated by PID is prevented from inaccurately causing the overshoot of PID control, and oscillation between the engine and the range-extending motor is avoided.
The process shown in S501-S502 above may utilize the correction torque to correct the target control torque to obtain an effective control torque, so as to prevent the target control torque calculated by the PID from inaccurately causing the overshoot of the PID control, thereby avoiding the oscillation between the engine and the extended-range motor.
Fig. 6 is a schematic structural diagram of an engine control device according to an embodiment of the present application, including the following units.
The signal acquisition unit 100 is configured to obtain a first signal and a second signal acquired at the same time, where the first signal represents a signal acquired by a first sensor, the first sensor is configured to monitor an engine speed, and the second signal represents a signal acquired by a second sensor, and the second sensor is configured to monitor a range-extending motor speed.
And the deformation judging unit 200 is used for judging whether the coupler between the engine and the range-extending motor is deformed or not based on the phase difference between the first signal and the second signal.
Optionally, the deformation determination unit 200 is specifically configured to determine a phase difference between the first signal and the second signal, determine that the coupling between the engine and the extended-range motor is not deformed if the phase difference meets a preset requirement, and determine that the coupling between the engine and the extended-range motor is deformed if the phase difference does not meet the preset requirement.
Alternatively, the deformation determination unit 200 is specifically configured to determine a corresponding first sinusoidal quantity based on the first signal, determine a corresponding second sinusoidal quantity based on the second signal, where the second sinusoidal quantity has the same frequency as the first sinusoidal quantity, calculate a difference between an initial phase of the first sinusoidal quantity and an initial phase of the second sinusoidal quantity, and determine a phase difference between the first signal and the second signal based on the difference.
Optionally, the deformation determination unit 200 is specifically configured to determine that the phase difference meets the preset requirement when the difference value is equal to 0, and determine that the phase difference does not meet the preset requirement when the difference value is not equal to 0.
And a torque determining unit 300 for determining a corresponding correction torque according to the phase difference when the coupling is deformed.
Optionally, the torque determining unit 300 is specifically configured to determine a current driving scenario of the vehicle based on driving parameters of the vehicle, query a preset relation table for a target test torque corresponding to the current driving scenario and the phase difference, and determine the target test torque as a corresponding correction torque, where the preset relation table includes a plurality of test torques, and a sample driving scenario and a sample phase difference corresponding to each test torque.
The torque correction unit 400 is configured to correct a target control torque to obtain an effective control torque by using a correction torque, where the target control torque is a control torque obtained by performing PID control based on a rotational speed difference of the engine, the rotational speed difference is a difference between a monitored value of the rotational speed of the engine and a target value, and the monitored value is determined based on the first signal.
Optionally, the torque correction unit 400 is specifically configured to obtain a target control torque, determine that the target control torque is an effective control torque based on a sum value between the target control torque and the correction torque, where the effective control torque is greater than the target control torque if the correction torque has a positive value, and the effective control torque is less than the target control torque if the correction torque has a negative value.
Optionally, the torque correction unit 400 is specifically configured to determine the value of the correction torque based on the phase difference, where the value of the correction torque is positive when the phase difference is positive and the value of the correction torque is negative when the phase difference is negative.
The engine control unit 500 is used for controlling the engine to work based on the effective control torque.
And the units shown above determine corresponding correction torque according to the phase difference between the first signal and the second signal in consideration of the reaction force generated by the deformation of the coupling between the engine and the range-extending motor, so as to correct the target control torque output by PID control, solve the problem of overshoot of the PID control and avoid oscillation between the range-extending motor and the engine.
The present application also provides a computer-readable storage medium including a stored program, wherein the program executes the engine control method provided by the present application.
The application also provides a vehicle which is provided with the range-extending hybrid transmission system and comprises a processor, a memory and a bus. The processor is connected with the memory through a bus, the memory is used for storing a program, and the processor is used for running the program, wherein the engine control method provided by the application is executed when the program runs.
Furthermore, the functions described above in embodiments of the application may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic that may be used include Field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems-on-a-chip (SOCs), complex Programmable Logic Devices (CPLDs), and the like.
While several specific implementation details are included in the above discussion, these should not be construed as limiting the scope of the application. 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.
The above description is only illustrative of the preferred embodiments of the present application and of the principles of the technology employed. It will be appreciated by persons skilled in the art that the scope of the disclosure referred to in the present application is not limited to the specific combinations of technical features described above, but also covers other technical features formed by any combination of the technical features described above or their equivalents without departing from the spirit of the disclosure. Such as the above-mentioned features and the technical features disclosed in the present application (but not limited to) having similar functions are replaced with each other.
Claims (10)
1. An engine control method, characterized by comprising:
Acquiring a first signal and a second signal acquired in the same time, wherein the first signal represents a signal acquired by a first sensor, the first sensor is used for monitoring the rotating speed of an engine, the second signal represents a signal acquired by a second sensor, and the second sensor is used for monitoring the rotating speed of a range-extending motor;
judging whether a coupler between the engine and the range-extending motor is deformed or not based on the phase difference between the first signal and the second signal;
Under the condition that the coupler is deformed, corresponding correction torque is determined according to the phase difference;
Correcting a target control torque by using the correction torque to obtain an effective control torque, wherein the target control torque is a control torque obtained by PID control based on a rotational speed difference of the engine, and the rotational speed difference is a difference between a monitoring value of the rotational speed of the engine and a target value, and the monitoring value is determined based on the first signal;
and controlling the engine to work based on the effective control torque.
2. The method of claim 1, wherein determining whether a coupling between the engine and the extended-range motor is deformed based on a phase difference between the first signal and the second signal comprises:
Determining a phase difference between the first signal and the second signal;
if the phase difference meets the preset requirement, determining that a coupler between the engine and the range-extending motor is not deformed;
and if the phase difference does not meet the preset requirement, determining that the coupler between the engine and the range-extending motor is deformed.
3. The method of claim 1, wherein determining a corresponding correction torque based on the phase difference comprises:
determining a current driving scene of a vehicle based on driving parameters of the vehicle;
and inquiring target test torques corresponding to the current driving scene and the phase difference from a preset relation table to determine the target test torques as corresponding correction torques, wherein the preset relation table comprises a plurality of test torques, and a sample driving scene and a sample phase difference corresponding to each test torque.
4. The method of claim 1, wherein correcting the target control torque to obtain an effective control torque using the correction torque comprises:
obtaining a target control torque;
and determining the effective control torque based on the sum value of the target control torque and the correction torque, wherein the effective control torque is larger than the target control torque if the correction torque is positive in value, and smaller than the target control torque if the correction torque is negative in value.
5. The method of claim 4, wherein the correction torque is determined based on the phase difference, wherein the correction torque is positive when the phase difference is positive and wherein the correction torque is negative when the phase difference is negative.
6. The method of claim 2, wherein determining the phase difference between the first signal and the second signal comprises:
determining a corresponding first sinusoidal quantity based on the first signal;
Determining a corresponding second sinusoidal quantity based on the second signal, wherein the second sinusoidal quantity has the same frequency as the first sinusoidal quantity;
Calculating a difference between the primary phase of the first sinusoidal quantity and the primary phase of the second sinusoidal quantity;
based on the difference, a phase difference between the first signal and the second signal is determined.
7. The method of claim 6, wherein the phase difference is determined to meet the preset requirement when the difference is equal to 0, and wherein the phase difference is determined not to meet the preset requirement when the difference is not equal to 0.
8. An engine control apparatus, comprising:
The system comprises a signal acquisition unit, a first sensor, a second sensor, a first sensor and a second sensor, wherein the signal acquisition unit is used for acquiring a first signal and a second signal acquired in the same time;
A deformation determination unit configured to determine whether a coupling between the engine and the range-extending motor is deformed based on a phase difference between the first signal and the second signal;
The torque determining unit is used for determining corresponding correction torque according to the phase difference under the condition that the coupler is deformed;
the torque correction unit is used for correcting a target control torque by utilizing the correction torque to obtain an effective control torque, wherein the target control torque is obtained by PID control based on the rotating speed difference of the engine, and the rotating speed difference is the difference between a monitoring value of the rotating speed of the engine and a target value;
and the engine control unit is used for controlling the engine to work based on the effective control torque.
9. A storage medium comprising a stored program, wherein the program when executed by a processor performs the engine control method of any one of claims 1-7.
10. The vehicle is characterized by comprising a processor, a memory and a bus, wherein the processor is connected with the memory through the bus;
The memory is configured to store a program, and the processor is configured to execute the program, wherein the program when executed by the processor performs the engine control method according to any one of claims 1 to 7.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202411469394.5A CN119244381A (en) | 2024-10-21 | 2024-10-21 | Engine control method and device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202411469394.5A CN119244381A (en) | 2024-10-21 | 2024-10-21 | Engine control method and device |
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| Publication Number | Publication Date |
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| CN119244381A true CN119244381A (en) | 2025-01-03 |
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| CN202411469394.5A Pending CN119244381A (en) | 2024-10-21 | 2024-10-21 | Engine control method and device |
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| CN (1) | CN119244381A (en) |
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- 2024-10-21 CN CN202411469394.5A patent/CN119244381A/en active Pending
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