Torque correction method and device, computer readable storage medium and product

Abstract

The invention discloses a torque correction method and device, a computer readable storage medium and a product, and relates to the technical field of automobiles, and the method comprises the following steps: obtaining a target torque and an actual torque of an engine; obtaining a difference value between the target torque and the actual torque equivalent; and according to the difference value, the friction torque of the engine is updated, and the actual torque of the engine is updated according to the updated friction torque, so that the target torque of the engine is basically the same as the actual torque. The actual torque of the engine can be basically the same as the target torque, the difference value between the target torque and the actual torque equivalent, namely the scatter difference between the actual torque and the target torque, is compensated into the friction torque, the actual torque is updated again, the actual torque of the engine can be closer to the target torque, and the engine reliability is improved. Therefore, the influence of scattered difference on the torque of the hybrid vehicle is reduced, and the conditions of feed and runaway are reduced.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a torque correction method and device, a computer-readable storage medium and a product. Background Art

[0002] The power generation mode of PHEV is that the vehicle controller requests the speed of the GCU and the torque of the engine, which are finally converted into power generation.

[0003] However, there are problems such as the actual torque failing to meet the demand, causing the vehicle to run out of power or even run out of power, or the actual torque being too large, causing the GCU to fail to stabilize the engine, causing the engine speed to exceed the limit, thus affecting the reliability of the vehicle. Summary of the invention

[0004] The present application provides a torque correction method and device, a computer-readable storage medium and a product to solve the existing problem of excessive or insufficient actual torque causing power feeding or flying.

[0005] In a first aspect, the present application provides a method for correcting torque of a hybrid vehicle engine and a generator, comprising the following steps:

[0006] Obtain the target torque and actual torque of the engine;

[0007] Obtain the difference between the target torque and the actual torque equivalent;

[0008] According to the difference, the friction torque of the engine is updated, and the actual torque of the engine is updated according to the updated friction torque, so that the target torque of the engine is substantially the same as the actual torque.

[0009] For PHEV models, the vehicle controller calculates the vehicle's driving power + accessory power consumption + range extender efficiency and converts them into power generation speed and torque. At the same time, the engine and GCU inform the vehicle controller of the current actual power generation speed and torque through feedback torque and speed. If the speed and power required by the vehicle are consistent, the speed and torque will not be increased or decreased additionally, and the current speed and torque will be maintained.

[0010] From the perspective of hardware design, the allowable dispersion of the engine is ±5%, or 10nm, and the allowable dispersion of the GCU is ±3%, or 6nm, so the normal deviation range reaches a deviation of 16nm. If the dispersion of the engine or GCU is larger, the torque deviation will be larger. When the negative dispersion of the engine and the GCU is too large, the entire torque deviation will be less than -16nm, but the torque fed back by the engine to the vehicle controller can meet the needs of the vehicle, and the actual torque cannot meet the power requirements, which leads to the vehicle power being exhausted or even fed back; when the positive deviation of the engine and the GCU is too large, the entire torque deviation will be greater than 16nm, but the torque fed back by the engine to the vehicle controller cannot show the actual torque, which is too large, causing the GCU to fail to stabilize the engine speed and cause the engine speed to overspeed.

[0011] The dispersion is used to measure the dispersion of data points relative to their average value. The size of the dispersion reflects the variability or unevenness of the data, that is, when each engine is manufactured and used, under the same operating conditions, the deviation of its torque from the standard torque is different, so the dispersion of each vehicle is different, and these differences are usually ignored, resulting in that when generating electricity, if the GCU feedback speed and the torque fed back by the engine are consistent with the requirements of the vehicle controller, but the negative dispersion of the engine is too large, there will be a negative deviation between the actual power generation torque and the feedback torque, which will lead to insufficient actual power generation and ultimately lead to power feeding. When generating electricity, if the GCU feedback speed and the torque fed back by the engine are consistent with the requirements of the vehicle controller, but the positive dispersion of the engine is too large, there will be a positive deviation between the actual power generation torque and the feedback torque, which will lead to a large actual power generation and a large engine torque. Finally, the GCU cannot hold the engine speed, which leads to the engine speed running away.

[0012] The present application obtains the difference between the target torque and the actual torque equivalent; updates the friction torque of the engine according to the difference, and updates the actual torque of the engine according to the updated friction torque. The actual torque of the engine can be made substantially the same as the target torque, and the difference between the target torque and the actual torque equivalent, that is, the dispersion difference between the actual torque and the target torque, is compensated to the friction torque, and the actual torque is updated again, so that the actual torque of the engine can be closer to the target torque, thereby reducing the influence of the dispersion difference on the torque of the hybrid vehicle and reducing the feeding and running away situations.

[0013] It should be noted that the target torque is usually provided by the vehicle controller to the engine control system, and is calculated based on the current vehicle power demand. The actual torque is usually fed back to the vehicle controller by the GCU and the engine control system.

[0014] It should be noted that the friction torque of the engine is usually a calibrated quantity, which is continuously adjusted according to the working conditions and vehicle signals. Therefore, by updating the difference between the target torque and the actual torque equivalent to the friction torque, the friction torque can be corrected to make the actual torque closer to the target torque.

[0015] In some embodiments, obtaining the target torque and actual torque of the engine includes:

[0016] Obtain driving parameters of hybrid vehicles;

[0017] If the driving parameters meet the preset conditions, the target torque and actual torque of the engine are obtained.

[0018] Since the vehicle will encounter various working conditions when driving, and the influence of dispersion on the vehicle torque has different severity under different working conditions, the torque correction is determined by the driving parameters meeting the preset conditions. This can make corrections only under the working conditions where the torque dispersion has a large impact on the vehicle, while in other working conditions, the torque dispersion has a small impact on the vehicle and no torque dispersion correction is performed, thereby improving decision-making efficiency.

[0019] In some embodiments, the driving parameters include vehicle mode, vehicle drive mode, engine speed change rate and engine water temperature. Usually, the vehicle mode is REV mode. The working principle of REV mode is to use a small internal combustion engine as a generator. When the battery power is lower than a certain level, the generator will start to charge the battery and provide enough power to the motor to maintain the vehicle's driving. The vehicle drive mode is a series mode. In this mode, the internal combustion engine does not directly drive the wheels, but generates electricity through the generator. This electricity can be used to drive the motor immediately or stored in the battery through the controller. The engine speed change rate is usually less than 20rpm / s, that is, the engine speed is in a stable state. The engine water temperature is usually higher than 60°C, which proves that the engine is running under a hot engine. That is, in some embodiments of the present application, only the series power generation condition is considered, the engine is running under a hot engine, the main purpose is to maintain power, the vehicle requires a large power, and the running speed is relatively fast. Under the condition, consider correcting the torque dispersion so that the actual torque is closer to the required torque. This condition is usually more common on highways and urban expressways.

[0020] In some embodiments, in obtaining the difference between the target torque and the actual torque equivalent, the target torque is G1, the actual torque is G2, the speed ratio is k, and the difference between the target torque and the actual torque equivalent is △G, where: △G = G1-k*G2*(-1). Since the actual torque is the GCU torque, it is connected to the engine through gears, and the gears have a speed ratio, so it is necessary to multiply the speed ratio to convert the GCU torque into the engine torque. Since the GCU torque is a negative value, it is necessary to multiply it by -1 so that the engine torque and the GCU torque are on the same horizontal line. Usually the speed ratio can be 2.73. It should be noted that the actual torque when calculating the difference between the target torque and the actual torque equivalent is calculated by the torque provided by the GCU, and the torque provided by the GCU is converted into the actual torque of the engine by multiplying the speed ratio.

[0021] In some embodiments, updating the friction torque of the engine according to the difference, and updating the actual torque of the engine according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque includes:

[0022] If the difference is greater than the first preset value, subtract the friction torque from the difference to obtain an updated friction torque;

[0023] The actual torque of the engine is updated according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque.

[0024] If the difference is too large, it means that the actual torque is too small and needs to be increased. The actual torque is related to the combustion torque and the friction torque. The combustion torque is not easy to control, and the friction torque is a calibrated quantity. The friction torque can be reduced by subtracting the absolute value of the friction torque from the difference, and the updated friction torque is obtained, so that the actual torque is close to the target torque, and the actual power generation can be aligned with the power generation required by the vehicle to maintain the power generation and avoid power failure. Usually, the first preset value is 5% to 8% of the target torque value, that is, if the target torque is 3000r / min, the first preset value is 150 to 240r / min. Specifically, the friction torque of the engine is G3, and the updated friction torque of the engine is G3', which satisfies: G3' = G3-△G.

[0025] In some embodiments, updating the friction torque of the engine according to the difference, and updating the actual torque of the engine according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque includes:

[0026] If the difference is less than the second preset value, the friction torque is added to the absolute value of the difference to obtain an updated friction torque;

[0027] The actual torque of the engine is updated according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque.

[0028] If the difference is too small, it means that the actual torque is too large and needs to be reduced. The actual torque is related to the combustion torque and the friction torque. The combustion torque is not easy to control, and the friction torque is a calibration quantity. The friction torque can be increased by adding the absolute value of the friction torque to the difference, and the friction torque is updated, so that the actual torque is close to the target torque. In this way, the actual power generation can be reduced to avoid excessive engine torque, which causes the GCU to be unable to pull the car. Usually, the second preset value is -5% to 8% of the target torque value, that is, if the target torque is 3000r / min, the second preset value is -150 to -240r / min. The friction torque of the engine is G3, and the updated friction torque of the engine is G3', which satisfies: G3' = G3 + |△G|.

[0029] In some embodiments, the engine friction torque is updated according to the difference, and the actual torque of the engine is updated according to the updated friction torque, so that the target torque of the engine is basically the same as the actual torque. The combustion torque of the engine is G0, the updated friction torque of the engine is G3', and the updated actual torque of the engine is G2', wherein: G2'=G0-G3'. The real torque of the engine=engine combustion torque-engine friction torque. The real torque of the engine is uncontrollable, and the combustion torque of the engine is also uncontrollable. Therefore, the difference is updated to the friction torque so that the real torque is consistent with the target torque. It should be noted that the real torque here is the actual engine torque calculated, and the actual torque fed back by the GCU does not need to be used, so the influence of the speed ratio does not need to be considered.

[0030] In a second aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the torque correction method for a hybrid vehicle engine and a generator described in the first aspect are implemented.

[0031] In a third aspect, the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the torque correction method for a hybrid vehicle engine and a generator described in the first aspect.

[0032] In a fourth aspect, the present application provides a vehicle engine start judgment device, comprising:

[0033] An acquisition module, used for acquiring a target torque and an actual torque of the engine and acquiring a difference between the target torque and the actual torque equivalent;

[0034] The execution module updates the friction torque of the engine according to the difference, and updates the actual torque of the engine according to the updated friction torque, so that the target torque of the engine is substantially the same as the actual torque.

[0035] By obtaining the difference between the target torque and the actual torque equivalent, updating the engine's friction torque based on the difference, and updating the engine's actual torque based on the updated friction torque, the engine's actual torque can be made substantially the same as the target torque, and the difference between the target torque and the actual torque equivalent, that is, the dispersion difference between the actual torque and the target torque, is compensated to the friction torque, and the actual torque is updated again, so that the engine's actual torque can be closer to the target torque, thereby reducing the impact of dispersion on the torque of the hybrid vehicle and reducing the situation of power feeding and running away. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0037] Figure 1 It is a flow chart of a torque correction method for a hybrid vehicle engine and a generator according to the first embodiment of the present application.

[0038] Figure 2 It is a flow chart of a torque correction method for a hybrid vehicle engine and a generator according to the second embodiment of the present application.

[0039] Figure 3 It is a flow chart of a torque correction method for a hybrid vehicle engine and a generator according to the third embodiment of the present application.

[0040] Figure 4 It is a flow chart of a torque correction method for a hybrid vehicle engine and a generator according to a fourth embodiment of the present application.

[0041] Figure 5 Schematic diagram of torque correction of a hybrid vehicle engine and a generator according to an embodiment of the present application. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solution and advantages of the present application clearer, the technical solution of the present application will be clearly and completely described below in combination with the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application.

[0043] The power generation mode of PHEV is that the vehicle controller requests the speed of the GCU and the torque of the engine, which are finally converted into power generation.

[0044] However, there are problems such as the actual torque failing to meet the demand, causing the vehicle to run out of power or even run out of power, or the actual torque being too large, causing the GCU to fail to stabilize the engine, causing the engine speed to exceed the limit, thus affecting the reliability of the vehicle.

[0045] For PHEV models, the vehicle controller calculates the vehicle's driving power + accessory power consumption + range extender efficiency and converts them into power generation speed and torque. At the same time, the engine and GCU inform the vehicle controller of the current actual power generation speed and torque through feedback torque and speed. If the speed and power required by the vehicle are consistent, the speed and torque will not be increased or decreased additionally, and the current speed and torque will be maintained.

[0046] From the perspective of hardware design, the allowable dispersion of the engine is ±5%, or 10nm, and the allowable dispersion of the GCU is ±3%, or 6nm, so the normal deviation range reaches a deviation of 16nm. If the dispersion of the engine or GCU is larger, the torque deviation will be larger. When the negative dispersion of the engine and the GCU is too large, the entire torque deviation will be less than -16nm, but the torque fed back by the engine to the vehicle controller can meet the needs of the vehicle, and the actual torque cannot meet the power requirements, which leads to the vehicle power being exhausted or even fed back; when the positive deviation of the engine and the GCU is too large, the entire torque deviation will be greater than 16nm, but the torque fed back by the engine to the vehicle controller cannot show the actual torque is too large, which will cause the GCU to fail to stabilize the engine speed and cause the engine speed to exceed the speed.

[0047] The dispersion is used to measure the dispersion of data points relative to their average value. The size of the dispersion reflects the variability or unevenness of the data, that is, when each engine is manufactured and used, under the same operating conditions, the deviation of its torque from the standard torque is different, so the dispersion of each vehicle is different, and these differences are usually ignored, resulting in that when generating electricity, if the GCU feedback speed and the torque fed back by the engine are consistent with the requirements of the vehicle controller, but the negative dispersion of the engine is too large, there will be a negative deviation between the actual power generation torque and the feedback torque, which will lead to insufficient actual power generation and ultimately lead to power feeding. When generating electricity, if the GCU feedback speed and the torque fed back by the engine are consistent with the requirements of the vehicle controller, but the positive dispersion of the engine is too large, there will be a positive deviation between the actual power generation torque and the feedback torque, which will lead to a large actual power generation and a large engine torque. Finally, the GCU cannot hold the engine speed, which leads to the engine speed running away.

[0048] In view of this, the present application provides a torque correction method and device, a computer-readable storage medium and a product to solve the existing problem of excessive or insufficient actual torque causing power feeding or flying.

[0049] First, as Figure 1 As shown, the present application provides a method for correcting the torque of a hybrid vehicle engine and a generator, comprising the following steps:

[0050] S100, obtaining a target torque and an actual torque of the engine;

[0051] S200, obtaining a difference between a target torque and an actual torque equivalent;

[0052] S300: Update the friction torque of the engine according to the difference, and update the actual torque of the engine according to the updated friction torque, so that the target torque of the engine is substantially the same as the actual torque.

[0053] The present application obtains the difference between the target torque and the actual torque equivalent; updates the friction torque of the engine according to the difference, and updates the actual torque of the engine according to the updated friction torque. The actual torque of the engine can be made substantially the same as the target torque, and the difference between the target torque and the actual torque equivalent, that is, the dispersion difference between the actual torque and the target torque, is compensated to the friction torque, and the actual torque is updated again, so that the actual torque of the engine can be closer to the target torque, thereby reducing the influence of the dispersion difference on the torque of the hybrid vehicle and reducing the feeding and running away situations.

[0054] It should be noted that the target torque is usually provided by the vehicle controller to the engine control system, and is calculated based on the current vehicle power demand. The actual torque is usually fed back to the vehicle controller by the GCU and the engine control system.

[0055] It should be noted that the friction torque of the engine is usually a calibrated quantity, which is continuously adjusted according to the working conditions and vehicle signals. Therefore, by updating the difference between the target torque and the actual torque equivalent to the friction torque, the friction torque can be corrected to make the actual torque closer to the target torque.

[0056] Combined with the first aspect, Figure 2 As shown, in some embodiments provided in the present application, obtaining the target torque and actual torque of the engine includes:

[0057] S101, obtaining driving parameters of a hybrid vehicle;

[0058] S102: If the driving parameters meet the preset conditions, the target torque and actual torque of the engine are obtained.

[0059] Since a vehicle will encounter various operating conditions when driving, and the impact of dispersion on vehicle torque has different severity under different operating conditions, the torque correction is determined by the driving parameters meeting the preset conditions. This allows correction to be made only under conditions where the torque dispersion has a large impact on the vehicle, while in other conditions where the torque dispersion has a small impact on the vehicle, no torque dispersion correction is performed, thereby improving decision-making efficiency.

[0060] In combination with the first aspect, in some embodiments provided in the present application, the driving parameters include vehicle mode, vehicle drive mode, engine speed change rate and engine water temperature. Generally, the vehicle mode is REV mode. The working principle of REV mode is to use a small internal combustion engine as a generator. When the battery power is lower than a certain level, the generator will start to charge the battery and provide enough power to the motor to maintain the vehicle's driving. The vehicle drive mode is a series mode. In this mode, the internal combustion engine does not directly drive the wheels, but generates electricity through the generator. This electricity can be used to drive the motor immediately or stored in the battery through the controller. The engine speed change rate is usually less than 20rpm / s, that is, the engine speed is in a stable state. The engine water temperature is usually higher than 60°C, which proves that the engine is running under a hot engine. That is, in some embodiments of the present application, only the series power generation condition is considered. The engine runs under a hot engine. The main purpose is to save electricity. Under the condition where the power required by the vehicle is relatively large and the running speed is relatively fast, it is considered to correct the dispersion of the torque so that the actual torque is closer to the required torque. This kind of working condition is usually more common on highways and urban expressways.

[0061] In combination with the first aspect, in some embodiments provided in the present application, in obtaining the difference between the target torque and the actual torque equivalent, the target torque is G1, the actual torque is G2, the speed ratio is k, and the difference between the target torque and the actual torque equivalent is △G, wherein: △G=G1-k*G2*(-1). Since the actual torque is the GCU torque, which is connected to the engine through gears, and the gears have a speed ratio, it is necessary to multiply the speed ratio to convert the GCU torque into the engine torque. Since the GCU torque is a negative value, it is necessary to multiply by -1 so that the engine torque and the GCU torque are on the same horizontal line, and the speed ratio can usually be 2.73. It should be noted that the actual torque when calculating the difference between the target torque and the actual torque equivalent is calculated by the torque provided by the GCU, and the torque provided by the GCU is converted into the actual torque of the engine by multiplying the speed ratio.

[0062] Combined with the first aspect, Figure 3 As shown, in some embodiments provided in the present application, updating the friction torque of the engine according to the difference, and updating the actual torque of the engine according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque includes:

[0063] S301, if the difference is greater than a first preset value, subtract the friction torque from the difference to obtain an updated friction torque;

[0064] S302: Update the actual torque of the engine according to the updated friction torque, so that the target torque of the engine is substantially the same as the actual torque.

[0065] If the difference is too large, it means that the actual torque is too small and needs to be increased. The actual torque is related to the combustion torque and the friction torque. The combustion torque is not easy to control, and the friction torque is a calibrated quantity. The friction torque can be reduced by subtracting the absolute value of the friction torque from the difference, and the updated friction torque is obtained, so that the actual torque is close to the target torque, and the actual power generation can be aligned with the power generation required by the vehicle to maintain the power generation and avoid power failure. Usually, the first preset value is 5% to 8% of the target torque value, that is, if the target torque is 3000r / min, the first preset value is 150 to 240r / min. Specifically, the friction torque of the engine is G3, and the updated friction torque of the engine is G3', which satisfies: G3' = G3-△G.

[0066] Combined with the first aspect, Figure 4 As shown, in some embodiments provided in the present application, updating the friction torque of the engine according to the difference, and updating the actual torque of the engine according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque includes:

[0067] S303, if the difference is less than the second preset value, adding the friction torque to the absolute value of the difference to obtain an updated friction torque;

[0068] S304: Update the actual torque of the engine according to the updated friction torque, so that the target torque of the engine is substantially the same as the actual torque.

[0069] If the difference is too small, it means that the actual torque is too large and needs to be reduced. The actual torque is related to the combustion torque and the friction torque. The combustion torque is not easy to control, and the friction torque is a calibration quantity. The friction torque can be increased by adding the absolute value of the friction torque to the difference, and the friction torque is updated, so that the actual torque is close to the target torque. In this way, the actual power generation can be reduced to avoid excessive engine torque, which causes the GCU to be unable to pull the car. Usually, the second preset value is -5% to 8% of the target torque value, that is, if the target torque is 3000r / min, the second preset value is -150 to -240r / min. The friction torque of the engine is G3, and the updated friction torque of the engine is G3', which satisfies: G3' = G3 + |△G|.

[0070] In combination with the first aspect, in some embodiments provided in the present application, the engine friction torque is updated according to the difference, and the actual torque of the engine is updated according to the updated friction torque, so that the target torque of the engine is basically the same as the actual torque. The combustion torque of the engine is G0, the updated friction torque of the engine is G3', and the updated actual torque of the engine is G2', wherein: G2'=G0-G3'. The real torque of the engine=engine combustion torque-engine friction torque. The real torque of the engine is uncontrollable, and the combustion torque of the engine is also uncontrollable. Therefore, the difference is updated to the friction torque so that the real torque is consistent with the target torque. It should be noted that the real torque here is the actual engine torque calculated, and the actual torque fed back by the GCU does not need to be used, so the influence of the speed ratio does not need to be considered.

[0071] In a second aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the torque correction method for a hybrid vehicle engine and a generator described in the first aspect are implemented.

[0072] In a third aspect, the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the torque correction method for a hybrid vehicle engine and a generator described in the first aspect.

[0073] Fourthly, Figure 5 As shown, the present application provides a vehicle engine start judgment device, comprising:

[0074] An acquisition module, used for acquiring a target torque and an actual torque of the engine and acquiring a difference between the target torque and the actual torque equivalent;

[0075] The execution module updates the friction torque of the engine according to the difference, and updates the actual torque of the engine according to the updated friction torque, so that the target torque of the engine is substantially the same as the actual torque.

[0076] By obtaining the difference between the target torque and the actual torque equivalent, updating the engine's friction torque based on the difference, and updating the engine's actual torque based on the updated friction torque, the engine's actual torque can be made substantially the same as the target torque, and the difference between the target torque and the actual torque equivalent, that is, the dispersion difference between the actual torque and the target torque, is compensated to the friction torque, and the actual torque is updated again, so that the engine's actual torque can be closer to the target torque, thereby reducing the impact of dispersion on the torque of the hybrid vehicle and reducing the situation of power feeding and running away.

[0077] In summary, by obtaining the difference between the target torque and the actual torque equivalent, updating the engine's friction torque according to the difference, and updating the engine's actual torque according to the updated friction torque, the engine's actual torque can be made substantially the same as the target torque, and the difference between the target torque and the actual torque equivalent, that is, the dispersion difference between the actual torque and the target torque, is compensated to the friction torque, and the actual torque is updated again, so that the engine's actual torque can be made closer to the target torque, thereby reducing the impact of the dispersion difference on the torque of the hybrid vehicle and reducing the feeding and running-away situations.

[0078] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, device, product or equipment that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or equipment. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to be different types.

[0079] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0080] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0081] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0082] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0083] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for correcting torque of a hybrid vehicle engine and a generator, characterized in that: The following steps are involved: Obtain the target torque and actual torque of the engine; Obtain the difference between the target torque and the actual torque equivalent; According to the difference, the friction torque of the engine is updated, and the actual torque of the engine is updated according to the updated friction torque, so that the target torque of the engine is substantially the same as the actual torque.

2. The torque correction method for a hybrid vehicle engine and a generator as claimed in claim 1, characterized in that: The obtaining of the target torque and the actual torque of the engine comprises: Obtain driving parameters of hybrid vehicles; If the driving parameters meet the preset conditions, the target torque and actual torque of the engine are obtained.

3. The torque correction method for a hybrid vehicle engine and a generator as claimed in claim 2, characterized in that: The driving parameters include vehicle mode, vehicle driving mode, engine speed change rate and engine water temperature.

4. The torque correction method for a hybrid vehicle engine and a generator as claimed in claim 1, characterized in that: In obtaining the difference between the target torque and the actual torque equivalent, the target torque is G1, the actual torque is G2, the speed ratio is k, and the difference between the target torque and the actual torque equivalent is △G, △G=G1-k*G2*(-1).

5. The method for correcting the torque of a hybrid vehicle engine and a generator as claimed in claim 4, characterized in that: The updating of the friction torque of the engine according to the difference, and updating the actual torque of the engine according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque includes: If the difference is greater than the first preset value, subtract the friction torque from the difference to obtain an updated friction torque; The actual torque of the engine is updated according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque.

6. The method for correcting the torque of a hybrid vehicle engine and a generator as claimed in claim 4, characterized in that: The updating of the friction torque of the engine according to the difference, and updating the actual torque of the engine according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque includes: If the difference is less than the second preset value, the friction torque is added to the absolute value of the difference to obtain an updated friction torque; The actual torque of the engine is updated according to the updated friction torque so that the target torque of the engine is substantially the same as the actual torque.

7. The torque correction method for a hybrid vehicle engine and a generator as claimed in claim 1, characterized in that: The engine friction torque is updated according to the difference, and the engine actual torque is updated according to the updated friction torque, so that the target torque of the engine is basically the same as the actual torque. The engine combustion torque is G0, the updated engine friction torque is G3', and the updated engine actual torque is G2', wherein: G2'=G0-G3'.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the torque correction method for a hybrid vehicle engine and a generator as claimed in any one of claims 1 to 7 are implemented.

9. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the torque correction method for a hybrid vehicle engine and a generator as claimed in any one of claims 1 to 7 are implemented.

10. A torque correction device for a hybrid vehicle engine and a generator, characterized in that: include: An acquisition module, used for acquiring a target torque and an actual torque of the engine and acquiring a difference between the target torque and the actual torque equivalent; as well as The execution module updates the friction torque of the engine according to the difference, and updates the actual torque of the engine according to the updated friction torque, so that the target torque of the engine is substantially the same as the actual torque.

Images