Hybrid engine idle control method, device, controller and storage medium
By dividing the idle torque demand into engine and motor torques, and using PID and ECMS algorithms to control the idle speed of the hybrid system, the problem of balancing fuel consumption and emissions under idle conditions is solved, and a balance between fuel consumption and emissions under idle conditions is achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- UNITED AUTOMOTIVE ELECTRONICS SYST
- Filing Date
- 2022-11-11
- Publication Date
- 2026-07-10
AI Technical Summary
In existing hybrid power systems, it is difficult to balance fuel consumption and emissions under engine idling conditions, and there is a lack of effective solutions on the market.
By dividing the idle torque demand into the total torque demand of the engine and the total torque demand of the electric motor, the PID control method and ECMS energy management algorithm are used to control the idle operation of the engine and the electric motor respectively, so as to achieve a balance between engine emissions and fuel consumption under idle conditions.
It achieves a balance between engine emissions and fuel consumption at idle, reducing fuel consumption and improving the efficiency of idle control.
Smart Images
Figure CN115675434B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the technical field of new energy vehicle control technology, specifically to a hybrid engine idle speed control method, device, controller, and storage medium. Background Technology
[0002] With the continuous development of automotive electronics technology, more and more energy-saving and emission-reduction control schemes are being applied to automobiles to meet increasingly stringent emission and fuel consumption regulations. For vehicles with engines, idling is a common operating condition. Under this condition, the engine does not output torque; instead, it mainly overcomes its own resistance and accessory wear to maintain a stable speed.
[0003] Although energy is still consumed while idling, certain special situations, such as catalytic converter heating, component self-learning, and diagnostics, all rely on engine idling. Therefore, idling is still necessary. Generally, the standard idle speed for an engine is set between 700 rpm and 900 rpm. On the one hand, if the engine idles between 700 rpm and 900 rpm, the combustion chamber temperature and exhaust temperature can be well controlled and maintained, achieving relatively good emissions, but increasing fuel consumption. On the other hand, if the engine is stopped instead of idling, there is no fuel consumption, but the combustion chamber temperature and exhaust temperature will gradually decrease over time, potentially leading to higher emissions upon the next start.
[0004] For hybrid powertrain engines, fuel consumption and emissions are mutually constrained during idling, and there is currently no good solution on the market that can balance engine emissions and fuel consumption during idling. Summary of the Invention
[0005] This application provides a hybrid engine idle speed control method, device, controller, and storage medium, which can solve the problem of balancing engine emissions and fuel consumption in related technologies.
[0006] In a first aspect, embodiments of this application provide a hybrid engine idle speed control method, including:
[0007] Based on the target idle speed required by the engine and the actual engine speed obtained, the idle torque requirement is obtained by using the PID control method.
[0008] The idle speed torque requirement is processed to obtain the dynamic torque and the static torque.
[0009] Based on a pre-defined torque demand allocation method, the dynamic torque and static torque are processed to obtain the total engine torque demand and the total motor torque demand.
[0010] Based on the total torque demand of the engine and the total torque demand of the motor, the engine and motor are controlled to idle.
[0011] In some embodiments, obtaining the required idle torque using a PID control method based on the engine's target idle speed and the obtained actual engine speed includes:
[0012] The engine speed difference is obtained by subtracting the target idle speed from the actual engine speed.
[0013] The speed difference is mathematically processed to obtain the proportional part Kp, the integral part Ki, and the differential part Kd;
[0014] Based on a preset processing formula, the idle speed torque requirement is obtained. The processing formula is as follows:
[0015] DesTrq = PCtrq + Kp + Ki + Kd;
[0016] Wherein, DesTrq is the idle speed required torque, and PCtrq is the preset pre-controlled torque.
[0017] In some embodiments, the process of obtaining the dynamic portion torque and the static portion torque based on the idle speed demand torque includes:
[0018] The idle speed demand torque is filtered to obtain the static part of the idle speed demand torque;
[0019] The dynamic torque is obtained by subtracting the static portion of the torque from the idle speed required torque.
[0020] In some embodiments, processing the dynamic and static partial torques based on a preset torque demand allocation method to obtain the total engine torque demand and the total electric motor torque demand includes:
[0021] Based on a pre-defined torque allocation method, the dynamic torque is allocated to obtain the engine dynamic torque and the motor dynamic torque.
[0022] Based on a pre-defined torque allocation method, the static torque is allocated to obtain the engine static torque and the motor static torque.
[0023] The total required torque of the engine is obtained by adding the dynamic torque and the static torque of the engine.
[0024] The total required torque of the motor is obtained by adding the dynamic torque and the static torque of the motor.
[0025] In some embodiments, the allocation of the dynamic portion torque based on a preset demand torque allocation method to obtain the engine dynamic portion torque and the electric motor dynamic portion torque includes:
[0026] Based on the preset motor capability coefficient and the dynamic torque, the dynamic torque of the motor is obtained;
[0027] The dynamic torque of the engine is obtained by subtracting the dynamic torque of the motor from the dynamic torque.
[0028] In some embodiments, the allocation of the static portion torque based on a preset demand torque allocation method to obtain the engine static portion torque and the motor static portion torque includes:
[0029] The static torque is allocated using the ECMS energy management algorithm to obtain the static torque of the engine and the static torque of the motor.
[0030] In some embodiments, the allocation of the static torque using the ECMS energy management algorithm to obtain the engine static torque and the motor static torque includes:
[0031] Based on a preset static torque distribution formula, the static torque is distributed using an iterative loop to obtain multiple alternative static torque distribution schemes.
[0032] Calculate the total energy consumption corresponding to each of the alternative static torque distribution schemes. The total energy consumption refers to the sum of the equivalent fuel consumption of the electric motor and the fuel consumption of the engine.
[0033] The alternative static torque distribution scheme with the lowest corresponding total energy consumption is selected as the target static torque distribution scheme.
[0034] Based on the target static torque distribution scheme, the static torque of the engine and the static torque of the motor are obtained.
[0035] Secondly, embodiments of this application provide an in-vehicle control device, comprising:
[0036] The idle speed torque calculation module is used to obtain the idle speed torque based on the target idle speed required by the engine and the actual engine speed obtained, using the PID control method.
[0037] The idle speed demand torque distribution module is used to process the idle speed demand torque to obtain the dynamic part torque and the static part torque;
[0038] The total demand torque allocation module is used to process the dynamic part torque and the static part torque based on a preset demand torque allocation method to obtain the total demand torque of the engine and the total demand torque of the motor.
[0039] The equipment control module is used to control the idling speed of the engine and the motor based on the total torque demand of the engine and the total torque demand of the motor.
[0040] Thirdly, embodiments of this application provide an on-board control device, which is applied in a new energy vehicle. The on-board control device includes a processor and a memory. The memory stores a computer program, and when the processor executes the computer program, it implements the hybrid engine idle speed control method as described in the first aspect.
[0041] Fourthly, embodiments of this application provide a storage medium storing a program, which, when executed by a processor, is used to implement the hybrid engine idle speed control method as described in the first aspect.
[0042] The technical solution of this application has at least the following advantages:
[0043] 1. By dividing the idle speed torque demand into the total engine torque demand and the total motor torque demand, residual motor control of idle speed is achieved. Compared with the traditional method of engine-only idle speed control, this helps to achieve a balance between engine emissions and fuel consumption during idle speed. Attached Figure Description
[0044] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0045] Figure 1 This is a flowchart of a hybrid engine idle speed control method provided in an exemplary embodiment of this application;
[0046] Figure 2 This is a flowchart illustrating S30 provided in an exemplary embodiment of this application;
[0047] Figure 3 This is a structural block diagram of an on-board control device provided in an exemplary embodiment of this application;
[0048] Figure 4 This is a structural block diagram of an on-board control device provided in an exemplary embodiment of this application. Detailed Implementation
[0049] The technical solutions of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0050] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0051] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components; and they can refer to a wireless connection or a wired connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0052] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.
[0053] This application provides a hybrid engine idle speed control method, which is mainly based on the on-board controller in new energy vehicles and can be applied to the idle speed control process of new energy vehicles. (Refer to...) Figure 1 Hybrid engine idle speed control methods may include the following:
[0054] S10: Based on the target idle speed required by the engine and the actual engine speed obtained, the idle torque requirement is obtained using the PID control method.
[0055] For example, the vehicle controller has a pre-stored target idle speed. When idle speed control is required, the vehicle controller can obtain the actual engine speed at the current moment and use the PID control method to process the target idle speed and the actual engine speed to obtain the required idle torque.
[0056] S20: Processes the torque demand at idle speed, obtaining the dynamic torque and static torque.
[0057] For example, the vehicle controller can further distribute the idle torque demand to obtain dynamic torque and static torque.
[0058] S30: Based on the preset torque demand distribution method, process the dynamic part torque and the static part torque to obtain the total torque demand of the engine and the total torque demand of the motor.
[0059] For example, the vehicle controller can use a preset torque demand allocation method to further allocate the dynamic torque and static torque obtained in S20, and finally obtain the total torque demand of the engine and the total torque demand of the motor.
[0060] S40: Controls the idling speed of the engine and motor based on the total torque demand of the engine and the total torque demand of the motor.
[0061] For example, the vehicle controller can adjust the engine torque to the engine's total required torque and the motor torque to the motor's total required torque, thereby controlling the idling operation of the engine and motor.
[0062] Generally, traditional engines, due to their slow torque response at low speeds, reserve some torque by retarding the ignition timing to cope with sudden increases in torque demand, which reduces engine efficiency. By adopting the above-mentioned technical solution, electric motor-assisted control is implemented, thus eliminating the need for engine torque reserve. Furthermore, because the electric motor participates in controlling the idle speed, the target idle speed can be set lower, reducing fuel consumption.
[0063] Optionally, in another embodiment, the above-described S10 includes, but is not limited to, the following:
[0064] Subtract the target idle speed from the actual engine speed to obtain the speed difference.
[0065] For example, the vehicle controller can subtract the target idle speed from the actual engine speed to obtain the speed difference. When the speed difference is positive, it means that the actual engine speed is higher than the target idle speed, and the larger the speed difference, the smaller the subsequent idle torque requirement. When the speed difference is negative, it means that the actual engine speed is lower than the target idle speed, and the smaller the speed difference, the larger the subsequent idle torque requirement.
[0066] Mathematical operations are performed on the speed difference to obtain the proportional part Kp, the integral part Ki, and the differential part Kd.
[0067] For example, the vehicle controller can perform mathematical operations on the speed difference based on a preset calculation method to obtain the proportional part Kp, the integral part Ki, and the derivative part Kd.
[0068] Based on the preset processing formula, the idle speed torque requirement is obtained.
[0069] The processing formula is as follows:
[0070] DesTrq = PCtrq + Kp + Ki + Kd;
[0071] In the above processing formula, DesTrq is the idle speed required torque, and PCtrq is the preset pre-controlled torque.
[0072] For example, the vehicle controller can substitute the proportional part Kp, integral part Ki, and derivative part Kd obtained in the aforementioned steps into the above processing formula to obtain the idle speed required torque.
[0073] Optionally, in another embodiment, S20 described above includes, but is not limited to, the following:
[0074] The idle speed demand torque is filtered to obtain the static part of the idle speed demand torque.
[0075] For example, since rapid torque interference often occurs at idle speeds, such as when suddenly turning on the air conditioner or starting to move forward, it can cause significant fluctuations in the idle torque demand. Therefore, in order to properly distribute torque between the motor and the engine, the vehicle controller can first filter the idle torque demand to obtain the static portion of the idle torque demand.
[0076] The dynamic torque is obtained by subtracting the static torque from the idle torque requirement.
[0077] For example, the vehicle controller can subtract the static torque from the idle torque requirement to obtain the corresponding dynamic torque.
[0078] Optionally, in another embodiment, S30 described above includes, but is not limited to, the following:
[0079] S301: Based on a preset torque distribution method, the dynamic torque is distributed to obtain the engine dynamic torque and the motor dynamic torque.
[0080] For example, the vehicle controller can divide the dynamic torque into engine dynamic torque and motor dynamic torque based on a preset torque allocation method. It's important to note that, generally, motor output is achieved directly by adjusting parameters such as input current and voltage, resulting in a fast response. In contrast, the engine operates on a cylinder-by-cylinder basis, leading to a slower torque response, especially at low speeds where the longer cycle time of each cylinder is more pronounced. Therefore, to quickly meet demand, the dynamic torque should be allocated as much as possible to the motor, considering the capabilities of the electrical system (motor, battery, etc.). If the motor cannot meet the demand, then it should be allocated to the engine. Furthermore, allocating the dynamic torque required at idle to the motor as much as possible also helps the engine maintain a more stable operating state, thereby improving NVH (noise, vibration, and harshness) and enhancing driver comfort.
[0081] Optionally, in some embodiments, the above-described S301 may include the following:
[0082] Based on the preset motor capability coefficient and dynamic torque, the dynamic torque of the motor is obtained.
[0083] For example, the vehicle controller can multiply the dynamic torque by a preset motor capability coefficient to obtain the dynamic torque of the motor.
[0084] Subtracting the motor's dynamic torque from the dynamic torque yields the engine's dynamic torque.
[0085] S302: Based on the preset required torque distribution method, the static torque is distributed to obtain the static torque of the engine and the static torque of the motor.
[0086] For example, the vehicle controller can divide the static torque into engine static torque and motor static torque based on a preset demand torque distribution method.
[0087] Furthermore, in some embodiments, the ECMS energy management algorithm is used to distribute the static torque. The basic principle of the ECMS energy management algorithm is to convert electrical energy consumption into equivalent fuel consumption.
[0088] Furthermore, in some embodiments, the process of allocating the static portion of torque using the ECMS energy management algorithm can be as follows:
[0089] Based on a pre-defined static torque distribution formula, the static torque is distributed using an iterative loop to obtain multiple alternative static torque distribution schemes.
[0090] For example, the static torque distribution formula may include:
[0091] ;
[0092] ;
[0093] in, Let k be the static torque of the motor, where k is a positive integer greater than or equal to 1, and The value is a preset lower limit of motor torque; A is a preset calibration value; The static torque of the engine is given by k, where k is a positive integer and greater than or equal to 1; DesTrq is the idle torque requirement.
[0094] The vehicle controller starts from k=1 and performs iterative loop calculations using the aforementioned static torque distribution formula, and The value is less than the preset upper limit of motor torque. Each iteration can obtain a set of alternative static torque allocation schemes. Each set of alternative static torque allocation schemes records a candidate motor static torque and a candidate engine static torque.
[0095] Calculate the total energy consumption corresponding to each group of alternative static torque distribution schemes.
[0096] Total energy consumption refers to the sum of the equivalent fuel consumption of the electric motor and the fuel consumption of the engine. The equivalent fuel consumption of the electric motor is obtained by converting the electric motor's energy consumption using the ECMS algorithm.
[0097] For example, the on-board controller can calculate the total energy consumption corresponding to each group of alternative static torque distribution schemes.
[0098] The alternative static torque distribution scheme with the lowest corresponding total energy consumption is selected as the target static torque distribution scheme.
[0099] For example, the vehicle controller can compare the total energy consumption corresponding to each group of alternative static torque distribution schemes and select the alternative static torque distribution scheme with the lowest total energy consumption as the target static torque distribution scheme.
[0100] Based on the target static torque distribution scheme, the static torque of the engine and the static torque of the motor are obtained.
[0101] For example, the vehicle controller can use the engine static torque and motor static torque in the target static torque distribution scheme as the final engine static torque and motor static torque.
[0102] S303: Add the engine's dynamic torque and static torque to obtain the engine's total required torque.
[0103] S304: Add the dynamic torque and static torque of the motor to obtain the total required torque of the motor.
[0104] Optionally, this application also provides an on-board control device, including:
[0105] The idle speed torque calculation module is used to obtain the idle speed torque based on the target idle speed required by the engine and the actual engine speed obtained, using the PID control method.
[0106] The idle speed torque distribution module is used to process the idle speed torque demand and obtain the dynamic part torque and the static part torque.
[0107] The total demand torque allocation module is used to process dynamic and static torques based on a preset demand torque allocation method to obtain the total demand torque of the engine and the total demand torque of the electric motor.
[0108] The equipment control module is used to control the idling speed of the engine and motor based on the total torque demand of the engine and the total torque demand of the motor.
[0109] Optionally, the idle speed torque calculation module is used to perform the following processing:
[0110] Subtract the target idle speed from the actual engine speed to obtain the speed difference;
[0111] Mathematical operations are performed on the speed difference to obtain the proportional part Kp, the integral part Ki, and the differential part Kd.
[0112] Based on a pre-defined processing formula, the idle speed torque requirement is obtained. The processing formula is as follows:
[0113] DesTrq = PCtrq + Kp + Ki + Kd;
[0114] Where DesTrq is the idle torque requirement, and PCtrq is the preset pre-controlled torque.
[0115] Optionally, the idle speed demand torque distribution module is used to perform the following processing:
[0116] The idle speed demand torque is filtered to obtain the static part of the idle speed demand torque.
[0117] The dynamic torque is obtained by subtracting the static torque from the idle torque requirement.
[0118] Optional, the total demand torque distribution module includes:
[0119] The dynamic torque allocation submodule is used to allocate the dynamic torque based on a preset demand torque allocation method, thereby obtaining the engine dynamic torque and the motor dynamic torque.
[0120] The static torque distribution submodule is used to distribute the static torque based on a preset required torque distribution method, thereby obtaining the static torque of the engine and the static torque of the motor.
[0121] The engine total torque demand calculation submodule is used to add the engine dynamic torque and the engine static torque to obtain the engine total torque demand.
[0122] The total torque demand calculation submodule is used to add the dynamic torque and static torque of the motor to obtain the total torque demand of the motor.
[0123] Optionally, the dynamic partial torque distribution submodule is used to perform the following processing:
[0124] Based on the preset motor capability coefficient and dynamic torque, the dynamic torque of the motor is obtained.
[0125] Subtracting the motor's dynamic torque from the dynamic torque yields the engine's dynamic torque.
[0126] Optionally, the static torque allocation submodule is used to allocate the static torque using the ECMS energy management algorithm to obtain the static torque of the engine and the static torque of the motor.
[0127] Optionally, the static torque distribution submodule is used to perform the following processing:
[0128] Based on the preset static torque distribution formula, the static torque is distributed using an iterative loop to obtain multiple sets of alternative static torque distribution schemes.
[0129] Calculate the total energy consumption corresponding to each group of alternative static torque distribution schemes. Total energy consumption refers to the sum of the equivalent fuel consumption of the electric motor and the fuel consumption of the engine.
[0130] The alternative static torque distribution scheme with the lowest corresponding total energy consumption is selected as the target static torque distribution scheme.
[0131] Based on the target static torque distribution scheme, the static torque of the engine and the static torque of the motor are obtained.
[0132] Optionally, this application also provides an on-board control device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the hybrid engine idle speed control method provided in the above-described method embodiments.
[0133] refer to Figure 4 This application also provides an in-vehicle control device, which includes a processor 410 and a memory 420.
[0134] Processor 410 may include one or more processing cores. Processor 410 connects to various parts of the device using various interfaces and lines, and performs various functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in memory 420, and by calling data stored in memory 420. Optionally, processor 410 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). Processor 410 may integrate one or more of a Central Processing Unit (CPU) and a modem. The CPU primarily handles the operating system and applications; the modem is used for wireless communication. It is understood that the modem may also not be integrated into processor 410 and may be implemented as a separate chip.
[0135] Optionally, when the processor 410 executes the program instructions in the memory 320, it implements the hybrid engine idle speed control method provided in the above-described method embodiments.
[0136] The memory 420 may include random access memory (RAM) or read-only memory. Optionally, the memory 420 may include a non-transitory computer-readable storage medium. The memory 420 may be used to store instructions, programs, code, code sets, or instruction sets. The memory 420 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function, instructions for implementing the various method embodiments described above, etc.; the data storage area may store data created according to the use of the device, etc.
[0137] Optionally, this application also provides a storage medium storing at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the hybrid engine idle speed control method provided in the above method embodiments.
[0138] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this application.
Claims
1. A hybrid engine idle speed control method, characterized in that, include: Based on the target idle speed required by the engine and the actual engine speed obtained, the idle torque requirement is obtained by using the PID control method. The idle speed torque requirement is processed to obtain the dynamic torque and the static torque. Based on a pre-defined torque demand allocation method, the dynamic torque and static torque are processed to obtain the total engine torque demand and the total motor torque demand. Based on the total torque demand of the engine and the total torque demand of the motor, control the engine and motor to idle. The step of processing the dynamic and static torque components based on a pre-defined torque demand allocation method to obtain the total engine torque demand and the total motor torque demand includes: Based on a pre-defined torque allocation method, the dynamic torque is allocated to obtain the engine dynamic torque and the motor dynamic torque. Based on a pre-defined torque allocation method, the static torque is allocated to obtain the engine static torque and the motor static torque. The total required torque of the engine is obtained by adding the dynamic torque and the static torque of the engine. The total required torque of the motor is obtained by adding the dynamic torque and the static torque of the motor.
2. The method according to claim 1, characterized in that, The idle torque requirement is obtained by using a PID control method based on the target idle speed required by the engine and the actual engine speed, including: The engine speed difference is obtained by subtracting the target idle speed from the actual engine speed. The speed difference is mathematically processed to obtain the proportional part Kp, the integral part Ki, and the differential part Kd; Based on a preset processing formula, the idle speed torque requirement is obtained. The processing formula is as follows: DesTrq = PCtrq + Kp + Ki + Kd; Wherein, DesTrq is the idle speed required torque, and PCtrq is the preset pre-controlled torque.
3. The method according to claim 1, characterized in that, Based on the idle torque demand, the dynamic torque and static torque are obtained, including: The idle speed demand torque is filtered to obtain the static part of the idle speed demand torque; The dynamic torque is obtained by subtracting the static portion of the torque from the idle speed required torque.
4. The method according to claim 1, characterized in that, The method for allocating dynamic torque based on a pre-defined torque demand distribution method to obtain dynamic torque of the engine and dynamic torque of the electric motor includes: Based on the preset motor capability coefficient and the dynamic torque, the dynamic torque of the motor is obtained; The dynamic torque of the engine is obtained by subtracting the dynamic torque of the motor from the dynamic torque.
5. The method according to claim 1, characterized in that, The method for allocating static torque based on a pre-defined torque demand distribution method to obtain the static torque of the engine and the static torque of the electric motor includes: The static torque is allocated using the ECMS energy management algorithm to obtain the static torque of the engine and the static torque of the motor.
6. The method according to claim 5, characterized in that, The method of allocating the static torque using the ECMS energy management algorithm to obtain the static torque of the engine and the static torque of the electric motor includes: Based on a preset static torque distribution formula, the static torque is distributed using an iterative loop to obtain multiple alternative static torque distribution schemes. Calculate the total energy consumption corresponding to each of the alternative static torque distribution schemes. The total energy consumption refers to the sum of the equivalent fuel consumption of the electric motor and the fuel consumption of the engine. The alternative static torque distribution scheme with the lowest corresponding total energy consumption is selected as the target static torque distribution scheme. Based on the target static torque distribution scheme, the static torque of the engine and the static torque of the motor are obtained.
7. A vehicle-mounted control device, characterized in that, include: The idle speed torque calculation module is used to obtain the idle speed torque based on the target idle speed required by the engine and the actual engine speed obtained, using the PID control method. The idle speed demand torque distribution module is used to process the idle speed demand torque to obtain the dynamic part torque and the static part torque; The total demand torque allocation module is used to process the dynamic part torque and the static part torque based on a preset demand torque allocation method to obtain the total demand torque of the engine and the total demand torque of the motor. The equipment control module is used to control the idling speed of the engine and the motor based on the total torque demand of the engine and the total torque demand of the motor. The total demand torque allocation module is also used to perform the following processing: Based on a pre-defined torque allocation method, the dynamic torque is allocated to obtain the engine dynamic torque and the motor dynamic torque. Based on a pre-defined torque allocation method, the static torque is allocated to obtain the engine static torque and the motor static torque. The total required torque of the engine is obtained by adding the dynamic torque and the static torque of the engine. The total required torque of the motor is obtained by adding the dynamic torque and the static torque of the motor.
8. An on-board control device, said on-board control device being used in new energy vehicles, characterized in that, The vehicle control device includes a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the method of any one of claims 1 to 6.
9. A storage medium storing a program that, when executed by a processor, implements the method as described in any one of claims 1-6.