Method, device, electronic device and storage medium for controlling engine torque

Abstract

Embodiments of the present application disclose a method, device, electronic device, and storage medium for controlling engine torque. The method for controlling engine torque includes: obtaining the gear state, engine operating state, and power battery state of charge value of the vehicle; determining the vehicle working condition according to the gear state, engine operating state, and power battery state of charge value; in the case where the vehicle working condition is a preset working condition, determining the stage of the vehicle working condition according to the power battery state of charge value to obtain a stage determination result; obtaining the engine demand torque value corresponding to the stage determination result; and controlling the engine according to the engine demand torque value. In this way, obtaining the corresponding engine demand torque value according to the stage of the vehicle working condition can make the power battery state of charge value reach a balance that infinitely approaches the rated upper limit value, avoid the engine from entering the zero-torque self-idle working condition, and thus solve the problem of knocking teeth caused by the engine self-idling in the hybrid system.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle power systems, and more particularly, to a method, device, electronic device, and computer-readable storage medium for controlling engine torque. Background Art

[0002] Hybrid power is a new energy vehicle technology different from traditional vehicles. Generally speaking, it refers to fuel-electric hybrid power, that is, on the basis of retaining a traditional internal combustion engine, an electric motor is used to provide auxiliary power. The system can be flexibly regulated according to the actual operating conditions of the whole vehicle, so that the engine always stays in the working area with the best comprehensive performance, which can effectively reduce its fuel consumption and emissions. The hybrid power system mainly consists of parts such as a control system, a drive system, and a battery pack. According to the connection method of hybrid power drive, the hybrid power system is mainly divided into three categories: a series hybrid power system, a parallel hybrid power system, and a series-parallel hybrid power system.

[0003] Currently, for vehicles equipped with a hybrid power system in the related art, after the state of charge of the power battery reaches the rated upper limit value, the engine will enter the self-idle working condition with zero torque. At this time, due to the gap between the gear pairs of the engine and the generator and the absence of torque, small fluctuations in engine torque are likely to cause gear knocking problems. Summary of the Invention

[0004] To solve the above technical problems, embodiments of the present application provide a method, device, electronic device, and computer-readable storage medium for controlling engine torque, so as to solve the gear knocking problem caused by engine self-idle in the hybrid power system.

[0005] According to one aspect of the embodiments of the present application, a method for controlling engine torque is provided. The method includes: obtaining the gear state, engine operating state, and state of charge value of the power battery of the vehicle; determining the vehicle working condition according to the gear state, the engine operating state, and the state of charge value of the power battery; when the vehicle working condition is a preset working condition, determining the stage of the vehicle working condition according to the state of charge value of the power battery to obtain a stage determination result; obtaining the engine demand torque value corresponding to the stage determination result; and controlling the engine according to the engine demand torque value.

[0006] In some embodiments, determining the vehicle working condition according to the gear state, the engine operating state, and the state of charge value of the power battery includes: judging the gear state, the engine operating state, and the state of charge value of the power battery; when the gear state is a preset gear, the engine operating state is a preset operating state, and the state of charge value of the power battery is greater than or equal to a preset critical value, determining that the vehicle working condition is a preset working condition.

[0007] In some embodiments, the stage of the vehicle operating condition is determined according to the state of charge value of the power battery to obtain a stage determination result, including: when the state of charge value of the power battery is within a first preset range, determining that the stage determination result is that the vehicle operating condition is in a first preset stage; and / or, when the state of charge value of the power battery is within a second preset range, determining that the stage determination result is that the vehicle operating condition is in a second preset stage.

[0008] In some embodiments, the first preset range and the second preset range are obtained by the following method: obtaining the rated upper limit value of the state of charge value of the power battery; determining a stage determination value according to the rated upper limit value and a preset critical value; determining the first preset range according to the preset critical value and the stage determination value, and determining the second preset range according to the rated upper limit value and the stage determination value.

[0009] In some embodiments, the engine demand torque value includes a first demand torque value; obtaining the engine demand torque value corresponding to the stage determination result includes: when the stage determination result is that the vehicle operating condition is in a first preset stage, obtaining the first real-time power consumption of the vehicle, the first engine idle speed, and the first power generation efficiency in the first preset stage; calculating according to the first real-time power consumption of the vehicle, the first engine idle speed, and the first power generation efficiency to obtain the first demand torque value.

[0010] In some embodiments, the engine demand torque value includes a second demand torque value; obtaining the engine demand torque value corresponding to the stage determination result includes: when the stage determination result is that the vehicle operating condition is in a second preset stage, obtaining the second real-time power consumption of the vehicle, the second engine idle speed, and the second power generation efficiency in the second preset stage; calculating according to the second real-time power consumption of the vehicle, the second engine idle speed, and the second power generation efficiency to obtain an alternative demand torque; correcting the alternative demand torque according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value to obtain the second demand torque value.

[0011] In some embodiments, correcting the alternative demand torque according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value to obtain the second demand torque value includes: determining the change rate of the state of charge value of the power battery according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value; correcting the alternative demand torque according to the change rate to obtain the second demand torque value.

[0012] According to one aspect of the embodiments of the present application, there is provided a device for controlling engine torque, the device comprising: a first acquisition module configured to acquire the gear state, the engine operating state, and the power battery state of charge value of the vehicle; a determination module configured to determine the vehicle operating condition according to the gear state, the engine operating state, and the power battery state of charge value; a determination module configured to, when the vehicle operating condition is a preset operating condition, determine the stage of the vehicle operating condition according to the power battery state of charge value to obtain a stage determination result; a second acquisition module configured to acquire the engine demand torque value corresponding to the stage determination result; and a control module configured to control the engine according to the engine demand torque value.

[0013] According to one aspect of the embodiments of the present application, there is provided an electronic device comprising one or more processors; a storage device for storing one or more programs, which when executed by the one or more processors cause the electronic device to implement the method for controlling engine torque as described above.

[0014] According to one aspect of the embodiments of the present application, there is provided a computer-readable storage medium having stored thereon a computer program, which when executed by a processor implements the method for controlling engine torque as described above.

[0015] In the technical solution provided by the embodiments of the present application, vehicle operating condition recognition is performed by real-time monitoring of the gear state, the engine operating state, and the power battery state of charge value of the vehicle, so as to determine the engine demand torque value when the vehicle is in a preset operating condition, obtain the corresponding engine demand torque value according to the stage of the vehicle operating condition, and control the engine torque according to the engine demand torque value, which can make the power battery state of charge value reach a balance infinitely approaching the rated upper limit value, avoid the engine from entering the zero-torque self-idle operating condition, and thus solve the problem of gear knocking between gears caused by engine self-idling in the hybrid system.

[0016] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application. Obviously, the following drawings in the description are only some embodiments of the present application, and those of ordinary skill in the art can obtain other drawings according to these drawings without creative efforts. In the drawings:

[0018] Figure 1It is a schematic flow chart of a method for controlling engine torque shown in an exemplary embodiment of the present application;

[0019] Figure 2 It is a schematic flow chart of a method for determining vehicle driving conditions shown in an exemplary embodiment of the present application;

[0020] Figure 3 is Figure 1 It is a schematic flow chart of a method for determining the stage of vehicle driving conditions according to the state of charge value of the power battery in step S130 in the shown embodiment and obtaining the stage determination result;

[0021] Figure 4 It is a schematic flow chart of a method for controlling engine torque shown in another exemplary embodiment of the present application;

[0022] Figure 5 It is a schematic structural diagram of a device for controlling engine torque shown in an exemplary embodiment of the present application;

[0023] Figure 6 It is a schematic structural diagram of a hybrid vehicle shown in an exemplary embodiment of the present application. Detailed Description of the Invention

[0024] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments of the present application. On the contrary, they are merely examples of devices and methods that are the same as some aspects of the present application as detailed in the appended claims.

[0025] The block diagrams shown in the drawings are only functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in the form of application programs, or implemented in one or more hardware modules or integrated circuits, or implemented in different networks and / or processor devices and / or microcontroller devices.

[0026] The flow charts shown in the drawings are only exemplary illustrations and do not necessarily include all the contents and operations / steps, nor do they necessarily need to be executed in the described order. For example, some operations / steps can be decomposed, while some operations / steps can be combined or partially combined. Therefore, the actual execution order may change according to the actual situation.

[0027] It should be noted that the "multiple" mentioned in this application refers to two or more. The "and / or" describes the association relationship between associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0028] The embodiment of this application provides a method for controlling engine torque. This method can be applied to a hybrid vehicle and can be implemented by an electronic device in the hybrid vehicle.

[0029] The electronic device includes but is not limited to devices such as a tablet personal computer, a personal computer, or an in-vehicle terminal. In this embodiment, the electronic device can be an in-vehicle terminal.

[0030] Among them, the in-vehicle terminal can include components such as a processor and a memory. The processor can be used to obtain the gear state, the engine operating state, and the state of charge value of the power battery of the vehicle, determine the vehicle working condition according to the gear state, the engine operating state, and the state of charge value of the power battery, determine the stage of the vehicle working condition according to the state of charge value of the power battery to obtain a stage determination result, obtain the engine demand torque value corresponding to the stage determination result, and then control the engine according to the engine demand torque value. The memory can be NVM (non-volatile memory), Flash (flash memory), etc., and can be used to store preset critical values, stage determination values, etc., to facilitate the stage determination of the vehicle working condition.

[0031] In the embodiments of the present application, in a low-temperature environment, the heating, ventilation, and air conditioning (HVAC) in the vehicle is usually turned on. Due to the demand for the engine coolant temperature during long-term heating in the passenger compartment, the engine of a hybrid vehicle needs to remain in a starting state. When the state of charge (SOC) value of the power battery is at a relatively low level, the engine will maintain an idle power generation condition. At this time, the torque balance between the engine and the generator is achieved, the gear clearance is eliminated, and no knocking problem between gears will occur. When the SOC value of the power battery reaches the calibrated upper limit value, the engine will enter a zero-torque self-idle condition. At this time, there is a clearance between the gear pair of the engine and the generator and no torque, and the slight fluctuation of the engine torque is likely to cause a knocking problem between gears. The method for controlling the engine torque provided by the embodiments of the present application performs vehicle condition identification by real-time monitoring of the vehicle gear state, engine operating state, and SOC value of the power battery, thereby determining the engine demand torque value when the vehicle is in a preset condition, obtaining the corresponding engine demand torque value according to the stage of the vehicle condition, and controlling the engine torque according to the engine demand torque value, which can make the SOC value of the power battery reach a balance infinitely approaching the rated upper limit value, avoid the engine from entering the zero-torque self-idle condition, and thus solve the knocking problem between gears caused by the engine self-idle in the hybrid system. And it does not require additional hardware costs and does not affect the product development cycle; the software control logic is simple and effective.

[0032] A hybrid electric vehicle (HEV) refers to a vehicle equipped with two power sources - a thermal power source and an electric power source at the same time. The thermal power source is generated by a traditional gasoline engine or diesel engine, and the electric power source is generated by a battery and a motor. The hybrid system mainly consists of parts such as a control system, a drive system, and a battery pack. According to the connection method of hybrid drive, the hybrid system is mainly divided into three categories: a series hybrid system, a parallel hybrid system, and a series-parallel hybrid system.

[0033] Please refer to Figure 1 , Figure 1 which is a flowchart of the method for controlling engine torque shown in an exemplary embodiment of the present application.

[0034] Next, the method for controlling engine torque proposed in the embodiments of the present application will be introduced in detail with the in-vehicle terminal as the specific execution entity.

[0035] As Figure 1 shown, in an exemplary embodiment, the method for controlling engine torque at least includes steps S110 to S150, which are introduced in detail as follows:

[0036] Step S110, obtain the vehicle gear state, engine operating state, and SOC value of the power battery.

[0037] The gear states of the vehicle include the parking gear, neutral gear, forward gear, or reverse gear.

[0038] The engine operating states include the starting state or the shutdown state.

[0039] The state of charge (SOC) of the power battery is used to characterize the available state of the remaining charge in the power battery and is generally expressed as a percentage.

[0040] In the embodiments of the present application, the vehicle gear is read by an on-vehicle terminal in a hybrid vehicle to obtain the gear state; the engine is detected to obtain the engine operating state; and then the power battery is detected to obtain the state-of-charge value of the power battery.

[0041] Step S120: Determine the vehicle operating condition according to the gear state, the engine operating state, and the state-of-charge value of the power battery.

[0042] It can be understood that different vehicle operating conditions correspond to different gear states, engine operating states, and state-of-charge values of the power battery.

[0043] Exemplarily, the gear state, the engine operating state, and the state-of-charge value of the power battery of the vehicle are sequentially judged. When all three meet the preset conditions, the vehicle operating condition is determined to be the preset operating condition.

[0044] For example, the gear state, the engine operating state, and the state-of-charge value of the power battery of the vehicle are judged; when the gear state of the vehicle is the parking gear, the engine operating state is the starting state, and the state-of-charge value of the power battery is greater than or equal to the preset critical value, the vehicle operating condition is determined to be the preset operating condition. The preset critical value is the state-of-charge critical value of the power battery when entering the preset operating condition.

[0045] Step S130: When the vehicle operating condition is the preset operating condition, determine the stage of the vehicle operating condition according to the state-of-charge value of the power battery to obtain the stage determination result.

[0046] In the embodiments of the present application, according to the level of the state-of-charge value of the power battery, the preset operating condition is divided into two stages, including the first preset stage and the second preset stage.

[0047] The state-of-charge value range corresponding to the first preset stage is the first preset range, and the first preset range is: N 临界 ≤SOC<N1; where SOC (State of Charge) is the state-of-charge value of the power battery, and N 临界N is the preset critical value, and N1 is the stage determination value. When the state of charge value of the power battery satisfies the first preset range, the power battery will reach the SOC balance state in the first preset stage.

[0048] The range of the state of charge value of the power battery corresponding to the second preset stage is the second preset range, and the second preset range is: N1 ≤ SOC < N 上限 ; where SOC (State of Charge) is the state of charge value of the power battery, N1 is the stage determination value, and N 上限 is the rated upper limit value. The second preset stage is the buffer stage for the failure of SOC balance. At this time, by controlling the reduction of the engine torque, the SOC can reach the balance state quickly.

[0049] Step S140, obtain the engine demand torque value corresponding to the stage determination result.

[0050] It should be understood that since the SOC balance state is different in different stages, by controlling the actual demand torque of the engine, the SOC can reach the balance state quickly, and the engine can be prevented from entering the zero-torque self-idle working condition.

[0051] Step S150, control the engine according to the engine demand torque value.

[0052] By using the method for controlling the engine torque provided by the embodiments of the present disclosure, the vehicle working condition is identified by real-time monitoring of the gear state, the engine operating state, and the state of charge value of the power battery of the vehicle, so as to determine the engine demand torque value when the vehicle is in the preset working condition, obtain the corresponding engine demand torque value according to the stage where the vehicle working condition is located, and control the engine torque according to the engine demand torque value, which can make the state of charge value of the power battery reach a balance that infinitely approaches the rated upper limit value, and prevent the engine from entering the zero-torque self-idle working condition, thereby solving the problem of gear knocking between gears caused by engine self-idling in the hybrid system.

[0053] In some embodiments, determining the vehicle working condition according to the gear state, the engine operating state, and the state of charge value of the power battery includes: judging the gear state, the engine operating state, and the state of charge value of the power battery; when the gear state is the preset gear, the engine operating state is the preset operating state, and the state of charge value of the power battery is greater than or equal to the preset critical value, determining that the vehicle working condition is the preset working condition. In this way, by determining the vehicle working condition according to the gear state, the engine operating state, and the state of charge value of the power battery, the working condition can be identified in advance, which is convenient for working condition control.

[0054] The gear state of the vehicle includes the parking gear, the neutral gear, the forward gear, or the reverse gear.

[0055] The operating state of the engine includes a starting state or a shutdown state.

[0056] The state of charge (SOC) of the power battery is used to characterize the available state of the remaining charge in the power battery, and is generally expressed as a percentage.

[0057] Wherein, the preset gear position is the parking gear position or the neutral gear position; the preset operating state is the starting state; the preset critical value is N 临界 .

[0058] Exemplarily, when the gear state is the parking gear position or the neutral gear position, the engine operating state is the starting state, and the state of charge value of the power battery is greater than or equal to N 临界 it is determined that the vehicle working condition is the preset working condition.

[0059] Combined with Figure 2 as shown in Figure 2 FIG. is a schematic flow chart of a method for determining a vehicle working condition shown in an exemplary embodiment of the present application, which at least includes steps S210 to S240, and is introduced in detail as follows:

[0060] Step S210, determine whether the gear state of the vehicle is the parking gear position or the neutral gear position; if the gear state of the vehicle is the parking gear position or the neutral gear position, execute step S220; and / or, if the gear state of the vehicle is not the parking gear position and not the neutral gear position, end the vehicle working condition confirmation process.

[0061] Step S220, determine whether the operating state of the vehicle engine is the starting state; if the operating state of the vehicle engine is the starting state, execute step S230; and / or, if the operating state of the vehicle engine is not the starting state, end the vehicle working condition confirmation process.

[0062] Step S230, determine whether the state of charge value of the vehicle power battery is greater than or equal to the preset critical value; if the state of charge value of the vehicle power battery is greater than or equal to the preset critical value, execute step S240; and / or, if the state of charge value of the vehicle power battery is less than the preset critical value, end the vehicle working condition confirmation process.

[0063] Step S240, determine that the vehicle working condition is the preset working condition.

[0064] In the embodiments of the present application, by determining the vehicle working condition through the gear state, the engine operating state, and the state of charge value of the power battery, it is possible to realize early identification of the working condition and facilitate working condition control.

[0065] In some embodiments, the stage of the vehicle operating condition is determined according to the state of charge (SOC) value of the power battery to obtain a stage determination result, including: when the SOC value of the power battery is within a first preset range, determining that the stage determination result is that the vehicle operating condition is in a first preset stage; and / or when the SOC value of the power battery is within a second preset range, determining that the stage determination result is that the vehicle operating condition is in a second preset stage.

[0066] The first preset range is: N 临界 ≤ SOC < N1; where SOC is the state of charge value of the power battery, N 临界 is a preset critical value, and N1 is a stage determination value.

[0067] The second preset range is: N1 ≤ SOC < N 上限 ; where SOC is the state of charge value of the power battery, N1 is the stage determination value, and N 上限 is the rated upper limit value.

[0068] Exemplarily, when the SOC value of the power battery is within the first preset range N 临界 ≤ SOC < N1, it is determined that the stage determination result is that the vehicle operating condition is in the first preset stage. When the SOC value of the power battery satisfies the first preset range, the power battery will reach the SOC balance state in the first preset stage.

[0069] Exemplarily, when the SOC value of the power battery is within the second preset range N1 ≤ SOC < N 上限 it is determined that the stage determination result is that the vehicle operating condition is in the second preset stage. The second preset stage is a buffer stage for SOC balance failure. At this time, by controlling the engine torque to decrease, the SOC can quickly reach the balance state.

[0070] Combined Figure 3 as shown Figure 3 is Figure 1 a schematic flowchart of the method for determining the stage of the vehicle operating condition according to the state of charge value of the power battery in step S130 of the embodiment shown to obtain a stage determination result; it may include steps S310 to S340, which are introduced in detail as follows:

[0071] Step S310, when the state of charge value of the power battery is greater than or equal to the preset critical value, determine whether the state of charge value of the power battery is less than the stage determination value; when the state of charge value of the power battery is less than the stage determination value, execute step S320; and / or when the state of charge value of the power battery is greater than or equal to the stage determination value, execute step S330.

[0072] Step S320: Determine that the state of charge value of the power battery is within the first preset range, and determine that the stage determination result is that the vehicle condition is in the first preset stage. Then end.

[0073] Step S330: Judge whether the state of charge value of the power battery is less than the rated upper limit value; if the state of charge value of the power battery is less than the rated upper limit value, execute Step S340.

[0074] Step S340: Determine that the state of charge value of the power battery is within the second preset range, and determine that the stage determination result is that the vehicle condition is in the second preset stage. Then end.

[0075] In the embodiment of the present application, by dividing the preset working condition into two stages, when the preset working condition is in the first preset stage, it is considered that the state of charge balance state can be achieved in this stage; when the preset working condition is in the second preset stage, it is considered that the engine is in the buffer stage of the state of charge balance failure, which is convenient for calculating the engine torque corresponding to different stages to achieve the rapid balance of the state of charge.

[0076] In some embodiments, the first preset range and the second preset range are obtained in the following manner: obtain the rated upper limit value of the state of charge value of the power battery; determine the stage determination value according to the rated upper limit value and the preset critical value; determine the first preset range according to the preset critical value and the stage determination value, and determine the second preset range according to the rated upper limit value and the stage determination value. In this way, by setting the interval range of the state of charge value of the power battery, a certain buffer interval of the state of charge value is reserved, which solves the quality problem and also avoids the risk of overcharging the power battery, and has better robustness.

[0077] It can be understood that the rated upper limit value of the state of charge value of the power battery is a preset calibration value.

[0078] Further, determining the stage determination value according to the rated upper limit value and the preset critical value includes: calculating N1 = N 临界 + k * (N 上限 - N 临界 ) to obtain the stage determination value; where N1 is the stage determination value, N 临界 is the preset critical value, N 上限 is the rated upper limit value, and k is a preset proportionality coefficient, and the value range of k is 0 to 1.

[0079] Exemplarily, determining the first preset range according to the preset critical value and the stage determination value includes: determining the preset critical value as the lower limit value of the first preset range, and determining the stage determination value as the upper limit value of the first preset range. Among them, the first preset range is: N 临界 ≤ SOC < N1.

[0080] Exemplarily, determining the second preset range according to the rated upper limit value and the stage determination value includes: determining the stage determination value as the lower limit value of the second preset range, and determining the rated upper limit value as the upper limit value of the first preset range. Wherein, the second preset range is: N1≤SOC<N 上限 。

[0081] In some embodiments, the engine demand torque value includes a first demand torque value; obtaining the engine demand torque value corresponding to the stage determination result includes: when the stage determination result is that the vehicle condition is in the first preset stage, obtaining the first vehicle real-time power consumption, the first engine idle speed, and the first power generation efficiency in the first preset stage; calculating according to the first vehicle real-time power consumption, the first engine idle speed, and the first power generation efficiency to obtain the first demand torque value. In this way, when the state of charge value of the power battery satisfies the first preset range, the power battery will reach the SOC balance state, and at this time, there is no need to correct the demand torque value, and the demand torque value of the engine can be directly calculated.

[0082] In the embodiments of the present disclosure, the on-vehicle terminal detects the real-time power consumption of the vehicle, the engine idle speed, and the power generation efficiency respectively, so as to obtain the first vehicle real-time power consumption, the first engine idle speed, and the first power generation efficiency in the first preset stage.

[0083] Further, calculating according to the first vehicle real-time power consumption, the first engine idle speed, and the first power generation efficiency to obtain the first demand torque value includes: calculating to obtain the first demand torque value; where T1 is the first demand torque value, E1 is the first vehicle real-time power consumption in kW, n1 is the first engine idle speed in r / min, and η1 is the first power generation efficiency.

[0084] In some embodiments, the engine demand torque value includes a second demand torque value; obtaining the engine demand torque value corresponding to the stage determination result includes: when the stage determination result is that the vehicle condition is in the second preset stage, obtaining the second vehicle real-time power consumption, the second engine idle speed, and the second power generation efficiency in the second preset stage; calculating according to the second vehicle real-time power consumption, the second engine idle speed, and the second power generation efficiency to obtain an alternative demand torque; correcting the alternative demand torque according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value to obtain the second demand torque value. In this way, when the preset working condition is in the second preset stage, it is considered that in the first preset stage, the engine power generation power is still higher than the vehicle's actual power consumption, and the state of charge value of the power battery fails to enter the balance state. By correcting the alternative demand torque, the torque demand of the generator on the engine can be further reduced, thereby reducing the rising rate of the state of charge value of the power battery.

[0085] Further, calculate based on the real-time power consumption of the second vehicle, the idle speed of the second engine, and the second power generation efficiency to obtain an alternative required torque, including: by calculating to obtain an alternative required torque value; where T B is the alternative required torque value, E2 is the real-time power consumption of the second vehicle, with the unit of kw, n2 is the idle speed of the second engine, with the unit of r / min, and η2 is the second power generation efficiency.

[0086] In some embodiments, correct the alternative required torque according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value to obtain the second required torque value, including: determining the change rate of the state of charge value of the power battery according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value; correcting the alternative required torque according to the change rate to obtain the second required torque value. In this way, by correcting the alternative required torque according to the change rate, the torque demand of the generator on the engine can be further reduced, the optimization of the torque demand of the generator on the engine between the preset critical value and the rated upper limit value is realized, the rising rate of the state of charge value of the power battery is reduced until dynamic balance is reached, thereby avoiding the engine from entering the self-idle condition with zero torque, and fundamentally solving the problem of self-idle knocking caused by heating at a high state of charge value.

[0087] Further, determining the change rate of the state of charge value of the power battery according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value includes: by calculating to obtain the change rate of the state of charge value of the power battery; where v is the change rate of the state of charge value of the power battery, N1 is the stage determination value, N 临界 is the preset critical value, N 上限 is the rated upper limit value, and SOC is the state of charge value of the power battery.

[0088] Further, correcting the alternative required torque according to the change rate to obtain the second required torque value includes: by calculating T2 = T B *v to obtain the second required torque value; where T2 is the second required torque value, T B is the alternative required torque value, and ν is the change rate of the state of charge value of the power battery.

[0089] Combined with Figure 4 shown, Figure 4 is a flowchart of a method for controlling the engine torque shown in another exemplary embodiment of the present application, at least including steps S410 to S470, which are introduced in detail as follows:

[0090] Step S410, obtain the gear state, the engine operating state, and the state of charge value of the power battery of the vehicle.

[0091] Step S420: When the gear state is the parking gear or the neutral gear, the engine operating state is the starting state, and the state of charge value of the power battery is greater than or equal to the preset critical value, determine that the vehicle working condition is the preset working condition.

[0092] Step S430: Determine whether the state of charge value of the power battery is within the first preset range or the second preset range; when the state of charge value of the power battery is within the first preset range, execute Step S440; and / or when the state of charge value of the power battery is within the second preset range, execute Step S450.

[0093] Step S440: Determine that the stage determination result is that the preset working condition is in the first preset stage. Then execute Step S460.

[0094] Step S450: Determine that the stage determination result is that the preset working condition is in the second preset stage. Then execute Step S460.

[0095] Step S460: Obtain the engine demand torque value corresponding to the stage determination result.

[0096] Step S470: Control the engine according to the engine demand torque value.

[0097] In the embodiment of the present application, by real-time monitoring parameters such as the gear state, engine operating state, and state of charge value of the power battery of the vehicle for working condition identification; and when the vehicle is in different stages of the preset working condition, by obtaining the engine demand torque values corresponding to different stages to control the engine, it can achieve a balance where the state of charge value of the power battery approaches the upper limit value infinitely, and avoid the engine from entering the zero-torque self-idling working condition.

[0098] Combined with Figure 5 As shown, in another exemplary embodiment of the present application, a device for controlling engine torque is further provided. The device includes: a first acquisition module 510, a determination module 520, a determination module 530, a second acquisition module 540, and a control module 550. The first acquisition module 510 is configured to acquire the gear state, engine operating state, and state of charge value of the power battery of the vehicle; the determination module 520 is configured to determine the vehicle working condition according to the gear state, engine operating state, and state of charge value of the power battery; the determination module 530 is configured to, when the vehicle working condition is the preset working condition, determine the stage of the vehicle working condition according to the state of charge value of the power battery to obtain a stage determination result; the second acquisition module 540 is configured to acquire the engine demand torque value corresponding to the stage determination result; the control module 550 is configured to control the engine according to the engine demand torque value.

[0099] Further, the determination module 520 is configured to determine the vehicle operating condition according to the gear state, the engine operating state, and the power battery state of charge value in the following manner: judge the gear state, the engine operating state, and the power battery state of charge value; when the gear state is a preset gear, the engine operating state is a preset operating state, and the power battery state of charge value is greater than or equal to a preset critical value, determine that the vehicle operating condition is a preset operating condition.

[0100] Further, the determination module 530 is configured to determine the stage of the vehicle operating condition according to the power battery state of charge value in the following manner to obtain a stage determination result: when the power battery state of charge value is within a first preset range, determine that the stage determination result is that the vehicle operating condition is in a first preset stage; and / or when the power battery state of charge value is within a second preset range, determine that the stage determination result is that the vehicle operating condition is in a second preset stage.

[0101] Further, the determination module 530 is configured to obtain the first preset range and the second preset range in the following manner: obtain the rated upper limit value of the power battery state of charge value; determine a stage determination value according to the rated upper limit value and the preset critical value; determine the first preset range according to the preset critical value and the stage determination value, and determine the second preset range according to the rated upper limit value and the stage determination value.

[0102] Further, the engine demand torque value includes a first demand torque value; the second acquisition module 540 is configured to obtain the engine demand torque value corresponding to the stage determination result in the following manner: when the stage determination result is that the vehicle operating condition is in the first preset stage, obtain the first vehicle real-time power consumption, the first engine idle speed, and the first power generation efficiency in the first preset stage; calculate according to the first vehicle real-time power consumption, the first engine idle speed, and the first power generation efficiency to obtain the first demand torque value.

[0103] Further, the engine demand torque value includes a second demand torque value; the second acquisition module 540 is configured to obtain the engine demand torque value corresponding to the stage determination result in the following manner: when the stage determination result is that the vehicle operating condition is in the second preset stage, obtain the second vehicle real-time power consumption, the second engine idle speed, and the second power generation efficiency in the second preset stage; calculate according to the second vehicle real-time power consumption, the second engine idle speed, and the second power generation efficiency to obtain an alternative demand torque; correct the alternative demand torque according to the rated upper limit value, the power battery state of charge value, and the stage determination value to obtain the second demand torque value.

[0104] Further, the second acquisition module 540 is configured to correct the alternative demand torque according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value in the following manner to obtain the second demand torque value: determine the change rate of the state of charge value of the power battery according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value; correct the alternative demand torque according to the change rate to obtain the second demand torque value.

[0105] It should be noted that the device for controlling the engine torque provided in the above embodiment and the method for controlling the engine torque provided in the above embodiment belong to the same concept. The specific manners in which each module and unit perform operations have been described in detail in the method embodiment, and will not be elaborated herein. In practical applications, the device for controlling the engine torque provided in the above embodiment can, according to needs, allocate the above functions to different functional modules, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above. This is not limited herein either.

[0106] Combined Figure 6 shown, Figure 6 shows a schematic structural diagram of a hybrid vehicle in an embodiment of the present application. As Figure 6 shown, the hybrid vehicle in the embodiment of the present application includes a vehicle controller 600, and the vehicle controller 600 may include one or more of the following components: a processor 601, a memory 602, and one or more application programs. Among them, one or more application programs may be stored in the memory 602 and configured to be executed by one or more processors 601. One or more application programs are configured to execute the driving method of the hybrid vehicle as described in the foregoing method embodiment.

[0107] The processor 601 may include one or more processing cores. The processor 601 connects various parts of the entire hybrid vehicle through various interfaces and circuits, and performs various functions of the hybrid vehicle and processes data by running or executing instructions, programs, code sets, or instruction sets stored in the memory 602, and by calling the data stored in the memory 602. Optionally, the processor 601 may be implemented in at least one hardware form of digital signal processing (DSP), field-programmable gate array (FPGA), or programmable logic array (PLA). The processor 601 may integrate a combination of one or more of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. Among them, the CPU mainly processes the operating system, user interface, application programs, etc.; the GPU is responsible for rendering and drawing display content; the modem is used to process wireless communication. It can be understood that the above modem may not be integrated into the processor 601 and may be implemented separately through a communication chip.

[0108] The memory 602 may include random access memory (RAM) and may also include read-only memory. The memory 602 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 602 may include a program storage area and a data storage area. Among them, the program storage area may store instructions for implementing the operating system, instructions for implementing at least one function, instructions for implementing the above various method embodiments, etc. The data storage area may also store the data created during the use of the hybrid vehicle.

[0109] An embodiment of the present application also provides an electronic device, including: one or more processors; a memory for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the method for controlling the engine torque provided in the above various embodiments.

[0110] The present application also provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the network device drainage control method as described above. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist separately and not be assembled into the electronic device.

[0111] It should be noted that the computer-readable storage medium shown in the embodiments of the present application may include, but is not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fibers, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above. The computer program contained on the computer-readable storage medium can be transmitted by any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0112] The above content is only a preferred exemplary embodiment of the present application and is not used to limit the implementation of the present application. Those of ordinary skill in the art can make corresponding adaptations or modifications very conveniently according to the main ideas and spirits of the present application. Therefore, the protection scope of the present application should be subject to the protection scope required by the claims.

Claims

1. A method for controlling engine torque, characterized in that, Including: Obtain the gear state, engine operating state, and power battery state of charge value of the vehicle; Determine the vehicle working condition according to the gear state, the engine operating state, and the power battery state of charge value; When the vehicle working condition is a preset working condition, determine the stage of the vehicle working condition according to the power battery state of charge value to obtain a stage determination result; wherein, when the power battery state of charge value is within a first preset range, determine that the stage determination result is that the vehicle working condition is in a first preset stage; and / or, when the power battery state of charge value is within a second preset range, determine that the stage determination result is that the vehicle working condition is in a second preset stage; Obtain the engine required torque value corresponding to the stage determination result; Control the engine according to the engine required torque value, which can make the power battery state of charge value reach a balance infinitely approaching the rated upper limit value, and avoid the engine entering the zero-torque self-idle working condition; The engine required torque value includes a first required torque value; obtaining the engine required torque value corresponding to the stage determination result includes: when the stage determination result is that the vehicle working condition is in a first preset stage, obtain the first vehicle real-time power consumption, the first engine idle speed, and the first power generation efficiency in the first preset stage; calculate according to the first vehicle real-time power consumption, the first engine idle speed, and the first power generation efficiency to obtain the first required torque value.

2. The method according to claim 1, characterized in that, Determining the vehicle working condition according to the gear state, the engine operating state, and the power battery state of charge value includes: Judge the gear state, the engine operating state, and the power battery state of charge value; When the gear state is a preset gear, the engine operating state is a preset operating state, and the power battery state of charge value is greater than or equal to a preset critical value, determine that the vehicle working condition is a preset working condition.

3. The method according to claim 1, wherein The first preset range and the second preset range are obtained by the following method: Obtain the rated upper limit value of the power battery state of charge value; Determine a stage determination value according to the rated upper limit value and the preset critical value; Determine the first preset range according to the preset critical value and the stage determination value, and determine the second preset range according to the rated upper limit value and the stage determination value.

4. The method according to claim 3, wherein The engine required torque value includes a second required torque value; Obtaining the engine required torque value corresponding to the stage determination result includes: When the stage determination result is that the vehicle working condition is in a second preset stage, obtain the second vehicle real-time power consumption, the second engine idle speed, and the second power generation efficiency in the second preset stage; Calculate according to the second vehicle real-time power consumption, the second engine idle speed, and the second power generation efficiency to obtain an alternative required torque; Correct the alternative required torque according to the rated upper limit value, the power battery state of charge value, and the stage determination value to obtain the second required torque value.

5. The method according to claim 4, wherein Modifying the alternative required torque according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value to obtain the second required torque value, including: Determining a change rate of the state of charge value of the power battery according to the rated upper limit value, the state of charge value of the power battery, and the stage determination value; Modifying the alternative required torque according to the change rate to obtain the second required torque value.

6. A device for controlling engine torque, characterized in that, Including: A first acquisition module configured to acquire a gear state, an engine operating state, and a state of charge value of a power battery of a vehicle; A determination module configured to determine a vehicle operating condition according to the gear state, the engine operating state, and the state of charge value of the power battery; A determination module configured to, when the vehicle operating condition is a preset operating condition, determine a stage in which the vehicle operating condition is located according to the state of charge value of the power battery to obtain a stage determination result; wherein, when the state of charge value of the power battery is within a first preset range, determining that the stage determination result is that the vehicle operating condition is in a first preset stage; and / or, when the state of charge value of the power battery is within a second preset range, determining that the stage determination result is that the vehicle operating condition is in a second preset stage; A second acquisition module configured to acquire an engine required torque value corresponding to the stage determination result; A control module configured to control the engine according to the engine required torque value, capable of making the state of charge value of the power battery reach a balance infinitely approaching the rated upper limit value, and preventing the engine from entering a zero-torque self-idle operating condition; The engine required torque value includes a first required torque value; acquiring the engine required torque value corresponding to the stage determination result includes: when the stage determination result is that the vehicle operating condition is in a first preset stage, acquiring a first real-time power consumption of the vehicle, a first engine idle speed, and a first power generation efficiency in the first preset stage; and calculating according to the first real-time power consumption of the vehicle, the first engine idle speed, and the first power generation efficiency to obtain the first required torque value.

7. An electronic device, characterized in that, Including: One or more processors; A storage device for storing one or more programs, which when executed by the one or more processors, cause the electronic device to implement the method for controlling engine torque according to any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program, when executed by the processor, implements the method for controlling engine torque according to any one of claims 1 to 5.

Images