Engine control method and device

Abstract

The present application discloses an engine control method and device, which comprises the following steps: obtaining a first signal and a second signal collected at the same time; determining whether a coupling between the engine and the range-extending motor is deformed based on the phase difference between the first signal and the second signal; determining a corresponding correction torque based on the phase difference if the coupling is deformed; using the correction torque, correcting a target control torque to obtain an effective control torque; and controlling the engine to operate based on the effective control torque. The method considers the reaction force generated by the deformation of the coupling between the engine and the range-extending motor, determines a corresponding correction torque based on the phase difference between the first signal and the second signal, and corrects the target control torque output by the PID control to resolve the problem of PID control overshoot, thereby avoiding oscillation between the range-extending motor and the engine.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to an engine control method and device. Background Art

[0002] In a range-extended hybrid transmission, since the range-extended motor and engine each need to adjust their torque or speed, speed differences and vibration are inevitable. Therefore, a flexible coupling is required between the engine and the range-extended motor. This not only transmits torque but also acts as a buffer between the two. Coupling reliability is closely related to the speed (or torque) differential. Reducing this speed differential and vibration can improve the reliability of the range-extended hybrid transmission.

[0003] For extended-range hybrid transmission systems, existing engine control strategies use PID control. This strategy uses deviations between the actual and target speeds to align the actual speed with the target. However, PID control only considers the difference between the target and actual speeds, which can lead to overshoot in the PID control and cause oscillations between the extended-range motor and engine, compromising the stability of the extended-range hybrid transmission system. Summary of the Invention

[0004] The present application provides an engine control method and device, which aims to solve the problem of PID control overshoot and avoid oscillation between the range extender motor and the engine.

[0005] In order to achieve the above objectives, this application provides the following technical solutions:

[0006] An engine control method comprising:

[0007] Obtaining a first signal and a second signal collected at the same time; the first signal represents a signal collected by a first sensor, the first sensor being used to monitor engine speed; and the second signal represents a signal collected by a second sensor, the second sensor being used to monitor range-extended motor speed;

[0008] determining, based on a phase difference between the first signal and the second signal, whether a coupling between the engine and the range-extending motor is deformed;

[0009] When the coupling is deformed, determining a corresponding correction torque according to the phase difference;

[0010] The target control torque is corrected using the correction torque to obtain an effective control torque; the target control torque is a control torque obtained by performing PID control based on a speed difference of the engine; the speed difference is a difference between a monitored value of the engine speed and a target value; the monitored value is determined based on the first signal;

[0011] The engine is controlled to operate based on the effective control torque.

[0012] Optionally, determining whether a coupling between the engine and the range-extender motor is deformed based on a phase difference between the first signal and the second signal includes:

[0013] determining a phase difference between the first signal and the second signal;

[0014] If the phase difference meets a preset requirement, determining that the coupling between the engine and the range extender motor is not deformed;

[0015] If the phase difference does not meet the preset requirement, it is determined that a coupling between the engine and the range extender motor is deformed.

[0016] Optionally, determining a corresponding correction torque according to the phase difference includes:

[0017] determining a current driving scenario of the vehicle based on driving parameters of the vehicle;

[0018] From a preset relationship table, the target test torque corresponding to the current driving scene and the phase difference is queried to determine the corresponding correction torque; the preset relationship table includes multiple test torques, and the sample driving scene and sample phase difference corresponding to each test torque.

[0019] Optionally, using the correction torque to correct the target control torque to obtain an effective control torque includes:

[0020] Obtaining target control torque;

[0021] The effective control torque is determined based on the sum of the target control torque and the correction torque; wherein, if the value of the correction torque is a positive number, the effective control torque is greater than the target control torque; if the value of the correction torque is a negative number, the effective control torque is less than the target control torque.

[0022] Optionally, the value of the correction torque is determined based on the phase difference; wherein, when the phase difference is a positive number, the value of the correction torque is a positive number, and when the phase difference is a negative number, the value of the correction torque is a negative number.

[0023] Optionally, determining a phase difference between the first signal and the second signal includes:

[0024] determining a corresponding first sinusoidal quantity based on the first signal;

[0025] Determining a corresponding second sinusoidal quantity based on the second signal; wherein the second sinusoidal quantity has the same frequency as the first sinusoidal quantity;

[0026] Calculating a difference between an initial phase of the first sinusoidal quantity and an initial phase of the second sinusoidal quantity;

[0027] Based on the difference, a phase difference between the first signal and the second signal is determined.

[0028] Optionally, when the difference is equal to 0, it is determined that the phase difference meets the preset requirement; when the difference is not equal to 0, it is determined that the phase difference does not meet the preset requirement.

[0029] An engine control device comprising:

[0030] a signal acquisition unit, configured to obtain a first signal and a second signal acquired at the same time; the first signal represents a signal acquired by a first sensor, the first sensor being used to monitor engine speed; and the second signal represents a signal acquired by a second sensor, the second sensor being used to monitor range-extended motor speed;

[0031] a deformation determination unit, configured to determine whether a coupling between the engine and the range-extending motor is deformed based on a phase difference between the first signal and the second signal;

[0032] a torque determination unit, configured to determine a corresponding correction torque according to the phase difference when the coupling is deformed;

[0033] a torque correction unit, configured to correct a target control torque using the correction torque to obtain an effective control torque; the target control torque being a control torque obtained by performing PID control based on a speed difference of the engine; the speed difference being a difference between a monitored value and a target value of the engine speed; the monitored value being determined based on the first signal;

[0034] An engine control unit is configured to control the engine to operate based on the effective control torque.

[0035] Optionally, the deformation determination unit is specifically configured to:

[0036] determining a phase difference between the first signal and the second signal;

[0037] If the phase difference meets a preset requirement, determining that the coupling between the engine and the range extender motor is not deformed;

[0038] If the phase difference does not meet the preset requirement, it is determined that a coupling between the engine and the range extender motor is deformed.

[0039] Optionally, the torque determination unit is specifically configured to:

[0040] determining a current driving scenario of the vehicle based on driving parameters of the vehicle;

[0041] From a preset relationship table, the target test torque corresponding to the current driving scene and the phase difference is queried to determine the corresponding correction torque; the preset relationship table includes multiple test torques, and the sample driving scene and sample phase difference corresponding to each test torque.

[0042] Optionally, the torque correction unit is specifically used to:

[0043] Obtaining target control torque;

[0044] The effective control torque is determined based on the sum of the target control torque and the correction torque; wherein, if the value of the correction torque is a positive number, the effective control torque is greater than the target control torque; if the value of the correction torque is a negative number, the effective control torque is less than the target control torque.

[0045] Optionally, the torque correction unit is specifically used to:

[0046] The value of the correction torque is determined based on the phase difference; when the phase difference is positive, the value of the correction torque is positive, and when the phase difference is negative, the value of the correction torque is negative.

[0047] Optionally, the deformation determination unit is specifically configured to:

[0048] determining a corresponding first sinusoidal quantity based on the first signal;

[0049] Determining a corresponding second sinusoidal quantity based on the second signal; wherein the second sinusoidal quantity has the same frequency as the first sinusoidal quantity;

[0050] Calculating a difference between an initial phase of the first sinusoidal quantity and an initial phase of the second sinusoidal quantity;

[0051] Based on the difference, a phase difference between the first signal and the second signal is determined.

[0052] Optionally, the deformation determination unit is specifically configured to:

[0053] When the difference is equal to 0, it is determined that the phase difference meets the preset requirement; when the difference is not equal to 0, it is determined that the phase difference does not meet the preset requirement.

[0054] A storage medium includes a stored program, wherein the program is executed by a processor to execute the engine control method.

[0055] A vehicle comprises: a processor, a memory, and a bus; the processor and the memory are connected via the bus;

[0056] The memory is used to store a program, and the processor is used to run the program, wherein the engine control method is executed when the program is run by the processor.

[0057] The technical solution provided by the present application obtains a first signal and a second signal collected at the same time. Based on the phase difference between the first signal and the second signal, it is determined whether the coupling between the engine and the range-extending motor is deformed. In the case of deformation of the coupling, the corresponding correction torque is determined according to the phase difference. The target control torque is corrected using the correction torque to obtain an effective control torque. Based on the effective control torque, the engine is controlled to work. The present application takes into account the reaction force generated by the deformation of the coupling between the engine and the range-extending motor, and determines the corresponding correction torque according to the phase difference between the first signal and the second signal to correct the target control torque output by the PID control to solve the problem of PID control overshoot, thereby avoiding oscillation between the range-extending motor and the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0059] Figure 1 A flow chart of an engine control method provided in an embodiment of the present application;

[0060] Figure 2 A flowchart of another engine control method provided in an embodiment of the present application;

[0061] Figure 3 A flowchart of another engine control method provided in an embodiment of the present application;

[0062] Figure 4A flowchart of another engine control method provided in an embodiment of the present application;

[0063] Figure 5 A flowchart of another engine control method provided in an embodiment of the present application;

[0064] Figure 6 A schematic diagram of the architecture of an engine control device provided in an embodiment of the present application;

[0065] Figure 7 An architecture diagram of a range-extended hybrid transmission system provided in an embodiment of the present application;

[0066] Figure 8 A schematic diagram of sensor deployment locations provided in an embodiment of the present application;

[0067] Figure 9 A schematic diagram of a first signal waveform provided in an embodiment of the present application;

[0068] Figure 10 A schematic diagram of a second signal waveform provided in an embodiment of the present application;

[0069] Figure 11 A schematic diagram of signal waveform comparison provided in an embodiment of the present application;

[0070] Figure 12 Another signal waveform comparison diagram provided in an embodiment of the present application. DETAILED DESCRIPTION

[0071] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0072] In this application, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. The terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or apparatus comprising the element.

[0073] The applicant discovered that the existing engine control strategy is PID control, which only considers the difference between the target speed and the actual speed. Due to the speed difference, the coupling will exert a reaction force on the engine. The reaction force causes the deformation torque of the coupling to be included in the target control torque output by the PID control, thereby causing the PID control to overshoot, resulting in oscillation between the extended-range motor and the engine, which is not conducive to the stability of the extended-range hybrid transmission system.

[0074] Based on the above-mentioned findings of the applicant, an embodiment of the present application provides an engine control method for taking into account the reaction force generated by the deformation of the coupling between the engine and the range extender motor, and correcting the target control torque output by the PID control to solve the problem of PID control overshoot, thereby avoiding oscillation between the range extender motor and the engine.

[0075] like Figure 1 1 is a flow chart of an engine control method provided in an embodiment of the present application, which can be applied to an electronic control unit (ECU) of a vehicle and includes the following steps.

[0076] S101: Obtain a first signal and a second signal collected at the same time.

[0077] The first signal represents a signal collected by a first sensor, which is used to monitor the engine speed; the second signal represents a signal collected by a second sensor, which is used to monitor the range-extended motor speed.

[0078] In some examples, the first sensor and the second sensor may be of the type of rotational speed sensor.

[0079] It should be noted that the first sensor is preset on the engine to monitor the engine speed, and the second sensor is preset on the range-extending motor to monitor the range-extending motor speed.

[0080] For some examples, see Figure 7 In the extended-range hybrid system shown, the engine and the extended-range motor are connected via a coupling. Specifically, the engine is used to power the extended-range motor, which in turn provides electricity for vehicle propulsion and energy storage.

[0081] In a possible implementation, the deployment of the first sensor and the second sensor can be seen in Figure 8 shown.

[0082] In a possible embodiment, the coupling may be an elastic coupling, which may be installed between the flywheel of the engine and the range-extending motor to transmit torque between the engine and the range-extending motor.

[0083] S102: Determine whether a coupling between the engine and the range-extender motor is deformed based on a phase difference between the first signal and the second signal.

[0084] Among them, when the engine and the range extender motor are completely synchronized, the coupling does not deform, the first signal and the second signal are completely synchronized, that is, the phase difference between the first signal and the second signal is equal to 0. When the engine and the range extender motor are not synchronized, the coupling is deformed, and a phase difference occurs between the first signal and the second signal, that is, the phase difference between the first signal and the second signal is not equal to 0.

[0085] Optionally, based on the phase difference between the first signal and the second signal, the process of determining whether the coupling between the engine and the range extender motor is deformed can be seen in Figure 2 Steps shown and explanations of the steps.

[0086] S103: When the coupling is deformed, a corresponding correction torque is determined according to the phase difference.

[0087] Among them, when the coupling is deformed, it will generate a reaction force, thereby affecting the PID control of the engine speed. Therefore, it is necessary to determine the corresponding correction torque based on the phase difference and correct the target control torque output by the PID control to solve the problem of PID control overshoot.

[0088] Optionally, the implementation process of determining the corresponding correction torque according to the phase difference can be found in Figure 4 Steps shown and explanations of the steps.

[0089] S104: Using the correction torque, the target control torque is corrected to obtain an effective control torque.

[0090] The target control torque is the control torque obtained by performing PID control based on the engine speed difference. The speed difference is the difference between the monitored value of the engine speed and the target value. The monitored value is determined based on the first signal.

[0091] Optionally, the target control torque can be corrected by using the correction torque to obtain the effective control torque. Figure 5 Steps shown and explanations of the steps.

[0092] S105: Based on the effective control torque, control the engine to operate.

[0093] After the effective control torque is obtained, the effective control torque is sent to the engine controller, which triggers the engine controller to respond to the effective control torque and control the engine to work.

[0094] The process shown in S101-S105 above considers the reaction force generated by the deformation of the coupling between the engine and the range extender motor, and determines the corresponding correction torque based on the phase difference between the first signal and the second signal to correct the target control torque output by the PID control to solve the problem of PID control overshoot, thereby avoiding oscillation between the range extender motor and the engine.

[0095] like Figure 2 As shown, it is a flow chart of another engine control method provided in an embodiment of the present application, which includes the following steps.

[0096] S201: Determine a phase difference between a first signal and a second signal.

[0097] The frequency of the first signal is the same as the frequency of the second signal. Therefore, the phase difference between the first signal and the second signal can be calculated using the initial phase of the signal.

[0098] Optionally, the implementation process of determining the phase difference between the first signal and the second signal can be found in Figure 3 Steps shown and explanations of the steps.

[0099] S202: Determine whether the phase difference meets a preset requirement.

[0100] If the phase difference meets the preset requirement, S203 is executed; if the phase difference does not meet the preset requirement, S204 is executed.

[0101] In some examples, the preset requirement may be: the phase difference is equal to 0.

[0102] S203: Determine that the coupling between the engine and the range extender motor is not deformed.

[0103] Among them, the phase difference is equal to 0, which means that the range extender motor and the engine are completely synchronized, so that the coupling is not deformed.

[0104] S204: Determine whether a coupling between the engine and the range extender motor is deformed.

[0105] Among them, the phase difference is not equal to 0, which means that the range extender motor and the engine are not synchronized, causing the coupling to deform.

[0106] In the above process shown in S201-S204, the phase difference between the first signal and the second signal can be used to determine whether the coupling between the engine and the range extender motor is deformed.

[0107] like Figure 3 As shown, it is a flow chart of another engine control method provided in an embodiment of the present application, which includes the following steps.

[0108] S301: Determine a corresponding first sinusoidal quantity based on a first signal.

[0109] Among them, the first sensor is a speed sensor. To this end, the first sensor can convert the engine speed into an electrical output, thereby obtaining a first signal (which can be an analog signal or a digital signal) whose waveform conforms to a specified rule. In actual production applications, the waveform of the first signal collected by the speed sensor conforms to the sinusoidal transformation rule, so the corresponding first sinusoidal quantity can be determined based on the first signal.

[0110] In some examples, the waveform of the first signal can be seen in Figure 9 shown.

[0111] S302: Determine a corresponding second sinusoidal value based on the second signal.

[0112] The second sinusoidal quantity has the same frequency as the first sinusoidal quantity.

[0113] It should be noted that the second sensor is a speed sensor. To this end, the second sensor can convert the speed of the extended-range motor into an electrical output, thereby obtaining a second signal (which can be an analog signal or a digital signal) whose waveform conforms to a specified rule. In actual production applications, the waveform of the second signal collected by the speed sensor conforms to the sinusoidal transformation rule, so the corresponding second sinusoidal quantity can be determined based on the second signal.

[0114] In some examples, the waveform of the second signal can be seen in Figure 10 shown.

[0115] S303: Calculate the difference between the initial phase of the first sinusoidal quantity and the initial phase of the second sinusoidal quantity.

[0116] The difference between the phases of the first sinusoidal quantity and the second sinusoidal quantity at the same time may also be calculated to replace the difference between the initial phase of the first sinusoidal quantity and the initial phase of the second sinusoidal quantity.

[0117] S304: Determine, based on the difference, a phase difference between the first signal and the second signal.

[0118] When the difference is equal to 0, the phase difference between the first signal and the second signal can be expressed as Figure 11 As shown, when the difference is not equal to 0, the phase difference between the first signal and the second signal can be expressed as Figure 12 shown.

[0119] Optionally, when the difference is equal to 0, it is determined that the phase difference meets the preset requirement; when the difference is not equal to 0, it is determined that the phase difference does not meet the preset requirement.

[0120] In the above process shown in S301 - S304 , the phase difference between the first signal and the second signal can be calculated using the first sinusoidal value corresponding to the first signal and the second sinusoidal value corresponding to the second signal.

[0121] like Figure 4 As shown, it is a flow chart of another engine control method provided in an embodiment of the present application, which includes the following steps.

[0122] S401: Determine a current driving scenario of the vehicle based on driving parameters of the vehicle.

[0123] The driving parameters of the vehicle include but are not limited to parameters such as vehicle speed and accelerator pedal depth.

[0124] In some examples, the type of the current driving scene includes, but is not limited to: constant speed driving, low speed driving, high speed driving, emergency braking, speeding, etc.

[0125] It is understandable that after obtaining the driving parameters of the vehicle, the current driving scenario of the vehicle can be further determined based on whether the driving parameters meet corresponding threshold conditions.

[0126] S402: Query the target test torque corresponding to the current driving scenario and phase difference from a preset relationship table, and determine it as the corresponding correction torque.

[0127] The preset relationship table includes multiple test torques, as well as the sample driving scenarios and sample phase differences corresponding to each test torque.

[0128] It should be noted that the preset relationship table can be pre-set based on the vehicle leaving the factory, and the preset relationship table corresponds to the vehicle model so as to be applicable to the extended-range hybrid transmission system of the vehicle.

[0129] The process shown in S401-S402 above can determine the corresponding correction torque based on the current driving scenario of the vehicle and the phase difference, providing an effective reference for solving the overshoot of PID control.

[0130] like Figure 5 As shown, it is a flow chart of another engine control method provided in an embodiment of the present application, which includes the following steps.

[0131] S501: Obtain target control torque.

[0132] Among them, the target control torque output by the PID control can be directly obtained from the ECU.

[0133] S502: Determine the effective control torque based on the sum of the target control torque and the correction torque.

[0134] If the value of the correction torque is a positive number, the effective control torque is greater than the target control torque; if the value of the correction torque is a negative number, the effective control torque is less than the target control torque.

[0135] In some examples, the target control torque is denoted as Trq PID , the corrected torque is recorded as Trq 修正 , the effective control torque is recorded as Trq 有效 , then Trq 有效 =Trq PID +Trq 修正 .

[0136] Optionally, the value of the correction torque is determined based on the phase difference, wherein when the phase difference is positive, the value of the correction torque is positive, and when the phase difference is negative, the value of the correction torque is negative.

[0137] It should be noted that when the coupling is deformed, the effective control torque is used instead of the target control torque. On the basis of traditional speed PID control, coupling torque compensation can be introduced to prevent the target control torque calculated by PID from being inaccurate, resulting in PID control overshoot, thereby avoiding oscillation between the engine and the range extender motor.

[0138] In the process shown in S501-S502 above, the target control torque can be corrected by using the correction torque to obtain the effective control torque, so as to prevent the target control torque calculated by PID from being inaccurate and causing PID control overshoot, thereby avoiding oscillation between the engine and the range extender motor.

[0139] like Figure 6 , which is a schematic diagram of the architecture of an engine control device provided in an embodiment of the present application, including the units shown below.

[0140] The signal acquisition unit 100 is used to obtain a first signal and a second signal collected at the same time; the first signal represents the signal collected by the first sensor, and the first sensor is used to monitor the engine speed; the second signal represents the signal collected by the second sensor, and the second sensor is used to monitor the speed of the extended-range motor.

[0141] The deformation determination unit 200 is configured to determine whether a coupling between the engine and the range-extending motor is deformed based on a phase difference between the first signal and the second signal.

[0142] Optionally, the deformation judgment unit 200 is specifically used to: determine the phase difference between the first signal and the second signal; if the phase difference meets the preset requirements, determine that the coupling between the engine and the range extender motor has not been deformed; if the phase difference does not meet the preset requirements, determine that the coupling between the engine and the range extender motor has been deformed.

[0143] Optionally, the deformation judgment unit 200 is specifically used to: determine the corresponding first sinusoidal quantity based on the first signal; determine the corresponding second sinusoidal quantity based on the second signal; wherein the second sinusoidal quantity has the same frequency as the first sinusoidal quantity; calculate the difference between the initial phase of the first sinusoidal quantity and the initial phase of the second sinusoidal quantity; and determine the phase difference between the first signal and the second signal based on the difference.

[0144] Optionally, the deformation determination unit 200 is specifically configured to: when the difference value is equal to 0, determine that the phase difference meets a preset requirement; and when the difference value is not equal to 0, determine that the phase difference does not meet the preset requirement.

[0145] The torque determination unit 300 is used to determine the corresponding correction torque according to the phase difference when the coupling is deformed.

[0146] Optionally, the torque determination unit 300 is specifically used to: determine the current driving scene of the vehicle based on the driving parameters of the vehicle; query the target test torque corresponding to the current driving scene and phase difference from the preset relationship table, and determine it as the corresponding correction torque; the preset relationship table includes multiple test torques, and the sample driving scene and sample phase difference corresponding to each test torque.

[0147] The torque correction unit 400 is used to use the correction torque to correct the target control torque to obtain an effective control torque; the target control torque is the control torque obtained by PID control based on the engine speed difference; the speed difference is the difference between the monitored value and the target value of the engine speed; the monitored value is determined based on the first signal.

[0148] Optionally, the torque correction unit 400 is specifically used to: obtain the target control torque; determine the effective control torque based on the sum of the target control torque and the correction torque; wherein, if the value of the correction torque is a positive number, the effective control torque is greater than the target control torque, and if the value of the correction torque is a negative number, the effective control torque is less than the target control torque.

[0149] Optionally, the torque correction unit 400 is specifically used to: determine the value of the correction torque based on the phase difference; wherein, when the phase difference is positive, the value of the correction torque is positive, and when the phase difference is negative, the value of the correction torque is negative.

[0150] The engine control unit 500 is used to control the engine to operate based on the effective control torque.

[0151] Each of the above-mentioned units considers the reaction force generated by the deformation of the coupling between the engine and the range-extending motor, and determines the corresponding correction torque based on the phase difference between the first signal and the second signal to correct the target control torque output by the PID control to solve the problem of PID control overshoot, thereby avoiding oscillation between the range-extending motor and the engine.

[0152] The present application also provides a computer-readable storage medium, which includes a stored program, wherein the program executes the engine control method provided by the present application.

[0153] The present application also provides a vehicle equipped with an extended-range hybrid transmission system, comprising a processor, a memory, and a bus. The processor and the memory are connected via the bus, the memory being used to store a program, and the processor being used to execute the program. When the program is executed, the engine control method provided by the present application is executed.

[0154] In addition, the functions described above in the embodiments of the present application may be at least partially performed by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0155] Although several specific implementation details are included in the above discussion, these should not be construed as limiting the scope of this application. Certain features described in the context of separate embodiments may also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented in multiple embodiments individually or in any suitable sub-combination.

[0156] The above description is merely a preferred embodiment of the present application and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this application is not limited to the technical solutions formed by a specific combination of the above-mentioned technical features, but also encompasses other technical solutions formed by any combination of the above-mentioned technical features or their equivalents without departing from the above-mentioned disclosed concepts. For example, a technical solution formed by replacing the above-mentioned features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. An engine control method, characterized in that: include: Obtaining a first signal and a second signal collected at the same time, wherein the first signal represents a signal collected by a first sensor, and the first sensor is used to monitor the engine speed; The second signal represents a signal collected by a second sensor, and the second sensor is used to monitor the speed of the range-extending motor; determining, based on a phase difference between the first signal and the second signal, whether a coupling between the engine and the range-extending motor is deformed; When the coupling is deformed, determining a corresponding correction torque according to the phase difference; The target control torque is corrected using the correction torque to obtain an effective control torque; the target control torque is a control torque obtained by performing PID control based on the speed difference of the engine; the speed difference is the difference between the monitored value and the target value of the engine speed; The monitoring value is determined based on the first signal; The engine is controlled to operate based on the effective control torque.

2. The method according to claim 1, characterized in that Determining whether a coupling between the engine and the range-extending motor is deformed based on a phase difference between the first signal and the second signal includes: determining a phase difference between the first signal and the second signal; If the phase difference meets a preset requirement, determining that the coupling between the engine and the range extender motor is not deformed; If the phase difference does not meet the preset requirement, it is determined that a coupling between the engine and the range extender motor is deformed.

3. The method according to claim 1, characterized in that Determining a corresponding correction torque according to the phase difference includes: determining a current driving scenario of the vehicle based on driving parameters of the vehicle; From a preset relationship table, the target test torque corresponding to the current driving scene and the phase difference is queried to determine the corresponding correction torque; the preset relationship table includes multiple test torques, and the sample driving scene and sample phase difference corresponding to each test torque.

4. The method according to claim 1, wherein Using the correction torque, the target control torque is corrected to obtain an effective control torque, including: Obtaining target control torque; The effective control torque is determined based on the sum of the target control torque and the correction torque; wherein, if the value of the correction torque is a positive number, the effective control torque is greater than the target control torque; if the value of the correction torque is a negative number, the effective control torque is less than the target control torque.

5. The method according to claim 4, characterized in that The value of the correction torque is determined based on the phase difference; when the phase difference is positive, the value of the correction torque is positive, and when the phase difference is negative, the value of the correction torque is negative.

6. The method according to claim 2, characterized in that Determining a phase difference between the first signal and the second signal includes: determining a corresponding first sinusoidal quantity based on the first signal; Determining a corresponding second sinusoidal quantity based on the second signal; wherein the second sinusoidal quantity has the same frequency as the first sinusoidal quantity; Calculating a difference between an initial phase of the first sinusoidal quantity and an initial phase of the second sinusoidal quantity; Based on the difference, a phase difference between the first signal and the second signal is determined.

7. The method according to claim 6, characterized in that When the difference is equal to 0, it is determined that the phase difference meets the preset requirement; when the difference is not equal to 0, it is determined that the phase difference does not meet the preset requirement.

8. An engine control device, characterized in that: include: A signal acquisition unit, configured to acquire a first signal and a second signal acquired at the same time; The first signal represents a signal collected by a first sensor, which is used to monitor the engine speed; the second signal represents a signal collected by a second sensor, which is used to monitor the range-extending motor speed; a deformation determination unit, configured to determine whether a coupling between the engine and the range-extending motor is deformed based on a phase difference between the first signal and the second signal; a torque determination unit, configured to determine a corresponding correction torque according to the phase difference when the coupling is deformed; a torque correction unit for correcting a target control torque using the correction torque to obtain an effective control torque; the target control torque is a control torque obtained by performing PID control based on a speed difference of the engine; the speed difference is a difference between a monitored value and a target value of the engine speed; The monitoring value is determined based on the first signal; An engine control unit is configured to control the engine to operate based on the effective control torque.

9. A storage medium, characterized in that: The storage medium includes a stored program, wherein the program is executed by a processor to execute the engine control method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: include: processor, memory, and bus; The processor is connected to the memory via the bus; The memory is used to store a program, and the processor is used to run the program, wherein the program is executed by the processor to execute the engine control method according to any one of claims 1 to 7.

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