Method, device and equipment for controlling engine torque of hybrid vehicle

Abstract

The invention provides a hybrid power vehicle engine torque control method, device and equipment, and belongs to the technical field of hybrid power vehicles. The method comprises the steps that the working condition of an engine is determined based on operation parameters of the engine of the hybrid vehicle; under the condition that the working condition of the engine is any one of multiple preset working conditions, a preset step value is accumulated on the initial ignition value corresponding to the preset working condition till the difference value between the ignition angle obtained through accumulation and the target ignition angle is not larger than a preset threshold value; under the condition that the difference value between the ignition angle obtained through current accumulation and the target ignition angle is larger than a preset threshold value, the engine is controlled to ignite based on the ignition angle obtained through current accumulation; and under the condition that the difference value between the ignition angle obtained through current accumulation and the target ignition angle is not larger than a preset threshold value, the engine is controlled to ignite based on the target ignition angle. According to the technical scheme, the driving comfort and smoothness can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid vehicle, and in particular to a method, device and equipment for controlling engine torque of a hybrid vehicle. Background Art

[0002] With the popularity of hybrid vehicles, users are also paying more attention to the driving experience of hybrid vehicles, such as the vehicle's power response and driving smoothness. Therefore, how to control the torque of the engine of a hybrid vehicle to ensure that the engine can output a relatively stable and smoothly changing torque during driving, thereby ensuring driving comfort and smoothness, is a technical problem that needs to be solved. Summary of the invention

[0003] The embodiment of the present application provides a method, device and apparatus for controlling the engine torque of a hybrid vehicle, which improves driving comfort and smoothness. The technical solution is as follows:

[0004] In one aspect, a method for controlling engine torque of a hybrid vehicle is provided, the method comprising:

[0005] determining an operating condition of an engine of the hybrid vehicle based on operating parameters of the engine;

[0006] When the operating condition of the engine is any one of a plurality of preset operating conditions, accumulating a preset step value to the initial ignition value corresponding to the preset operating condition until the difference between the accumulated ignition angle and the target ignition angle is not greater than a preset threshold value, wherein in any of the preset operating conditions, the torque of the engine changes suddenly, and the target ignition angle is an ignition angle calculated based on the expected torque;

[0007] When the difference between the accumulated ignition angle and the target ignition angle is greater than the preset threshold, the engine is controlled to ignite based on the accumulated ignition angle;

[0008] When the difference between the accumulated ignition angle and the target ignition angle is not greater than the preset threshold, the engine is controlled to ignite based on the target ignition angle.

[0009] In another aspect, a hybrid vehicle engine torque control device is provided, the device comprising:

[0010] a first determination module, configured to determine an operating condition of an engine of a hybrid vehicle based on operating parameters of the engine;

[0011] an accumulation module, configured to accumulate an initial ignition value corresponding to the preset operating condition by a preset step value when the operating condition of the engine is any one of a plurality of preset operating conditions, until a difference between an accumulated ignition angle and a target ignition angle is not greater than a preset threshold value, wherein in any of the preset operating conditions, the torque of the engine changes suddenly, and the target ignition angle is an ignition angle calculated based on the expected torque;

[0012] A control module, configured to control the engine to ignite based on the ignition angle obtained by the current accumulation when the difference between the ignition angle obtained by the current accumulation and the target ignition angle is greater than the preset threshold;

[0013] The control module is further configured to control the engine to ignite based on the target ignition angle when the difference between the accumulated ignition angle and the target ignition angle is not greater than the preset threshold.

[0014] In some embodiments, the accumulation module comprises:

[0015] a determination unit, configured to determine an initial ignition angle when the operating condition of the engine is any one of a plurality of preset operating conditions, wherein the initial ignition angle is an ignition angle corresponding to the preset operating condition, and a value of the initial ignition angle is the initial ignition value;

[0016] A setting unit, configured to set the preset step value to a positive value or a negative value based on a size relationship between the initial ignition angle and the target ignition angle when the difference between the initial ignition angle and the target ignition angle is greater than the preset threshold;

[0017] The accumulation unit is used to accumulate the initial ignition value and the preset step value until the difference between the accumulated ignition angle and the target ignition angle is no greater than the preset threshold value.

[0018] In some embodiments, the preset operating condition is any one of the following: a first operating condition, the first operating condition is the moment from fuel cut-off to the first fuel injection during the starting process of the engine; a second operating condition, the second operating condition is the moment when the ignition angle controlling the ignition of the engine changes from an intervention state to a non-intervention state; a third operating condition, the third operating condition is the moment when the fast torque request of the vehicle controller of the hybrid vehicle changes from set to unset; a fourth operating condition, the fourth operating condition is the moment when the engine enters the idle condition; a fifth operating condition, the fifth operating condition is the moment when the fuel cut-off request of the vehicle controller changes from set to unset; a sixth operating condition, the sixth operating condition is the moment when the engine switches from a non-torque control state to a torque control state.

[0019] In some embodiments, the determination unit is used to obtain a minimum ignition angle as the initial ignition angle when the operating condition of the engine is the first operating condition or the fifth operating condition, and the minimum ignition angle is an ignition angle that ensures that the engine can ignite normally; when the operating condition of the engine is the second operating condition or the third operating condition, obtain an expected ignition angle as the initial ignition angle, and the expected ignition angle is an ignition angle calculated based on the current operating condition of the engine; when the operating condition of the engine is the fourth operating condition, obtain a basic ignition angle as the initial ignition angle, and the basic ignition angle is a theoretical ignition angle of the engine under standard operating conditions; when the operating condition of the engine is the sixth operating condition, obtain a starting ignition angle as the initial ignition angle, and the starting ignition angle is the ignition angle of the engine during the starting process.

[0020] In some embodiments, the setting unit is used to set the preset step value to a positive value when the initial ignition angle is smaller than the target ignition angle; and to set the preset step value to a negative value when the initial ignition angle is larger than the target ignition angle.

[0021] In some embodiments, the apparatus further comprises:

[0022] A timing module, configured to, when the difference between the accumulated ignition angle and the target ignition angle is not greater than the preset threshold, also perform timing by means of a timer;

[0023] The control module is further configured to terminate the timing when the timing duration reaches a preset duration, and control the engine to ignite based on the target ignition angle.

[0024] In some embodiments, the control module is further configured to control the engine to ignite based on the target ignition angle when the operating condition of the engine is any operating condition other than the plurality of preset operating conditions.

[0025] In some embodiments, the apparatus further comprises:

[0026] The second determination module is used to determine the expected torque of the engine based on at least one of the operating parameters of the engine and the operating conditions of the engine; and determine the target ignition angle based on the expected torque.

[0027] In some embodiments, the control module is further used to end the accumulation process in response to any target request during the accumulation process, and control the engine to ignite based on the ignition angle corresponding to the target request, and the target request is a request with a priority higher than a preset priority.

[0028] On the other hand, a computer device is provided, which includes a processor and a memory, wherein the memory is used to store at least one computer program, and the at least one computer program is loaded and executed by the processor to implement the method for controlling the engine torque of a hybrid vehicle in an embodiment of the present application.

[0029] On the other hand, a computer-readable storage medium is provided, in which at least one computer program is stored. The at least one computer program is loaded and executed by a processor to implement the method for controlling the engine torque of a hybrid vehicle in an embodiment of the present application.

[0030] On the other hand, a computer program product is provided, including a computer program, wherein the computer program is executed by a processor to implement the method for controlling the engine torque of a hybrid vehicle in an embodiment of the present application.

[0031] The embodiment of the present application provides a method for controlling the engine torque of a hybrid vehicle, which can, when recognizing that the torque of the engine will suddenly change under the current working condition, accumulate the initial ignition value corresponding to the working condition with a preset step value, and ignite at the accumulated ignition angle until the difference between the accumulated ignition angle and the target ignition angle calculated according to the expected torque is within a certain range. Since the torque output by the engine is positively correlated with the ignition angle of the engine, the above-mentioned accumulation method can ensure that the transition of the ignition angle is relatively smooth during the accumulation process, avoid the sudden change of torque caused by the sudden change of the ignition angle, and ensure that the engine can output a relatively stable and smoothly changing torque during the driving process of the vehicle, thereby improving the driving comfort and smoothness. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0033] Figure 1 is a schematic diagram of an implementation environment of a method for controlling engine torque of a hybrid vehicle provided according to an embodiment of the present application;

[0034] Figure 2 is a flow chart of a method for controlling engine torque of a hybrid vehicle provided according to an embodiment of the present application;

[0035] Figure 3 is a flow chart of another method for controlling engine torque of a hybrid vehicle provided according to an embodiment of the present application;

[0036] Figure 4 is a flow chart of torque control provided according to an embodiment of the present application;

[0037] Figure 5 is a schematic structural diagram of a hybrid vehicle engine torque control device provided according to an embodiment of the present application;

[0038] Figure 6 is a schematic structural diagram of another hybrid vehicle engine torque control device provided according to an embodiment of the present application;

[0039] Figure 7 It is a structural schematic diagram of a computer device provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0040] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0041] In this application, the terms "first", "second", etc. are used to distinguish identical or similar items with basically the same effects and functions. It should be understood that there is no logical or temporal dependency between "first", "second", and "nth", nor is there any limitation on quantity and execution order.

[0042] In the present application, the term "at least one" means one or more, and the term "plurality" means two or more.

[0043] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions.

[0044] Figure 1 is a schematic diagram of an implementation environment of a hybrid vehicle engine torque control method provided in accordance with an embodiment of the present application, see Figure 1 The implementation environment includes: a vehicle controller 101 and an engine 102, and the vehicle controller 101 and the engine 102 are electrically connected.

[0045] The vehicle in the present application may be a hybrid vehicle. The vehicle controller 101 is the core control unit of the vehicle, similar to the "brain" of the vehicle, coordinating and managing the key components of the hybrid vehicle, such as the engine 102, the motor, the battery, the transmission, etc., so as to ensure that the vehicle can operate efficiently and safely under different working conditions.

[0046] In some embodiments, the vehicle controller 101 can control the torque output by the engine 102 and the motor. For example, the vehicle controller 101 controls the torque output by the engine 102 according to the operating parameters of the engine, the working conditions of the engine, etc. The vehicle controller 101 controls the torque output by the motor according to the performance of the battery, the characteristics of the motor, etc. By coordinating the torque output of the engine 101 and the motor, the smoothness and power performance of the vehicle can be guaranteed. For example, during the gear shifting process, by adjusting the torque of the engine 102, the power interruption of the vehicle or the sense of frustration during driving can be avoided.

[0047] In addition, the vehicle controller 101 can also reasonably distribute the power output of the engine 102 and the motor according to the vehicle's driving state (such as vehicle speed, accelerator pedal position, brake pedal position, etc.) and the battery power. For example, when the vehicle starts and drives at low speed, the vehicle controller can give priority to the motor drive to provide quiet and efficient power; while when driving at high speed or requiring high power output, the engine 102 and the motor are coordinated to work together to meet the vehicle's power requirements.

[0048] Figure 2 is a flow chart of a method for controlling the engine torque of a hybrid vehicle provided in accordance with an embodiment of the present application. The method may be executed by a vehicle controller of a hybrid vehicle, for example. Figure 2 , the method comprises the following steps:

[0049] 201. Determine an engine operating condition based on operating parameters of an engine of a hybrid vehicle.

[0050] In the embodiment of the present application, the hybrid vehicle's vehicle controller (HCU) is the main controller of the hybrid system and is responsible for managing the entire powertrain. The vehicle controller can determine the torque distribution of the transmitter and the motor based on the driver's driving intention, the vehicle's driving state, and the operating state of each component of the vehicle (including but not limited to the engine, gearbox, motor, battery, etc.). Taking the engine as an example, the process of the vehicle controller controlling the engine's torque according to the engine's operating conditions is described below.

[0051] After starting the engine, the vehicle controller monitors the engine's operating parameters in real time, identifies the engine's operating conditions based on the monitored operating parameters, and then adjusts the engine's torque in time based on the engine's operating conditions. The engine's operating conditions refer to the engine's operating conditions at a certain moment, and the engine's operating conditions can be described by the engine's operating parameters. Optionally, the engine's operating parameters include, but are not limited to: the engine's crankshaft speed, the engine's torque, the engine's ignition angle intervention, and the engine's response requests, such as fuel cut-off requests, fast torque requests, etc.

[0052] 202. When the operating condition of the engine is any one of a plurality of preset operating conditions, the initial ignition value corresponding to the preset operating condition is accumulated by a preset step value until the difference between the accumulated ignition angle and the target ignition angle is no greater than a preset threshold value.

[0053] Among them, in any preset working condition, the torque of the engine changes suddenly. When the working condition of the engine is any preset working condition, in order to avoid the sudden change of the torque of the engine, the vehicle controller needs to adjust the ignition angle of the engine to control the torque of the engine by adjusting the ignition angle. Among them, the ignition angle of the engine is usually positively correlated with the torque output by the engine. For example, when the ignition angle is large, the mixture begins to ignite when the piston approaches the top dead center of compression, and the gas pressure generated by the combustion can more effectively push the piston to do work during the downward process of the piston, thereby increasing the torque output by the engine.

[0054] In an embodiment of the present application, when the vehicle controller recognizes that the operating condition of the engine is any preset operating condition, the vehicle controller obtains the initial ignition value corresponding to the preset operating condition. Optionally, the initial ignition values ​​corresponding to different preset operating conditions are not exactly the same. Then, the vehicle controller accumulates the preset step value to the initial ignition value until the difference between the accumulated ignition angle and the target ignition angle is no greater than the preset threshold. After each accumulation, the ignition angle of the engine increases by the preset step value, or decreases by the preset step value, thereby achieving a smooth transition of the ignition angle.

[0055] The target ignition angle is the ignition angle calculated based on the expected torque of the engine. In other words, by controlling the engine to ignite according to the target ignition angle, the torque output by the engine can be the expected torque. The expected torque can be an ideal torque value calculated based on the current working condition of the engine. For example, when the current working condition of the engine is any preset working condition, the expected torque is the torque after the engine has a torque mutation.

[0056] During the above-mentioned accumulation process, after each accumulation, the vehicle controller determines whether the difference between the accumulated ignition angle and the target ignition angle is greater than the preset threshold. If it is greater than the preset threshold, it indicates that accumulation needs to continue. The vehicle controller can perform the next accumulation at an appropriate time until the difference between the accumulated ignition angle and the target ignition angle is no greater than the preset threshold.

[0057] 203. When the difference between the accumulated ignition angle and the target ignition angle is greater than a preset threshold, the engine is controlled to ignite based on the accumulated ignition angle.

[0058] In the embodiment of the present application, during the above-mentioned accumulation process, after each accumulation, the vehicle controller can also control the engine to ignite according to the ignition angle obtained by the current accumulation. For example, the initial ignition value is A, and the preset step value is +△. After the first accumulation, the ignition angle of the engine after the first accumulation is obtained, that is, A+△. At this time, if the ignition moment of the engine is reached, the vehicle controller can control the engine to ignite according to the ignition angle. In the case where the difference between the ignition angle and the target ignition angle is greater than the preset threshold, the vehicle controller continues to accumulate to obtain the ignition angle of the engine after the second accumulation, that is, A+2△. At this time, if the ignition moment of the engine is reached, the vehicle controller controls the engine to ignite according to the ignition angle obtained after the second accumulation, that is, A+2△. It can be seen that through the above method, the ignition angle of the engine can be increased or decreased according to the preset step value, so as to achieve smoothing of the ignition angle of the engine, thereby achieving smoothing of the torque output by the engine and avoiding sudden changes in the torque of the engine.

[0059] 204. When the difference between the accumulated ignition angle and the target ignition angle is not greater than a preset threshold, control the engine to ignite based on the target ignition angle.

[0060] In the embodiment of the present application, when the difference between the accumulated ignition angle and the target ignition angle is not greater than the preset threshold, it indicates that the ignition angle of the engine is relatively close to the target ignition angle, and there is no need to continue accumulating. Therefore, when the ignition moment of the engine is reached, the vehicle controller can control the engine to ignite according to the target ignition angle, thereby ensuring that the torque output by the engine is the expected torque. By controlling the torque of the engine in the above manner, it can be ensured that when the engine is in a preset working condition, the engine can also output a relatively stable and smoothly changing torque, avoiding the frustration of vehicle driving caused by torque mutation.

[0061] The embodiment of the present application provides a method for controlling the engine torque of a hybrid vehicle, which can, when recognizing that the torque of the engine will suddenly change under the current working condition, accumulate the initial ignition value corresponding to the working condition with a preset step value, and ignite at the accumulated ignition angle until the difference between the accumulated ignition angle and the target ignition angle calculated according to the expected torque is within a certain range. Since the torque output by the engine is positively correlated with the ignition angle of the engine, the above-mentioned accumulation method can ensure that the transition of the ignition angle is relatively smooth during the accumulation process, avoid the sudden change of torque caused by the sudden change of the ignition angle, and ensure that the engine can output a relatively stable and smoothly changing torque during the driving process of the vehicle, thereby improving the driving comfort and smoothness.

[0062] Figure 3is a flow chart of another method for controlling the engine torque of a hybrid vehicle provided in accordance with an embodiment of the present application. The method may be executed by a vehicle controller of a hybrid vehicle, for example. Figure 3 , the method comprises the following steps:

[0063] 301. Determine an engine operating condition based on an operating parameter of an engine of a hybrid vehicle.

[0064] In the embodiment of the present application, the process of the vehicle controller determining the operating condition of the engine based on the operating parameters of the engine is the same as the above step 201 and will not be repeated here.

[0065] It should be noted that the vehicle controller detects whether the engine is started before determining the engine working condition. When the engine is started, the vehicle controller monitors the engine working condition in real time so as to timely perform torque distribution and torque coordination according to the engine working condition.

[0066] 302. When the operating condition of the engine is any one of a plurality of preset operating conditions, determine an initial ignition angle, the initial ignition angle being the ignition angle corresponding to the preset operating condition, and the value of the initial ignition angle being the initial ignition value.

[0067] In the embodiment of the present application, after the vehicle controller identifies the working condition of the engine, the vehicle controller determines whether the working condition is any one of a plurality of preset working conditions, wherein in any of the preset working conditions, the torque of the engine changes suddenly.

[0068] When the engine operating condition is any preset operating condition, the vehicle controller obtains the initial ignition angle corresponding to the preset operating condition. Optionally, the values ​​of the initial ignition angles corresponding to different preset operating conditions are not exactly the same. The value of the initial ignition angle is also the initial ignition value. Optionally, the initial ignition angle is also the ignition angle before the engine torque suddenly changes under the corresponding preset operating condition.

[0069] The following describes a variety of preset operating conditions and the initial ignition angle corresponding to each preset operating condition.

[0070] In some embodiments, the preset operating condition is any of the following.

[0071] (1) The first operating condition is the moment from fuel cut-off to the first fuel injection during the engine startup process. When the engine is in the fuel cut-off state, the fuel injection system has not yet injected fuel into the engine cylinder. At the moment of the first fuel injection, the fuel injection system injects fuel into the engine cylinder, so that the fuel burns in the cylinder to provide power for the engine.

[0072] Optionally, the vehicle controller can identify the moment from fuel cut-off to the first fuel injection of the engine, that is, identify the first operating condition, by monitoring the first fuel injection request responded by the fuel injection system.

[0073] (2) The second operating condition, the second operating condition is the moment when the ignition angle for controlling the engine ignition changes from the intervention state to the non-intervention state. The intervention state of the ignition angle means that after the vehicle controller obtains the preset ignition angle or the ignition angle calculated according to the actual operating conditions, the obtained ignition angle is adjusted to control the engine to ignite according to the adjusted ignition angle. The non-intervention state of the ignition angle means that the vehicle controller does not need to make additional adjustments to the obtained ignition angle and can control the engine to ignite directly according to the ignition angle.

[0074] Optionally, when the engine is in the following four operating conditions, the ignition angle of the engine is in an intervention state.

[0075] Catalyst heating condition, wherein catalyst heating means that after the engine is started, a series of control strategies are adopted to accelerate the temperature rise of the catalyst so that the catalyst can quickly reach the operating temperature. The control strategies include but are not limited to adjusting the ignition angle of the engine. Accordingly, the catalyst heating condition is also the operating state of the engine in the process of accelerating the temperature rise of the catalyst.

[0076] Idle condition, where idle condition refers to the state where the engine runs at the lowest stable speed. In this state, the accelerator pedal is not depressed, and the engine only maintains basic operation to drive the vehicle's accessory systems, such as the cooling system, power supply system, etc.

[0077] A condition where the reserve torque is greater than 0, where the reserve torque is used to respond to sudden power demands of the vehicle, such as rapid acceleration.

[0078] The expected load is less than the minimum load. The expected load refers to the theoretical load calculated based on the vehicle's operating requirements. The minimum load refers to the minimum load that ensures the vehicle can operate stably. When the expected load is less than the minimum load, the engine's ignition angle needs to be adjusted to maintain stable operation of the engine.

[0079] The moment when the engine switches from any of the above four operating conditions to other operating conditions can be considered as the moment when the engine's ignition angle changes from an intervention state to a non-intervention state, and the engine is in the second operating condition at this time.

[0080] (3) The third operating condition is the moment when the fast torque request of the vehicle controller of the hybrid vehicle changes from being set to being unset. The fast torque request is a request sent by the vehicle controller to the engine to quickly increase the torque output. The fast torque request is usually issued in a scenario where the vehicle needs to accelerate quickly. The moment when the fast torque request is set is the moment when the fast torque request is activated, that is, the moment when the vehicle controller issues the fast torque request.

[0081] Optionally, the vehicle controller can obtain the moment when the quick torque request is set and the moment when it is not set through the vehicle's communication network. The vehicle's communication network can be a CAN (Controller Area Network) bus. When the quick torque request is set, the signal of the quick torque request is a high level, or other logical states indicating activation. When the quick torque request is not set, the signal of the quick torque request becomes a low level, or other logical states indicating inactivation.

[0082] (4) The fourth operating condition is the moment when the engine enters the idle operating condition. Optionally, the vehicle controller can identify the moment when the engine enters the idle operating condition by monitoring the engine speed.

[0083] (5) The fifth working condition is the moment when the fuel cut-off request of the vehicle controller changes from being set to being not set. The fuel cut-off request is used to request the fuel injection system to stop injecting fuel into the cylinder of the engine. Optionally, similar to the fast torque request, the vehicle controller can also obtain the moment when the fuel cut-off request changes from being set to being not set by monitoring the vehicle's communication network.

[0084] (6) The sixth operating condition is the moment when the engine switches from the non-torque control state to the torque control state. The non-torque control state means that the vehicle controller controls the engine operation according to the preset intake volume, fuel injection volume, ignition angle, etc. The torque control state means that the vehicle controller calculates the intake volume, fuel injection volume, ignition angle, etc. based on the expected torque, and then controls the engine operation based on the calculated intake volume, fuel injection volume, ignition angle, etc. In other words, when the engine is in the torque control state, the vehicle controller can control the engine operating parameters according to the expected torque.

[0085] By setting the above six preset operating conditions, when the engine is in any preset operating condition, the control method provided in the embodiment of the present application can be used to control the engine torque, thereby avoiding sudden changes in the engine torque in a variety of driving scenarios, thereby maximizing driving comfort and smoothness.

[0086] The above content mainly introduces 6 preset working conditions. The initial ignition angle corresponding to each preset working condition is described below.

[0087] In some embodiments, when the engine is in the first operating condition or the fifth operating condition, the vehicle controller obtains the minimum ignition angle as the initial ignition angle, wherein the minimum ignition angle is an ignition angle that ensures that the engine can be ignited normally.

[0088] When the engine is in the second operating condition or the third operating condition, the vehicle controller obtains the expected ignition angle as the initial ignition angle, wherein the expected ignition angle is the ignition angle calculated based on the current operating condition of the engine.

[0089] When the engine is in the fourth operating condition, the vehicle controller obtains a basic ignition angle as an initial ignition angle, wherein the basic ignition angle is a theoretical ignition angle of the engine under standard operating conditions.

[0090] When the working condition of the engine is the sixth working condition, the vehicle controller obtains the starting ignition angle as the initial ignition angle, wherein the starting ignition angle is the ignition angle of the engine during the starting process.

[0091] By setting different initial ignition angles for different preset operating conditions, the engine can output the torque corresponding to the current preset operating condition after ignition according to the corresponding initial ignition angle, thereby ensuring that the vehicle can run smoothly and safely, improving driving smoothness and safety.

[0092] Optionally, the minimum ignition angle, basic ignition angle and starting ignition angle can be set by the designer based on the actual situation of the vehicle. The embodiment of the present application does not limit the values ​​of the minimum ignition angle, basic ignition angle and starting ignition angle.

[0093] 303. When the difference between the initial ignition angle and the target ignition angle is greater than a preset threshold, the preset step value is set to a positive value or a negative value based on the size relationship between the initial ignition angle and the target ignition angle.

[0094] In the embodiment of the present application, after obtaining the initial ignition angle corresponding to the current working condition of the engine, the vehicle controller determines whether the difference between the initial ignition angle and the target ignition angle is greater than a preset threshold. The target ignition angle is the ignition angle calculated based on the expected torque of the vehicle. The preset threshold can be an angle set according to actual needs, and the embodiment of the present application does not limit this.

[0095] When the difference between the initial ignition angle and the target ignition angle is greater than the preset threshold, it indicates that the gap between the two is large. If the ignition angle of the engine is not adjusted, the torque of the engine will change suddenly. Therefore, the vehicle controller can adjust the ignition angle of the engine according to the initial ignition angle and the preset step value. Among them, the preset step value is the step length of the increase or decrease of the value of the ignition angle in the process of adjusting the ignition angle. Optionally, when the initial ignition angle is less than the target ignition angle, the vehicle controller sets the preset step value to a positive value, and then in the process of adjusting the ignition angle of the engine, the ignition angle of the engine increases by the preset step value each time, so that the ignition angle of the engine gradually approaches the target ignition angle. When the initial ignition angle is greater than the target ignition angle, the vehicle controller sets the preset step value to a negative value, and then in the process of adjusting the ignition angle of the engine, the ignition angle of the engine decreases by the preset step value each time, so that the ignition angle of the engine gradually approaches the target ignition angle.

[0096] The following is an explanation of the process by which the vehicle controller determines the target ignition angle.

[0097] In some embodiments, the vehicle controller determines the expected torque of the engine based on at least one of the operating parameters of the engine and the operating conditions of the engine. Then, the vehicle controller determines the target ignition angle based on the expected torque, so that after the engine is ignited according to the target ignition angle, the torque output by the engine is the expected torque. Among them, the expected torque is the theoretically required torque calculated based on the operating parameters of the engine and (or) the operating conditions of the engine. For example, in an overtaking scenario, the calculated expected torque is usually larger, thereby meeting the rapid acceleration requirements of the vehicle. Alternatively, in an emergency avoidance scenario, the calculated expected torque is usually smaller, thereby meeting the emergency braking requirements of the vehicle. By determining the target ignition angle according to the expected torque of the engine, it is possible to make the torque output by the engine meet the power requirements of the vehicle in the corresponding scenario after the engine is ignited according to the target ignition angle.

[0098] 304. Accumulate the preset step value to the initial ignition value until the difference between the ignition angle accumulated this time and the target ignition angle is no greater than a preset threshold.

[0099] In an embodiment of the present application, the vehicle controller accumulates the initial ignition value with a preset step value. Each time the accumulation is performed, the vehicle controller determines whether the difference between the ignition angle accumulated at that time and the target ignition angle is greater than a preset threshold. In the case where the difference between the ignition angle accumulated at that time and the target ignition angle is greater than the preset threshold, the vehicle controller continues to accumulate. In the case where the difference between the ignition angle accumulated at that time and the target ignition angle is not greater than the preset threshold, it indicates that the ignition angle of the engine is relatively close to the target ignition angle at this time, and the vehicle controller stops accumulating.

[0100] Optionally, the vehicle controller can accumulate the initial ignition value by a preset step value at a fixed frequency or a fixed period. The fixed period is the time interval between two adjacent accumulations. The fixed frequency or fixed period can be set by the technician according to actual needs, and the embodiment of the present application does not limit this.

[0101] For example, the initial ignition angle is A, the accumulated ignition angle is B, and the target ignition angle is C. If C is greater than A, the vehicle controller determines the preset step value to be +△. The ignition angle B obtained after the first accumulation is A+△, the ignition angle B obtained after the second accumulation is A+2△, the ignition angle B obtained after the third accumulation is A+3△, and so on, until the difference between the ignition angle B and the ignition angle C is no greater than the preset threshold.

[0102] If C is less than A, the vehicle controller determines the preset step value as -△. The ignition angle B obtained after the first accumulation is A-△, the ignition angle B obtained after the second accumulation is A-2△, the ignition angle B obtained after the third accumulation is A-3△, and so on, until the difference between the ignition angle B and the ignition angle C is no greater than the preset threshold.

[0103] 305. When the difference between the accumulated ignition angle and the target ignition angle is greater than a preset threshold, control the engine to ignite based on the accumulated ignition angle.

[0104] In the embodiment of the present application, during the execution of the above step 304, after completing any accumulation, if the ignition time of the engine is reached, the vehicle controller can control the engine to ignite based on the ignition angle obtained by the current accumulation. For example, the preset step value is +△. After the first accumulation, if the ignition time of the engine is reached, the vehicle controller controls the engine to ignite according to the ignition angle B=A+△. After the second accumulation, if the ignition time of the engine is reached, the vehicle controller controls the engine to ignite according to the ignition angle B=A+2△, thereby ensuring that in the above process, the transition of the engine's ignition angle is relatively smooth, thereby ensuring that the torque output by the engine is relatively smooth and avoiding sudden changes in torque.

[0105] In some embodiments, the vehicle controller can also end the accumulation process in advance. During the accumulation process, in response to any target request, the vehicle controller ends the accumulation process and controls the engine to ignite based on the ignition angle corresponding to the target request. Among them, the target request is a request with a priority higher than the preset priority, such as a quick torque request, a fuel cut-off request, etc. The preset priority can be a priority set according to actual needs. By exiting the accumulation process when receiving a target request with a higher priority, and controlling the engine to ignite according to the ignition angle corresponding to the target request, it can ensure that the engine responds quickly to the target request with a higher priority, thereby improving the safety of vehicle driving.

[0106] For example, when the target request is a quick torque request, the vehicle controller calculates the corresponding ignition angle based on the expected torque corresponding to the quick torque request, and then controls the engine to ignite according to the ignition angle so that the engine can output the expected torque corresponding to the quick torque request, thereby enabling the engine to quickly respond to the quick torque request.

[0107] 306. When the difference between the accumulated ignition angle and the target ignition angle is not greater than a preset threshold, timing is performed by a timer.

[0108] In the embodiment of the present application, after completing any accumulation, if the difference between the ignition angle obtained by the accumulation and the target ignition angle is not greater than the preset threshold, the vehicle controller stops the accumulation and counts by the timer.

[0109] 307. When the timing duration reaches a preset duration, the timing is ended, and the engine is controlled to ignite based on the target ignition angle.

[0110] In the embodiment of the present application, the preset duration can be a preset duration, or a duration corresponding to the preset working condition of the engine, and the embodiment of the present application does not limit this. In order to ensure the timeliness of torque control, the magnitude of the preset duration is usually milliseconds. When the timing duration reaches the preset duration, the vehicle controller can control the engine to ignite according to the target ignition angle at the ignition time of the engine, so that the engine outputs the expected torque.

[0111] By timing when the difference between the ignition angle obtained by the accumulation and the target ignition angle is not greater than the preset threshold, and after the timing time reaches the preset time, the engine is controlled to ignite according to the target ignition angle at the ignition moment, the preset time can be used to control the response time of the engine to output the desired torque, thereby ensuring that the vehicle can run smoothly under the preset working conditions.

[0112] Optionally, the vehicle controller controls the engine to ignite according to the target ignition angle and ends the above accumulation process. After the accumulation process ends, when the vehicle controller recognizes that the engine operating condition is any preset operating condition next time, the vehicle controller starts a new round of accumulation process again, thereby smoothing the engine torque.

[0113] 308. When the operating condition of the engine is any operating condition other than a plurality of preset operating conditions, the engine is controlled to ignite based on the target ignition angle.

[0114] In the embodiment of the present application, after the vehicle controller executes the above step 301, if the engine operating condition is any operating condition other than the multiple preset operating conditions, it indicates that the torque output by the engine will not change suddenly. Therefore, the vehicle controller can directly control the engine to ignite according to the target ignition angle at the ignition time of the engine, so that the engine outputs the expected torque.

[0115] In order to more clearly explain the complete process of torque control of the vehicle controller, the following is combined with Figure 4 The torque control flow chart shown in FIG. Figure 4 As shown, the vehicle controller detects whether the engine is started. When the engine is started, the vehicle controller identifies the working condition of the engine. If the working condition of the engine is not the preset working condition, the vehicle controller can control the engine to ignite according to the target ignition angle C at the ignition time of the engine. If the working condition of the engine is the preset working condition, the vehicle controller obtains the initial ignition angle A corresponding to the preset working condition, and accumulates the preset step value to the initial ignition angle A to obtain the accumulated ignition angle B. In any accumulation process, if the difference between the ignition angle B obtained by the accumulation and the target ignition angle C is greater than the preset threshold, the vehicle controller continues to accumulate until the difference between the ignition angle B obtained by the accumulation and the target ignition angle C is not greater than the preset threshold. Then, the vehicle controller performs timing, and stops timing when the timing time reaches the preset time, and then controls the engine to ignite according to the target ignition angle C at the ignition time of the engine.

[0116] The embodiment of the present application provides a method for controlling the engine torque of a hybrid vehicle, which can, when recognizing that the torque of the engine will suddenly change under the current working condition, accumulate the initial ignition value corresponding to the working condition with a preset step value, and ignite at the accumulated ignition angle until the difference between the accumulated ignition angle and the target ignition angle calculated according to the expected torque is within a certain range. Since the torque output by the engine is positively correlated with the ignition angle of the engine, the above-mentioned accumulation method can ensure that the transition of the ignition angle is relatively smooth during the accumulation process, avoid the sudden change of torque caused by the sudden change of the ignition angle, and ensure that the engine can output a relatively stable and smoothly changing torque during the driving process of the vehicle, thereby improving the driving comfort and smoothness.

[0117] Figure 5 is a schematic diagram of the structure of a hybrid vehicle engine torque control device provided according to an embodiment of the present application. Figure 5 The device includes: a first determination module 501, an accumulation module 502 and a control module 503.

[0118] A first determination module 501 is used to determine the operating condition of the engine based on the operating parameters of the engine of the hybrid vehicle;

[0119] an accumulation module 502, configured to accumulate an initial ignition value corresponding to the operating condition by a preset step value when the operating condition of the engine is any one of a plurality of preset operating conditions, until the difference between the accumulated ignition angle and the target ignition angle is not greater than a preset threshold value, wherein in any of the preset operating conditions, the torque of the engine changes suddenly, and the target ignition angle is an ignition angle calculated based on the expected torque;

[0120] The control module 503 is used to control the engine to ignite based on the ignition angle obtained by the accumulation when the difference between the ignition angle obtained by the accumulation and the target ignition angle is greater than a preset threshold;

[0121] The control module 503 is further configured to control the engine to ignite based on the target ignition angle when the difference between the current accumulated ignition angle and the target ignition angle is not greater than a preset threshold.

[0122] In some embodiments, Figure 6 is a schematic diagram of the structure of another hybrid vehicle engine torque control device provided according to an embodiment of the present application, see Figure 6 , the accumulation module 502 includes:

[0123] A determination unit 601 is used to determine an initial ignition angle when the operating condition of the engine is any one of a plurality of preset operating conditions, where the initial ignition angle is an ignition angle corresponding to the preset operating condition, and a value of the initial ignition angle is an initial ignition value;

[0124] A setting unit 602 is used to set the preset step value to a positive value or a negative value based on the size relationship between the initial ignition angle and the target ignition angle when the difference between the initial ignition angle and the target ignition angle is greater than a preset threshold;

[0125] The accumulation unit 603 is used to accumulate the initial ignition value by a preset step value until the difference between the ignition angle accumulated this time and the target ignition angle is not greater than a preset threshold.

[0126] In some embodiments, the preset operating conditions are any of the following: a first operating condition, the first operating condition is the moment from fuel cut-off to the first fuel injection during the engine starting process; a second operating condition, the second operating condition is the moment when the ignition angle that controls the engine ignition changes from an intervention state to a non-intervention state; a third operating condition, the third operating condition is the moment when the fast torque request of the vehicle controller of the hybrid vehicle changes from set to unset; a fourth operating condition, the fourth operating condition is the moment when the engine enters the idle condition; a fifth operating condition, the fifth operating condition is the moment when the fuel cut-off request of the vehicle controller changes from set to unset; a sixth operating condition, the sixth operating condition is the moment when the engine switches from a non-torque control state to a torque control state.

[0127] In some embodiments, the determination unit 602 is used to obtain a minimum ignition angle as the initial ignition angle when the engine operating condition is the first operating condition or the fifth operating condition, and the minimum ignition angle is the ignition angle that ensures that the engine can ignite normally; when the engine operating condition is the second operating condition or the third operating condition, obtain an expected ignition angle as the initial ignition angle, and the expected ignition angle is the ignition angle calculated based on the current operating condition of the engine; when the engine operating condition is the fourth operating condition, obtain a basic ignition angle as the initial ignition angle, and the basic ignition angle is the theoretical ignition angle of the engine under standard operating conditions; when the engine operating condition is the sixth operating condition, obtain a starting ignition angle as the initial ignition angle, and the starting ignition angle is the ignition angle of the engine during the starting process.

[0128] In some embodiments, the setting unit 602 is used to set the preset step value to a positive value when the initial ignition angle is smaller than the target ignition angle; and to set the preset step value to a negative value when the initial ignition angle is larger than the target ignition angle.

[0129] In some embodiments, the apparatus further comprises:

[0130] A timing module 504, configured to, when the difference between the accumulated ignition angle and the target ignition angle is not greater than a preset threshold, further perform timing by a timer;

[0131] The control module 503 is further configured to terminate the timing when the timing duration reaches a preset duration, and control the engine to ignite based on the target ignition angle.

[0132] In some embodiments, the control module 503 is further configured to control the engine to ignite based on the target ignition angle when the engine operating condition is any operating condition other than a plurality of preset operating conditions.

[0133] In some embodiments, the apparatus further comprises:

[0134] The second determination module 505 is used to determine the expected torque of the engine based on at least one of the operating parameters of the engine and the working conditions of the engine; and determine the target ignition angle based on the expected torque.

[0135] In some embodiments, the control module 503 is also used to end the accumulation process in response to any target request during the accumulation process, and control the engine to ignite based on the ignition angle corresponding to the target request, where the target request has a priority higher than a preset priority.

[0136] The embodiment of the present application provides a control device for the engine torque of a hybrid vehicle, which can, when recognizing that the torque of the engine will suddenly change under the current working condition, accumulate the initial ignition value corresponding to the working condition with a preset step value, and ignite at the accumulated ignition angle until the difference between the accumulated ignition angle and the target ignition angle calculated according to the expected torque is within a certain range. Since the torque output by the engine is positively correlated with the ignition angle of the engine, the above-mentioned accumulation method can ensure that the transition of the ignition angle is relatively smooth during the accumulation process, avoid the sudden change of torque caused by the sudden change of the ignition angle, and ensure that the engine can output a relatively stable and smoothly changing torque during the vehicle driving process, thereby improving the driving comfort and smoothness.

[0137] Figure 7 700 is a schematic diagram of a computer device according to an embodiment of the present application. The computer device 700 may be a vehicle-mounted terminal or a vehicle controller, such as a vehicle controller.

[0138] Typically, the computer device 700 includes a processor 701 and a memory 702 .

[0139] The processor 701 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 701 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 701 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 701 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 701 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0140] The memory 702 may include one or more computer-readable storage media, which may be non-transitory. The memory 702 may also include a high-speed random access memory and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 702 is used to store at least one computer program, which is used to be executed by the processor 701 to implement the control method of the hybrid vehicle engine torque provided in the method embodiment of the present application.

[0141] In some embodiments, the computer device 700 may further optionally include: a peripheral device interface 703 and at least one peripheral device. The processor 701, the memory 702 and the peripheral device interface 703 may be connected via a bus or a signal line. Each peripheral device may be connected to the peripheral device interface 703 via a bus, a signal line or a circuit board. Specifically, the peripheral device includes: at least one of a radio frequency circuit 704, a display screen 705, a camera assembly 706, an audio circuit 707 and a power supply 708.

[0142] The peripheral device interface 703 may be used to connect at least one peripheral device related to I / O (Input / Output) to the processor 701 and the memory 702. In some embodiments, the processor 701, the memory 702, and the peripheral device interface 703 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 701, the memory 702, and the peripheral device interface 703 may be implemented on a separate chip or circuit board, which is not limited in this embodiment.

[0143] The radio frequency circuit 704 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The radio frequency circuit 704 communicates with the communication network and other communication devices through electromagnetic signals. The radio frequency circuit 704 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. In some embodiments, the radio frequency circuit 704 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, and the like. The radio frequency circuit 704 can communicate with other terminals through at least one wireless communication protocol. The wireless communication protocol includes, but is not limited to: the World Wide Web, a metropolitan area network, an intranet, various generations of mobile communication networks (2G, 3G, 4G and 5G), a wireless local area network and / or a WiFi (Wireless Fidelity) network. In some embodiments, the radio frequency circuit 704 may also include circuits related to NFC (Near Field Communication), which is not limited in this application.

[0144] The display screen 705 is used to display the UI (User Interface). The UI may include graphics, text, icons, videos, and any combination thereof. When the display screen 705 is a touch display screen, the display screen 705 also has the ability to collect touch signals on the surface or above the surface of the display screen 705. The touch signal can be input to the processor 701 as a control signal for processing. At this time, the display screen 705 can also be used to provide virtual buttons and / or virtual keyboards, also known as soft buttons and / or soft keyboards. In some embodiments, the display screen 705 can be one, set on the front panel of the computer device 700; in other embodiments, the display screen 705 can be at least two, respectively set on different surfaces of the computer device 700 or in a folding design; in other embodiments, the display screen 705 can be a flexible display screen, set on the curved surface or folding surface of the computer device 700. Even, the display screen 705 can also be set to a non-rectangular irregular shape, that is, a special-shaped screen. The display screen 705 can be made of materials such as LCD (Liquid Crystal Display), OLED (Organic Light-Emitting Diode, organic light-emitting diode).

[0145] The camera assembly 706 is used to capture images or videos. In some embodiments, the camera assembly 706 includes a front camera and a rear camera. Typically, the front camera is disposed on the front panel of the terminal, and the rear camera is disposed on the back of the terminal. In some embodiments, there are at least two rear cameras, which are any one of a main camera, a depth of field camera, a wide-angle camera, and a telephoto camera, so as to realize the fusion of the main camera and the depth of field camera to realize the background blur function, the fusion of the main camera and the wide-angle camera to realize panoramic shooting and VR (Virtual Reality) shooting function or other fusion shooting functions. In some embodiments, the camera assembly 706 may also include a flash. The flash may be a monochrome temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm light flash and a cold light flash, which can be used for light compensation at different color temperatures.

[0146] The audio circuit 707 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, and convert the sound waves into electrical signals and input them into the processor 701 for processing, or input them into the radio frequency circuit 704 to achieve voice communication. For the purpose of stereo acquisition or noise reduction, there can be multiple microphones, which are respectively arranged at different parts of the computer device 700. The microphone can also be an array microphone or an omnidirectional acquisition microphone. The speaker is used to convert the electrical signal from the processor 701 or the radio frequency circuit 704 into sound waves. The speaker can be a traditional film speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can not only convert the electrical signal into sound waves audible to humans, but also convert the electrical signal into sound waves inaudible to humans for purposes such as ranging. In some embodiments, the audio circuit 707 may also include a headphone jack.

[0147] The power supply 708 is used to power various components in the computer device 700. The power supply 708 can be an alternating current, a direct current, a disposable battery, or a rechargeable battery. When the power supply 708 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged through a wired line, and a wireless rechargeable battery is a battery that is charged through a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0148] In some embodiments, the computer device 700 further includes one or more sensors 709 , including but not limited to: an acceleration sensor 710 , a gyroscope sensor 711 , a pressure sensor 712 , an optical sensor 713 , and a proximity sensor 714 .

[0149] The acceleration sensor 710 can detect the magnitude of acceleration on the three coordinate axes of the coordinate system established by the computer device 700. For example, the acceleration sensor 710 can be used to detect the components of gravity acceleration on the three coordinate axes. The processor 701 can control the display screen 705 to display the user interface in a horizontal view or a vertical view according to the gravity acceleration signal collected by the acceleration sensor 710. The acceleration sensor 710 can also be used to collect game or user motion data.

[0150] The gyro sensor 711 can detect the body direction and rotation angle of the computer device 700, and the gyro sensor 711 can cooperate with the acceleration sensor 710 to collect the user's 3D actions on the computer device 700. The processor 701 can implement the following functions based on the data collected by the gyro sensor 711: motion sensing (such as changing the UI according to the user's tilt operation), image stabilization during shooting, game control, and inertial navigation.

[0151] The pressure sensor 712 can be set on the side frame of the computer device 700 and / or the lower layer of the display screen 705. When the pressure sensor 712 is set on the side frame of the computer device 700, it can detect the user's grip signal of the computer device 700, and the processor 701 performs left and right hand recognition or shortcut operation according to the grip signal collected by the pressure sensor 712. When the pressure sensor 712 is set on the lower layer of the display screen 705, the processor 701 controls the operability controls on the UI interface according to the user's pressure operation on the display screen 705. The operability controls include at least one of a button control, a scroll bar control, an icon control, and a menu control.

[0152] The optical sensor 713 is used to collect the ambient light intensity. In one embodiment, the processor 701 can control the display brightness of the display screen 705 according to the ambient light intensity collected by the optical sensor 713. Specifically, when the ambient light intensity is high, the display brightness of the display screen 705 is increased; when the ambient light intensity is low, the display brightness of the display screen 705 is reduced. In another embodiment, the processor 701 can also dynamically adjust the shooting parameters of the camera assembly 706 according to the ambient light intensity collected by the optical sensor 713.

[0153] The proximity sensor 714, also called a distance sensor, is usually disposed on the front panel of the computer device 700. The proximity sensor 714 is used to collect the distance between the user and the front of the computer device 700. In one embodiment, when the proximity sensor 714 detects that the distance between the user and the front of the computer device 700 is gradually decreasing, the processor 701 controls the display screen 705 to switch from the screen-on state to the screen-off state; when the proximity sensor 714 detects that the distance between the user and the front of the computer device 700 is gradually increasing, the processor 701 controls the display screen 705 to switch from the screen-off state to the screen-on state.

[0154] Those skilled in the art will understand that Figure 7 The structure shown in the figure does not constitute a limitation on the computer device 700, and the computer device 700 may include more or less components than shown in the figure, or combine some components, or adopt a different arrangement of components.

[0155] The embodiment of the present application also provides a computer-readable storage medium, in which at least one computer program is stored, and the at least one computer program is loaded and executed by a processor of a computer device to implement the operation performed by the computer device in the control method of the engine torque of a hybrid vehicle in the above embodiment. For example, the computer-readable storage medium can be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0156] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0157] The above description is only an optional embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method for controlling engine torque of a hybrid vehicle, characterized in that: The method comprises: determining an operating condition of an engine of the hybrid vehicle based on operating parameters of the engine; When the operating condition of the engine is any one of a plurality of preset operating conditions, accumulating a preset step value to the initial ignition value corresponding to the preset operating condition until the difference between the accumulated ignition angle and the target ignition angle is not greater than a preset threshold value, wherein in any of the preset operating conditions, the torque of the engine changes suddenly, and the target ignition angle is an ignition angle calculated based on the expected torque; When the difference between the accumulated ignition angle and the target ignition angle is greater than the preset threshold, the engine is controlled to ignite based on the accumulated ignition angle; When the difference between the accumulated ignition angle and the target ignition angle is not greater than the preset threshold, the engine is controlled to ignite based on the target ignition angle.

2. The method according to claim 1, characterized in that When the operating condition of the engine is any one of a plurality of preset operating conditions, accumulating a preset step value to the initial ignition value corresponding to the preset operating condition until the difference between the accumulated ignition angle and the target ignition angle is not greater than a preset threshold value, including: When the operating condition of the engine is any one of a plurality of preset operating conditions, determining an initial ignition angle, the initial ignition angle being an ignition angle corresponding to the preset operating condition, and a value of the initial ignition angle being the initial ignition value; When the difference between the initial ignition angle and the target ignition angle is greater than the preset threshold, the preset step value is set to a positive value or a negative value based on the size relationship between the initial ignition angle and the target ignition angle; The initial ignition value is accumulated by the preset step value until the difference between the accumulated ignition angle and the target ignition angle is no greater than the preset threshold value.

3. The method according to claim 1 or 2, characterized in that: The preset working condition is any one of the following: A first operating condition, wherein the first operating condition is a moment from fuel cut-off to first fuel injection during the starting process of the engine; A second operating condition, wherein the second operating condition is a moment when the ignition angle of the engine is controlled to ignite from an intervention state to a non-intervention state; A third operating condition, wherein the third operating condition is the moment when the fast torque request of the vehicle controller of the hybrid vehicle changes from being set to being not set; A fourth operating condition, wherein the fourth operating condition is the moment when the engine enters an idle operating condition; A fifth operating condition, wherein the fifth operating condition is the moment when the fuel cut-off request of the vehicle controller changes from being set to being not set; The sixth operating condition is the moment when the engine switches from a non-torque control state to a torque control state.

4. The method according to claim 3, characterized in that When the operating condition of the engine is any one of a plurality of preset operating conditions, determining the initial ignition angle comprises: When the operating condition of the engine is the first operating condition or the fifth operating condition, obtaining a minimum ignition angle as the initial ignition angle, the minimum ignition angle being an ignition angle that ensures that the engine can ignite normally; When the operating condition of the engine is the second operating condition or the third operating condition, obtaining an expected ignition angle as the initial ignition angle, wherein the expected ignition angle is an ignition angle calculated based on the current operating condition of the engine; When the operating condition of the engine is the fourth operating condition, obtaining a basic ignition angle as the initial ignition angle, wherein the basic ignition angle is a theoretical ignition angle of the engine under a standard operating condition; When the operating condition of the engine is the sixth operating condition, a starting ignition angle is acquired as the initial ignition angle, and the starting ignition angle is an ignition angle of the engine during the starting process.

5. The method according to claim 2, characterized in that: The step of setting the preset step value to a positive value or a negative value based on the size relationship between the initial ignition angle and the target ignition angle includes: When the initial ignition angle is smaller than the target ignition angle, setting the preset step value to a positive value; When the initial ignition angle is greater than the target ignition angle, the preset step value is set to a negative value.

6. The method according to claim 1, characterized in that The method further comprises: When the difference between the accumulated ignition angle and the target ignition angle is not greater than the preset threshold, timing is also performed by a timer; When the timing duration reaches a preset duration, the timing is ended, and the engine is controlled to ignite based on the target ignition angle.

7. The method according to claim 1, characterized in that The method further comprises: When the operating condition of the engine is any operating condition other than the plurality of preset operating conditions, the engine is controlled to be ignited based on the target ignition angle.

8. The method according to claim 1 or 7, characterized in that: The method further comprises: determining a desired torque of the engine based on at least one of an operating parameter of the engine and an operating condition of the engine; Based on the desired torque, the target ignition angle is determined.

9. The method according to claim 1, characterized in that: The method further comprises: During the accumulation process, in response to any target request, the accumulation process is terminated, and the engine is controlled to ignite based on the ignition angle corresponding to the target request, where the target request has a priority higher than a preset priority.

10. A control device for engine torque of a hybrid vehicle, characterized in that: The device comprises: a first determination module, configured to determine an operating condition of an engine of a hybrid vehicle based on operating parameters of the engine; an accumulation module, configured to accumulate an initial ignition value corresponding to the preset operating condition by a preset step value when the operating condition of the engine is any one of a plurality of preset operating conditions, until a difference between an accumulated ignition angle and a target ignition angle is not greater than a preset threshold value, wherein in any of the preset operating conditions, the torque of the engine changes suddenly, and the target ignition angle is an ignition angle calculated based on the expected torque; A control module, configured to control the engine to ignite based on the ignition angle obtained by the current accumulation when the difference between the ignition angle obtained by the current accumulation and the target ignition angle is greater than the preset threshold; The control module is further configured to control the engine to ignite based on the target ignition angle when the difference between the accumulated ignition angle and the target ignition angle is not greater than the preset threshold.

11. A computer device, characterized in that: The computer device includes a processor and a memory, wherein the memory is used to store at least one computer program, and the at least one computer program is loaded by the processor and executed by the hybrid vehicle engine torque control method according to any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store at least one computer program, and the at least one computer program is used to execute the hybrid vehicle engine torque control method according to any one of claims 1 to 9.

Images