Vehicle control method and device, computer equipment and storage medium

Abstract

The invention discloses a vehicle control method and device, computer equipment and a storage medium, relates to the technical field of vehicle control, and aims to solve the problems that abnormal sound is easy to generate during engine starting, and the abnormal sound not only influences user experience, but also accelerates fatigue damage of a transmission part. The method comprises the steps that in response to control over a generator to drag an engine to run to a compression stroke, the generator is controlled to increase the output torque at a first change rate, and the crankshaft rotation angle and the crankshaft rotation speed fluctuation rate of the engine are obtained; if the crankshaft rotation angle is smaller than or equal to the preset rotation angle corresponding to the compression top dead center and the crankshaft rotation speed fluctuation ratio is larger than or equal to the first preset threshold value, the generator is controlled to increase the output torque at a second change rate, and the second change rate is smaller than the first change rate; and if the crank angle is greater than the preset angle, controlling the generator to reduce the output torque at a third change rate.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a vehicle control method, device, computer device, and storage medium. Background Art

[0002] In a range extender system, the starting process of an engine usually involves the drag control of a generator on the engine crankshaft. When the generator drags the engine to run to the compression stroke, the piston needs to overcome the large resistance torque generated by the compression of the gas in the cylinder, resulting in the crankshaft instantaneously bearing a large torsional load. At this time, the torsional damper absorbs part of the energy through elastic deformation to smooth the torque fluctuation. However, when the crankshaft passes the top dead center of compression, the energy stored in the torsional damper will suddenly be released, triggering high-frequency torsional vibration of the crankshaft. This high-frequency torsional vibration will be transmitted and amplified through the engine transmission components, and finally manifested as a perceivable mechanical abnormal noise. Such abnormal noise not only affects the user experience, but even accelerates the fatigue damage of the transmission components. Summary of the Invention

[0003] Based on this, a vehicle control method, device, computer device, and storage medium are provided to solve the problems that abnormal noise easily occurs during engine startup, and such abnormal noise not only affects the user experience, but even accelerates the fatigue damage of the transmission components.

[0004] In a first aspect, the present application provides a vehicle control method, and the method includes:

[0005] In response to controlling the generator to drag the engine to run to the compression stroke, controlling the generator to increase the output torque at a first change rate, and obtaining the crankshaft angle and the crankshaft speed volatility of the engine;

[0006] If the crankshaft angle is less than or equal to a preset angle corresponding to the top dead center of compression, and the crankshaft speed volatility is greater than or equal to a first preset threshold, then controlling the generator to increase the output torque at a second change rate, where the second change rate is less than the first change rate;

[0007] If the crankshaft angle is greater than the preset angle, then controlling the generator to reduce the output torque at a third change rate.

[0008] In one embodiment, the determination method of the first preset threshold includes:

[0009] Obtaining the calibrated crankshaft angles corresponding to the respective maximum points in the historical crankshaft speed fluctuation curve;

[0010] Calculating the engine resistance torque corresponding to each of the calibrated crankshaft angles, and determining the respective target crankshaft angles at which the engine resistance torque is greater than a preset resistance torque;

[0011] Obtain the minimum value among the respective target crankshaft angles, and determine the first preset threshold according to the target crankshaft angle and the target crankshaft speed corresponding to the minimum value.

[0012] In one embodiment, the calculating the engine resistance torque corresponding to each of the calibrated crankshaft angles includes:

[0013] Obtain the engine compression torque corresponding to each of the calibrated crankshaft angles;

[0014] Calculate the engine resistance torque corresponding to each of the calibrated crankshaft angles according to the engine compression torque corresponding to each of the calibrated crankshaft angles.

[0015] In one embodiment, after controlling the generator to increase the output torque at the first change rate, or after controlling the generator to increase the output torque at the second change rate, or after controlling the generator to decrease the output torque at the third change rate, it further includes:

[0016] Obtain the crankshaft speed deviation, and determine the gain corresponding to the crankshaft speed deviation according to the crankshaft speed volatility;

[0017] Correct the torque output by the generator according to the crankshaft speed deviation and the gain.

[0018] In one embodiment, after controlling the generator to decrease the output torque at the third change rate, it further includes:

[0019] Obtain the main frequency of the crankshaft torsional vibration signal, and determine the reverse damping torque according to the main frequency of the crankshaft torsional vibration signal;

[0020] Control the generator to output the reverse damping torque.

[0021] In one embodiment, the obtaining the main frequency of the crankshaft torsional vibration signal includes:

[0022] Obtain the initial crankshaft torsional vibration signal according to a preset acquisition frequency, wherein the preset acquisition frequency is greater than the main frequency of the crankshaft torsional vibration signal;

[0023] Perform filtering processing on the initial crankshaft torsional vibration signal to obtain the filtered initial crankshaft torsional vibration signal;

[0024] Perform smoothing processing on the filtered initial crankshaft torsional vibration signal to obtain the crankshaft torsional vibration signal;

[0025] Extract the main frequency of the crankshaft torsional vibration signal by using time-frequency analysis technology.

[0026] In one embodiment, after controlling the generator to decrease the output torque at the third change rate, it further includes:

[0027] Obtain the change rate of the crankshaft speed. If the change rate of the crankshaft speed is greater than a second preset threshold, calculate the target amplitude of the emergency pulse torque according to the system equivalent inertia and the change rate of the crankshaft speed;

[0028] Based on the target amplitude, control the generator to output the emergency pulse torque, and control the output duration to last for a preset duration.

[0029] In a second aspect, the present application provides a vehicle control device, and the device includes:

[0030] An acquisition module, configured to, in response to controlling the generator to drive the engine to operate to the compression stroke, control the generator to increase the output torque at a first change rate, and acquire the crankshaft angle and the crankshaft speed volatility of the engine;

[0031] A first control module, configured to, if the crankshaft angle is less than or equal to a preset angle corresponding to the top dead center of compression, and the crankshaft speed volatility is greater than or equal to a first preset threshold, control the generator to increase the output torque at a second change rate, where the second change rate is less than the first change rate;

[0032] A second control module, configured to, if the crankshaft angle is greater than the preset angle, control the generator to decrease the output torque at a third change rate.

[0033] In a third aspect, the present application provides a computer device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, the vehicle control method in the first aspect is implemented.

[0034] In a fourth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the vehicle control method in the first aspect is implemented.

[0035] For the above vehicle control method, device, computer device, and storage medium, in response to controlling the generator to drive the engine to operate to the compression stroke, controlling the generator to increase the output torque at a first change rate can quickly increase the torque to overcome the compression resistance and ensure the starting efficiency; and when it is detected that the crankshaft angle is less than or equal to a preset angle corresponding to the top dead center of compression, and the crankshaft speed volatility is greater than or equal to a first preset threshold, controlling the generator to gently increase the output torque at a second change rate less than the first change rate can reduce the energy accumulation rate of the torsional damper and avoid excessive energy storage; when the crankshaft passes the top dead center of compression, controlling the generator to decrease the output torque at a third change rate enables the output torque to match the energy release phase of the torsional damper and cancel the vibration excitation source. Thereby, not only can the crankshaft torsional vibration amplitude and transmission abnormal noise be significantly reduced, avoiding affecting the user experience, but also the service life of the transmission components can be extended. Brief Description of the Drawings

[0036] Figure 1 It is a schematic structural diagram of a vehicle control system in an embodiment;

[0037] Figure 2 It is a schematic flow diagram of a vehicle control method in an embodiment;

[0038] Figure 3 It is a structural block diagram of a vehicle control device in an embodiment;

[0039] Figure 4 It is an internal structure diagram of a computer device in an embodiment. Detailed Description of the Embodiments

[0040] In order to make the objectives, technical solutions, and advantages of this application clearer, the following will further describe this application in detail with reference to the accompanying drawings. The specific operation methods in the method embodiments can also be applied to the device embodiments or system embodiments. It should be noted that in the description of this application, "a plurality of" is understood as "at least two". "And / or" describes the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist, and B exists alone. The connection between A and B can represent: A is directly connected to B and A is connected to B through C. In addition, in the description of this application, words such as "first" and "second" are only used for the purpose of distinguishing descriptions, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order.

[0041] In the technical solution of this application, the acquisition, transmission, storage, use, etc. of data all comply with the requirements of relevant national laws and regulations.

[0042] Before introducing the vehicle control method provided by the embodiments of this application, for the convenience of understanding, the technical background of the embodiments of this application will be introduced in detail below.

[0043] In a range extender system, the starting process of the engine usually involves the drag control of the generator on the engine crankshaft. When the generator drags the engine to run to the compression stroke, the piston needs to overcome the large resistance torque generated by the compression of the gas in the cylinder, resulting in the crankshaft instantaneously bearing a large torsional load. At this time, a torsional damper (such as a rubber or spring-type torsional damper) absorbs part of the energy through elastic deformation to smooth the torque fluctuation. However, when the crankshaft passes the top dead center of compression, the energy stored in the torsional damper will suddenly be released, triggering high-frequency torsional vibration of the crankshaft (the frequency range is usually 200 - 500 Hz). This high-frequency torsional vibration will be transmitted and amplified through engine transmission components (such as transmission chains, flywheels, or coupling mechanisms), and finally manifested as a perceptible mechanical abnormal noise. Such abnormal noise not only affects the user experience, but may even accelerate the fatigue damage of transmission components.

[0044] In view of this, embodiments of the present application provide a vehicle control method, apparatus, computer device, and storage medium to solve the problem that abnormal noises are likely to occur during engine startup, and such abnormal noises not only affect the user experience, but even accelerate the fatigue damage of transmission components.

[0045] The vehicle control method provided by the present application can be applied to a vehicle control system as Figure 1 shown. The system includes: a generator 101, a torsional damper 102, and an engine 103. Among them, the generator 101 and the engine 103 are connected through the torsional damper 102.

[0046] Exemplarily, during the startup process of the engine 103, after the torque output by the generator 101 passes through the torsional damper 102, it drags the crankshaft of the engine 103 to rotate (the rotation of the crankshaft will push the piston upward, that is, the engine 103 enters the compression stroke, and when the crankshaft of the engine 103 crosses the top dead center of compression, the engine 103 ends the current compression stroke). At this time, the torsional damper 102 between the generator 101 and the engine 103 absorbs part of the energy through elastic deformation to smooth the torque fluctuation.

[0047] The technical solutions provided by the embodiments of the present application will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0048] Figure 2 FIG. is a schematic flowchart of a vehicle control method in an embodiment. Taking the application of this method to the Figure 1 vehicle control system as an example for description, this process can be executed by a vehicle control device, which can be implemented in a software manner, or in a hardware manner, or in a combined manner of software and hardware. As Figure 2 shown, this process includes the following steps:

[0049] S201, in response to controlling the generator 101 to drag the engine 103 to operate to the compression stroke, control the generator 101 to increase the output torque at a first change rate, and obtain the crankshaft angle and the crankshaft speed volatility of the engine 103;

[0050] S202, if the crankshaft angle is less than or equal to the preset angle corresponding to the top dead center of compression, and the crankshaft speed volatility is greater than or equal to the first preset threshold, then control the generator 101 to increase the output torque at a second change rate;

[0051] S203, if the crankshaft angle is greater than the preset angle, then control the generator 101 to decrease the output torque at a third change rate.

[0052] Among them, the second change rate is less than the first change rate. If the crankshaft angle θ is less than or equal to the preset angle θ corresponding to the top dead center of compressionTDC and if the crankshaft speed fluctuation rate has always been less than the first preset threshold, then control the generator 101 to continuously increase the output torque at the first rate of change; if θ > θ TDC , then regardless of whether the crankshaft speed fluctuation rate is less than the first preset threshold or greater than or equal to the first preset threshold, control the generator 101 to reduce the output torque at the third rate of change. The crankshaft speed fluctuation rate refers to the instantaneous rate of change of the crankshaft speed with respect to the crankshaft angle, and is usually used to determine whether the engine 103 is currently in a high resistance interval. The acquisition methods include but are not limited to:

[0053] By using a crankshaft position sensor (such as a Hall effect sensor, a magnetoelectric sensor, etc.), θ and the crankshaft speed ω are collected in real time, and the crankshaft speed fluctuation rate is calculated based on θ and ω.

[0054] For example, at the sampling point of time T - 1, the crankshaft angle is θ1 and the crankshaft speed is ω1, and at the sampling point of time T, the crankshaft angle is θ2 and the crankshaft speed is ω2. Then, the crankshaft speed fluctuation rate corresponding to the sampling point of time T is (ω2 - ω1) / (θ2 - θ1).

[0055] Exemplarily, in response to controlling the generator 101 to drive the engine 103 to operate to the compression stroke, control the generator 101 to increase the output torque at the first rate of change. Among them, the first rate of change can be 20 Nm / s per second. For example, when t = 1s, the output torque of the generator 101 = 20 Nm; then when t = 2s, the output torque of the generator 101 = 40 Nm. The specific value of the first rate of change depends on the situation and is not limited here.

[0056] Then, to avoid excessive energy storage in the torsional damper 102, the output torque is gently increased when the engine 103 reaches the large resistance point. The large resistance point means that θ ≤ θ TDC , and the crankshaft speed fluctuation rate is greater than or equal to the first preset threshold (indicating that the engine 103 has a vibration risk). At this time, control the generator 101 to increase the output torque at the second rate of change. Among them, the second rate of change can be 5 Nm / s. For example, when the crankshaft reaches the large resistance point at t = 4s, the output torque of the generator 101 = 80 Nm, then when t = 5s, the output torque of the generator 101 = 85 Nm. The specific value of the second rate of change depends on the situation and is not limited here.

[0057] Finally, when the crankshaft passes the top dead center of compression, that is, θ > θ TDC , control the generator 101 to reduce the output torque at the third rate of change. Among them, the third rate of change can be 10 Nm / s. For example, when the crankshaft reaches the top dead center of compression at t = 6s, the output torque of the generator 101 = 90 Nm, then when t = 7s, the output torque of the generator 101 = 80 Nm. The specific value of the third rate of change depends on the situation and is not limited here.

[0058] In the above vehicle control method, in response to controlling the generator 101 to drive the engine 103 to operate to the compression stroke, the generator 101 is controlled to increase the output torque at a first change rate, which can quickly increase the torque to overcome the compression resistance and ensure the starting efficiency; and when it is detected that θ ≤ θ TDC , and the crankshaft speed fluctuation rate is greater than or equal to the first preset threshold, the generator 101 is controlled to gently increase the output torque at a second change rate smaller than the first change rate, which can reduce the energy accumulation rate of the torsional damper 102 and avoid excessive energy storage; when θ > θ TDC , the generator 101 is controlled to reduce the output torque at a third change rate, so that the output torque matches the energy release phase of the torsional damper 102 and cancels the vibration excitation source. Thus, not only can the amplitude of the crankshaft torsional vibration and the transmission abnormal noise be significantly reduced, the user experience can be avoided from being affected, but also the service life of the transmission components can be extended.

[0059] In one embodiment, by way of example, the method for determining the first preset threshold includes but is not limited to:

[0060] First, obtain the calibrated crankshaft angles corresponding to the respective maximum points in the historical crankshaft speed fluctuation curve, calculate the resistance torque of the engine 103 corresponding to each calibrated crankshaft angle, and determine the respective target crankshaft angles at which the resistance torque of the engine 103 is greater than the preset resistance torque. The specific value of the preset resistance torque depends on the situation and is not limited here.

[0061] Then, obtain the minimum value among the respective target crankshaft angles, and determine the first preset threshold according to the target crankshaft angle and the target crankshaft speed corresponding to the minimum value. For example, the target crankshaft angle corresponding to the minimum value is θ k , the target crankshaft speed is ω k , then the first preset threshold R th = (ω k - ω k-1 ) / (θ k - θ k-1 ), where ω k-1 is the crankshaft speed at the previous moment of ω k , and θ k-1 is the crankshaft angle at the previous moment of θ k .

[0062] Through the above method, the first preset threshold is determined based on the distribution of the resistance torque of the engine 103, avoiding control lag or mis-triggering caused by fixed thresholds due to changes in working conditions (such as temperature and cylinder pressure differences), and determining the first preset threshold according to the minimum value among the respective target crankshaft angles can intervene in the adjustment of the torque change rate when the resistance torque of the engine 103 first rises significantly, suppress the accumulation of vibration energy from the source, and automatically calibrate the first preset threshold using the historical crankshaft speed fluctuation curve, which can reduce the manual debugging cost.

[0063] In one embodiment, by way of example, calculating the engine 103 resistance torque corresponding to each calibrated crankshaft angle includes, but is not limited to:

[0064] First, obtain the engine 103 compression torque corresponding to each calibrated crankshaft angle. Among them, the engine 103 compression torque refers to the periodic resistance torque formed by the gas pressure doing work on the piston during the compression stroke of the engine 103, and is usually approximated by a sine function (the peak is around θ TDC ). Taking a calibrated crankshaft angle θ1 as an example, the corresponding engine 103 compression torque is Tcomp*sin(θ1 - θ TDC ), where Tcomp refers to the compression torque amplitude, and (θ1 - θ TDC ) refers to the phase correction, which is used to align the peak of the sine function to θ TDC .

[0065] Then, according to the engine 103 compression torque corresponding to each calibrated crankshaft angle, calculate the engine 103 resistance torque corresponding to each calibrated crankshaft angle.

[0066] For example, obtain the friction loss torque T f , where T f refers to the constant resistance component generated by mechanical friction (piston rings, bearings, etc.), which can be calibrated according to the historical data of the engine 103. The T f of the same batch of assemblies is the same, and the specific method for obtaining T f depends on the situation and is not limited here.

[0067] According to T f and the engine 103 compression torque corresponding to each calibrated crankshaft angle, calculate the engine 103 resistance torque Tr(θ) corresponding to each calibrated crankshaft angle. Taking a calibrated crankshaft angle θ1 as an example: Tr(θ1) = T comp *sin(θ1 - θ TDC ) + T f .

[0068] Through the above method, θ is directly associated with Tr(θ), providing an accurate load input for the subsequent control strategy, and through Tr(θ), the high-load interval in the compression stroke can be accurately located, providing a trigger basis for adjusting the torque change rate.

[0069] In one embodiment, by way of example, to ensure the accuracy of the output torque of the generator 101, after controlling the generator 101 to increase the output torque at the first change rate, or after controlling the generator 101 to increase the output torque at the second change rate, or after controlling the generator 101 to decrease the output torque at the third change rate, it further includes:

[0070] First, obtain the crankshaft speed deviation Δω, and determine the gain corresponding to Δω according to the crankshaft speed volatility. Among them, the gain includes the proportional gain K p and the differential gain K d at least one of them. If the crankshaft speed volatility becomes higher, increase K p , to quickly respond to high-frequency fluctuations, and increase K d , to strengthen damping and suppress oscillation. Therefore, K p and K d are positively correlated with the crankshaft speed volatility.

[0071] Then, correct the torque output by the generator 101 according to Δω and the gain. For example, the torque output by the generator 101 is T base , then the corrected torque T motor = T base + K p *Δω + K d *d(Δω) / dt.

[0072] Through the above method, Δω is monitored in real time, and the gain corresponding to Δω is dynamically adjusted according to the crankshaft speed volatility, so as to realize the adaptive and precise correction of the torque output by the generator 101 according to Δω and its corresponding gain, and ensure the optimal damping effect can be maintained under different working conditions.

[0073] In one embodiment, for exemplary illustration, after controlling the generator 101 to reduce the output torque at the third change rate, it further includes:

[0074] Obtain the main frequency f of the crankshaft torsional vibration signal, and determine the reverse damping torque T damp , and control the generator 101 to output T damp . Among them, the determination method of T damp can be:

[0075]

[0076] In formula (1), G is the compensation gain (which can be calibrated or determined according to empirical values, and the specific value depends on the situation and is not limited here), t is the time when the generator 101 drives the engine 103 to operate, is the phase compensation (which can be calibrated or determined according to empirical values, and the specific value depends on the situation and is not limited here), and α is the attenuation coefficient (which can be calibrated or determined according to empirical values, and the specific value depends on the situation and is not limited here).

[0077] Through the above method, generate T damp with a phase opposite to the crankshaft speed fluctuation frequency, and control the generator 101 to output T damp , which can cancel the transient impact energy released by the torsional damper 102.

[0078] In one embodiment, by way of example, the method for obtaining f includes but is not limited to:

[0079] First, obtain the initial crankshaft torsional vibration signal according to a preset acquisition frequency. For example, obtain a high-precision initial crankshaft torsional vibration signal through a crankshaft position sensor. Among them, the preset acquisition frequency is greater than the main frequency of the crankshaft torsional vibration signal. If the main frequency of the crankshaft torsional vibration signal is less than 500 Hz, it is recommended that the preset acquisition frequency be greater than or equal to 5 kHz. The specific value of the preset acquisition frequency depends on the situation and is not limited herein.

[0080] Then, filter the initial crankshaft torsional vibration signal through a filter to obtain the filtered initial crankshaft torsional vibration signal. And perform smoothing processing on the filtered initial crankshaft torsional vibration signal to obtain the crankshaft torsional vibration signal. For example, use the moving average method or wavelet denoising method for smoothing processing. The moving average method calculates the local mean through a sliding window to quickly suppress high-frequency noise; wavelet denoising uses multi-scale decomposition to separate noise and effective signals through threshold processing. The specific smoothing processing method depends on the situation and is not limited herein.

[0081] Finally, adopt time-frequency analysis technology to extract the main frequency f of the crankshaft torsional vibration signal. Among them, the time-frequency analysis technology can be short-time Fourier transform or wavelet transform. The specific time-frequency analysis technology depends on the situation and is not limited herein.

[0082] By way of example, use short-time Fourier transform to extract f: Window and frame the crankshaft torsional vibration signal, and calculate the time-frequency spectrum frame by frame through fast Fourier transform; use a three-dimensional peak search algorithm to identify the energy concentration band in the time-frequency spectrum, and exclude interference frequencies through harmonic correlation analysis; use parabolic interpolation method to accurately locate the peak frequency in the energy concentration band to achieve continuous and accurate extraction of f.

[0083] Use wavelet transform to extract the main frequency: Decompose the crankshaft torsional vibration signal into a time-frequency domain scale spectrum through continuous wavelet transform; use a ridge detection algorithm to track the path of the maximum energy value in the scale spectrum, so as to accurately capture f.

[0084] Through the above method, obtaining the initial crankshaft torsional vibration signal with a preset acquisition frequency greater than f can avoid signal aliasing, and filtering the initial crankshaft torsional vibration signal can eliminate electromagnetic interference or mechanical noise irrelevant to torsion, and smoothing the filtered initial crankshaft torsional vibration signal can significantly improve the signal-to-noise ratio of the crankshaft torsional vibration signal. Thus, time-frequency analysis technology can accurately extract f.

[0085] In one embodiment, by way of example, after controlling the generator 101 to reduce the output torque at a third rate of change, it further includes:

[0086] Obtain the change rate of the crankshaft speed dω / dt. If dω / dt is greater than the second preset threshold, trigger a torque pulse, and calculate the target amplitude T of the emergency pulse torque according to the system equivalent inertia J (which can be obtained by testing on the assembly bench and taking the average value of the test) and dω / dt emergency =-J*dω / dt, where the second preset threshold can be 500 revolutions per second, and the specific value depends on the situation and is not limited here.

[0087] Then, based on T emergency Control the generator 101 to output an emergency pulse torque and control the output duration to last for a preset duration to suppress the transient impact released by the torsional damper 102. Among them, the preset duration can be 3 - 5 milliseconds, and the specific value depends on the situation and is not limited here.

[0088] Through the above method, when dω / dt is greater than the second preset threshold, calculate T of the emergency pulse torque in real time based on J emergency and, based on T emergency Control the generator 101 to output an emergency pulse torque, which can avoid the impact being transmitted to the transmission components, and by controlling the output duration to last for a preset duration, it can avoid the speed overshoot caused by continuous excessive torque output.

[0089] It should be understood that although Figure 2 the steps in the flowchart are shown in sequence according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise clearly stated in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover Figure 2 at least a part of the steps in

[0090] In one embodiment, as Figure 3 shown, a vehicle control device is provided, including: an acquisition module 301, a first control module 302, and a second control module 303, where:

[0091] The acquisition module 301 is used to, in response to controlling the generator to drive the engine to operate to the compression stroke, control the generator to increase the output torque at a first change rate, and acquire the crankshaft angle and the crankshaft speed volatility of the engine;

[0092] The first control module 302 is configured to, if the crankshaft angle is less than or equal to a preset angle corresponding to the compression top dead center and the crankshaft speed fluctuation rate is greater than or equal to a first preset threshold, control the generator to increase the output torque at a second change rate, where the second change rate is less than the first change rate;

[0093] The second control module 303 is configured to, if the crankshaft angle is greater than the preset angle, control the generator to reduce the output torque at a third change rate.

[0094] In one embodiment, the first control module 302 is further configured to:

[0095] Obtain the calibrated crankshaft angles corresponding to the maximum points in the historical crankshaft speed fluctuation curve;

[0096] Calculate the engine resistance torque corresponding to each calibrated crankshaft angle, and determine the target crankshaft angles at which the engine resistance torque is greater than a preset resistance torque;

[0097] Obtain the minimum value among the target crankshaft angles, and determine the first preset threshold according to the target crankshaft angle and the target crankshaft speed corresponding to the minimum value.

[0098] In one embodiment, the first control module 302 is further configured to:

[0099] Obtain the engine compression torque corresponding to each calibrated crankshaft angle;

[0100] Calculate the engine resistance torque corresponding to each calibrated crankshaft angle according to the engine compression torque corresponding to each calibrated crankshaft angle.

[0101] In one embodiment, the acquisition module 301, or the first control module 302, or the second control module 303 is further configured to:

[0102] Obtain the crankshaft speed deviation, and determine the gain corresponding to the crankshaft speed deviation according to the crankshaft speed fluctuation rate;

[0103] Correct the torque output by the generator according to the crankshaft speed deviation and the gain.

[0104] In one embodiment, the second control module 303 is further configured to:

[0105] Obtain the main frequency of the crankshaft torsional vibration signal, and determine the reverse damping torque according to the main frequency of the crankshaft torsional vibration signal;

[0106] Control the generator to output the reverse damping torque.

[0107] In one embodiment, the second control module 303 is further configured to:

[0108] Acquire the initial crankshaft torsional vibration signal at a preset acquisition frequency, where the preset acquisition frequency is greater than the main frequency of the crankshaft torsional vibration signal;

[0109] Filter the initial crankshaft torsional vibration signal to obtain the filtered initial crankshaft torsional vibration signal;

[0110] Smooth the filtered initial crankshaft torsional vibration signal to obtain the crankshaft torsional vibration signal;

[0111] Adopt time-frequency analysis technology to extract the main frequency of the crankshaft torsional vibration signal.

[0112] In one embodiment, the second control module 303 is further configured to:

[0113] Obtain the crankshaft speed change rate. If the crankshaft speed change rate is greater than the second preset threshold, calculate the target amplitude of the emergency pulse torque according to the system equivalent inertia and the crankshaft speed change rate;

[0114] Control the generator to output the emergency pulse torque based on the target amplitude, and control the output duration to last for a preset duration.

[0115] For the specific limitations of the vehicle control device, reference may be made to the limitations on the vehicle control method in the above text, which will not be elaborated here. Each module in the above vehicle control device can be implemented in whole or in part by software, hardware, and their combination. The above modules can be embedded in the processor of the computer device in hardware form or be independent of it, or can be stored in the memory of the computer device in software form, so that the processor can call and execute the operations corresponding to the above modules.

[0116] In one embodiment, a computer device is provided. The computer device can be a server, and its internal structure diagram can be as Figure 4 shown. The computer device includes a processor, a memory, a network interface, and a database connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store vehicle control data. The network interface of the computer device is used to communicate with an external terminal through a network connection. The computer program, when executed by the processor, implements a vehicle control method.

[0117] Those skilled in the art can understand that Figure 4 the structure shown in is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0118] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the following steps are implemented:

[0119] In response to controlling the generator to drive the engine to operate to the compression stroke, control the generator to increase the output torque at a first change rate, and obtain the crankshaft angle and the crankshaft speed volatility of the engine;

[0120] If the crankshaft angle is less than or equal to a preset angle corresponding to the top dead center of compression, and the crankshaft speed volatility is greater than or equal to a first preset threshold, control the generator to increase the output torque at a second change rate, where the second change rate is less than the first change rate;

[0121] If the crankshaft angle is greater than the preset angle, control the generator to reduce the output torque at a third change rate.

[0122] In one embodiment, when the processor executes the computer program, the following steps are further implemented:

[0123] Obtain the calibrated crankshaft angles corresponding to the maximum points in the historical crankshaft speed fluctuation curve;

[0124] Calculate the engine resistance torque corresponding to each calibrated crankshaft angle, and determine the target crankshaft angles at which the engine resistance torque is greater than the preset resistance torque;

[0125] Obtain the minimum value among the target crankshaft angles, and determine the first preset threshold according to the target crankshaft angle and the target crankshaft speed corresponding to the minimum value.

[0126] In one embodiment, when the processor executes the computer program, the following steps are further implemented:

[0127] Obtain the engine compression torque corresponding to each calibrated crankshaft angle;

[0128] Calculate the engine resistance torque corresponding to each calibrated crankshaft angle according to the engine compression torque corresponding to each calibrated crankshaft angle.

[0129] In one embodiment, when the processor executes the computer program, the following steps are further implemented:

[0130] Obtain the crankshaft speed deviation, and determine the gain corresponding to the crankshaft speed deviation according to the crankshaft speed volatility;

[0131] Correct the torque output by the generator according to the crankshaft speed deviation and the gain.

[0132] In one embodiment, when the processor executes the computer program, the following steps are further implemented:

[0133] Obtain the main frequency of the crankshaft torsional vibration signal, and determine the reverse damping torque according to the main frequency of the crankshaft torsional vibration signal;

[0134] Control the generator to output the reverse damping torque.

[0135] In one embodiment, when the processor executes the computer program, the following steps are further implemented:

[0136] Obtain the initial crankshaft torsional vibration signal according to the preset acquisition frequency, where the preset acquisition frequency is greater than the main frequency of the crankshaft torsional vibration signal;

[0137] Perform filtering processing on the initial crankshaft torsional vibration signal to obtain the filtered initial crankshaft torsional vibration signal;

[0138] Perform smoothing processing on the filtered initial crankshaft torsional vibration signal to obtain the crankshaft torsional vibration signal;

[0139] Adopt time-frequency analysis technology to extract the main frequency of the crankshaft torsional vibration signal.

[0140] In one embodiment, when the processor executes the computer program, the following steps are further implemented:

[0141] Obtain the change rate of the crankshaft speed. If the change rate of the crankshaft speed is greater than the second preset threshold, calculate the target amplitude of the emergency pulse torque according to the system equivalent inertia and the change rate of the crankshaft speed;

[0142] Based on the target amplitude, control the generator to output the emergency pulse torque and control the output duration to last for a preset duration.

[0143] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0144] In response to controlling the generator to drive the engine to operate to the compression stroke, control the generator to increase the output torque at a first change rate, and obtain the crankshaft angle and the crankshaft speed volatility of the engine;

[0145] If the crankshaft angle is less than or equal to the preset angle corresponding to the top dead center of compression, and the crankshaft speed volatility is greater than or equal to the first preset threshold, control the generator to increase the output torque at a second change rate, where the second change rate is less than the first change rate;

[0146] If the crankshaft angle is greater than the preset angle, control the generator to reduce the output torque at a third change rate.

[0147] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented:

[0148] Obtain the calibrated crankshaft angles corresponding to the maximum points in the historical crankshaft speed fluctuation curve;

[0149] Calculate the engine resistance torque corresponding to each calibrated crankshaft angle, and determine each target crankshaft angle at which the engine resistance torque is greater than the preset resistance torque;

[0150] Obtain the minimum value among each target crankshaft angle, and determine the first preset threshold according to the target crankshaft angle and the target crankshaft speed corresponding to the minimum value.

[0151] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented:

[0152] Obtain the engine compression torque corresponding to each calibrated crankshaft angle;

[0153] Calculate the engine resistance torque corresponding to each calibrated crankshaft angle according to the engine compression torque corresponding to each calibrated crankshaft angle.

[0154] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented:

[0155] Obtain the crankshaft speed deviation, and determine the gain corresponding to the crankshaft speed deviation according to the crankshaft speed volatility;

[0156] Correct the torque output by the generator according to the crankshaft speed deviation and the gain.

[0157] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented:

[0158] Obtain the main frequency of the crankshaft torsional vibration signal, and determine the reverse damping torque according to the main frequency of the crankshaft torsional vibration signal;

[0159] Control the generator to output the reverse damping torque.

[0160] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented:

[0161] Obtain the initial crankshaft torsional vibration signal according to the preset acquisition frequency, wherein the preset acquisition frequency is greater than the main frequency of the crankshaft torsional vibration signal;

[0162] Perform filtering processing on the initial crankshaft torsional vibration signal to obtain the filtered initial crankshaft torsional vibration signal;

[0163] Perform smoothing processing on the filtered initial crankshaft torsional vibration signal to obtain the crankshaft torsional vibration signal;

[0164] Adopt time-frequency analysis technology to extract the main frequency of the crankshaft torsional vibration signal.

[0165] In one embodiment, when the computer program is executed by the processor, the following steps are further implemented:

[0166] Obtain the change rate of the crankshaft speed. If the change rate of the crankshaft speed is greater than the second preset threshold, calculate the target amplitude of the emergency pulse torque according to the system equivalent inertia and the change rate of the crankshaft speed.

[0167] Control the generator to output the emergency pulse torque based on the target amplitude, and control the output duration to last for a preset duration.

[0168] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, storage, database or other medium used in the various embodiments provided in the present application can include non-volatile and / or volatile memories. Non-volatile memories can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memories can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0169] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

[0170] The above-described embodiments merely represent several implementation manners of the present application. Their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: In response to controlling the generator to drive the engine to operate to the compression stroke, controlling the generator to increase the output torque at a first change rate, and obtaining the crankshaft angle and the crankshaft speed volatility of the engine; If the crankshaft angle is less than or equal to a preset angle corresponding to the top dead center of compression, and the crankshaft speed volatility is greater than or equal to a first preset threshold, controlling the generator to increase the output torque at a second change rate, where the second change rate is less than the first change rate; If the crankshaft angle is greater than the preset angle, controlling the generator to decrease the output torque at a third change rate.

2. The method according to claim 1, characterized in that, The method for determining the first preset threshold includes: Obtaining the calibrated crankshaft angles corresponding to the maximum points in the historical crankshaft speed fluctuation curve; Calculating the engine resistance torque corresponding to each of the calibrated crankshaft angles, and determining the target crankshaft angles at which the engine resistance torque is greater than a preset resistance torque; Obtaining the minimum value among the target crankshaft angles, and determining the first preset threshold according to the target crankshaft angle and the target crankshaft speed corresponding to the minimum value.

3. The method according to claim 2, wherein The calculating the engine resistance torque corresponding to each of the calibrated crankshaft angles includes: Obtaining the engine compression torque corresponding to each of the calibrated crankshaft angles; Calculating the engine resistance torque corresponding to each of the calibrated crankshaft angles according to the engine compression torque corresponding to each of the calibrated crankshaft angles.

4. The method according to claim 1, wherein After controlling the generator to increase the output torque at a first change rate, or after controlling the generator to increase the output torque at a second change rate, or after controlling the generator to decrease the output torque at a third change rate, it further includes: Obtaining the crankshaft speed deviation, and determining the gain corresponding to the crankshaft speed deviation according to the crankshaft speed volatility; Correcting the torque output by the generator according to the crankshaft speed deviation and the gain.

5. The method according to claim 1, wherein After controlling the generator to decrease the output torque at a third change rate, it further includes: Obtaining the main frequency of the crankshaft torsional vibration signal, and determining the reverse damping torque according to the main frequency of the crankshaft torsional vibration signal; Controlling the generator to output the reverse damping torque.

6. The method according to claim 5, wherein The obtaining the main frequency of the crankshaft torsional vibration signal includes: Obtaining an initial crankshaft torsional vibration signal at a preset acquisition frequency, where the preset acquisition frequency is greater than the main frequency of the crankshaft torsional vibration signal; Performing a filtering process on the initial crankshaft torsional vibration signal to obtain the filtered initial crankshaft torsional vibration signal; Performing a smoothing process on the filtered initial crankshaft torsional vibration signal to obtain a crankshaft torsional vibration signal; Extracting the main frequency of the crankshaft torsional vibration signal by using a time-frequency analysis technique.

7. The method according to claim 1, characterized in that After controlling the generator to decrease the output torque at a third change rate, it further includes: Obtaining the crankshaft speed change rate, if the crankshaft speed change rate is greater than a second preset threshold, then calculating the target amplitude of the emergency pulse torque according to the system equivalent inertia and the crankshaft speed change rate; Controlling the generator to output the emergency pulse torque based on the target amplitude, and controlling the output duration to last for a preset duration.

8. A vehicle control device, characterized in that, The device includes: An acquisition module, configured to, in response to controlling a generator to drive an engine to operate to a compression stroke, control the generator to increase an output torque at a first change rate, and acquire a crankshaft angle and a crankshaft speed volatility of the engine; A first control module, configured to, if the crankshaft angle is less than or equal to a preset angle corresponding to top dead center of compression, and the crankshaft speed volatility is greater than or equal to a first preset threshold, control the generator to increase the output torque at a second change rate, wherein the second change rate is less than the first change rate; A second control module, configured to, if the crankshaft angle is greater than the preset angle, control the generator to decrease the output torque at a third change rate.

9. A computer device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that When the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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