Vehicle control method, vehicle and electronic equipment

Abstract

The invention provides a vehicle control method, a vehicle and electronic equipment, and belongs to the technical field of vehicle control, and the vehicle control method comprises the following steps: a knocking judgment step: monitoring engine rotating speed data, motor rotating speed data and a motor torque amplitude in real time, and when an engine is in a running state, judging whether the motor torque amplitude is smaller than a preset torque threshold value or not; a rotating speed calculation step: calculating and obtaining a motor target rotating speed based on a mechanical transmission speed ratio between the engine and the motor and engine rotating speed data; a rotating speed control step of generating a motor torque instruction based on the motor target rotating speed and controlling the rotating speed of the motor based on the motor torque instruction; according to the vehicle control method, the vehicle and the electronic equipment, the target rotating speed of the motor is set based on the rotating speed of the engine, and the gear knocking problem caused by too large relative rotating speed between the engine and the motor is solved.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and particularly relates to a vehicle control method, a vehicle, and electronic equipment. Background Technology

[0002] In existing vehicle powertrain systems, traditional engines typically employ four-stroke internal combustion engines. During operation, due to the periodic changes in internal combustion and mechanical structure, their output torque and speed exhibit periodic fluctuations, with the fluctuation frequency matching the engine's ignition and power frequency, especially noticeable under low-speed or low-load conditions. In contrast, the generator or electric motor in a hybrid system, under the precise control of the electronic control system, produces output torque and speed that are more stable.

[0003] In practical applications of hybrid power systems, to achieve efficient energy transfer and power coupling, the engine and generator are typically connected via mechanical structures such as gears and splines. However, under conditions where the generator torque is relatively low, due to the different torque fluctuation characteristics of the two power sources, the total instantaneous combined torque of the system may abruptly change from a positive value to a negative value, or vice versa, at certain moments—a phenomenon known as zero-crossing.

[0004] Zero-passing will directly cause reverse clearance impact in connecting structures such as gear pairs and spline connections, resulting in gear knocking. Gear knocking not only affects the smoothness of the vehicle's transmission and brings obvious noise and vibration, but also aggravates the wear of mechanical connecting parts, shortens the service life of the system, and affects the control stability of the hybrid system. Summary of the Invention

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a vehicle control method, a vehicle, and an electronic device, which optimizes the vehicle control method by setting the target speed of the motor based on the engine speed, thereby solving the gear knocking problem caused by excessive relative speed between the engine and the motor.

[0007] To achieve the above objectives, this application provides a vehicle control method, comprising: The knocking judgment step monitors the engine speed data, motor speed data, and motor torque amplitude in real time. When the engine is running, it determines whether the motor torque amplitude is less than a preset torque threshold. If so, it determines that there is a risk of gear knocking and enters the speed calculation step; otherwise, it continues to maintain the real-time monitoring state. The speed calculation step is based on the mechanical transmission speed ratio between the engine and the motor and the engine speed data to obtain the target speed of the motor; The speed control step involves generating a motor torque command based on the target motor speed, and controlling the motor speed based on the motor torque command.

[0008] In related technologies, engine excitation refers to the unbalanced forces or torques generated by the moving parts inside the engine. These forces or torques act as the excitation source of vibration, causing vibrations in the engine and its supporting system. Engine excitation is an inherent property that is difficult to resolve. In contrast, the torque and speed of the electric motor in a hybrid power system are relatively stable. When the engine and electric motor are connected by transmission structures such as gears and splines, and the electric motor's generating torque is relatively small, the total instantaneous combined torque of the hybrid power system may suddenly change from a positive value to a negative value, or from a negative value to a positive value, at certain moments, i.e., zero-crossing phenomenon. Zero-crossing phenomenon will directly cause reverse clearance impacts in the connecting structures such as gear pairs and spline connections, resulting in gear knocking phenomenon. Gear knocking phenomenon not only affects the smoothness of the vehicle's transmission, bringing obvious noise and vibration, but also aggravates the wear of mechanical connecting parts, shortens the system's service life, and affects the control stability of the hybrid power system.

[0009] To address the technical problems caused by zero-crossing in related technologies, the vehicle control method of this application introduces a preset torque threshold judgment logic to effectively identify the potential risk state of the motor under low torque conditions. By establishing a deviation feedback control strategy between the target speed and the real-time speed, dynamic matching control between the motor and the engine is achieved, which significantly improves the system's response to sudden operating conditions, corrects potential gear meshing abnormalities in a timely manner, avoids gear knocking problems caused by zero-crossing, and improves the overall stability and reliability of the hybrid vehicle's power system.

[0010] In some embodiments, the tapping determination step further includes: The engine speed acquisition step involves real-time monitoring of the engine speed data using a first sensor, and the engine speed data is transmitted to the motor controller via a hard-wired signal line. The motor speed acquisition step involves monitoring the motor speed data in real time using a second sensor and transmitting it to the motor controller. The motor torque acquisition step involves calculating the motor torque amplitude based on the motor's operating parameters and the bench calibration model. The operating parameters include the motor's input current, voltage, motor speed, and motor temperature.

[0011] Based on the above technical solution, the speed data is stably transmitted to the motor controller through hard-wired signal lines, which can collect engine speed according to control requirements, solve the distortion problem caused by aliasing due to the low CAN communication frequency in related technologies; and improve the accuracy and response speed of gear knocking judgment by establishing a sound data acquisition mechanism.

[0012] In some embodiments, the engine speed acquisition step further includes: In the direct acquisition step, the first speed data is obtained by monitoring the engine output through the first sensor. The motor controller calculates the engine speed based on the first speed data and the corresponding first calculation model.

[0013] Based on the above technical solution, by directly monitoring the engine output through the first sensor, not only is the reliability of the engine speed data improved, but the nonlinear changes during engine operation can also be intuitively monitored.

[0014] In some embodiments, the engine speed acquisition step further includes: In the indirect acquisition step, the first sensor monitors the moving parts directly or indirectly connected to the engine output to obtain the second speed data. The motor controller then calculates the engine speed based on the second speed data and the corresponding second calculation model.

[0015] Based on the above technical solution, by acquiring the second rotational speed data through the first sensor and calculating based on the second calculation model, transmission errors can be effectively compensated, and a high-precision engine speed estimation can be achieved.

[0016] In some embodiments, the motor torque acquisition step further includes: The model construction steps involve controlling the motor on the test bench to input different test operation parameters, obtaining different torque parameters corresponding to the output of the motor, and constructing the test bench calibration model based on the correspondence between the test operation parameters and the output torque parameters.

[0017] Based on the above technical solution, the constructed bench calibration model can obtain the estimated torque value of the motor in real time without relying on external torque sensors, providing a key basis for control strategies such as knock judgment. At the same time, the bench calibration model can be continuously optimized through subsequent software upgrades or compensation algorithms, and has good scalability and maintenance convenience.

[0018] In some embodiments, the tapping determination step further includes: The first judgment step is to determine whether the fluctuation range of the engine speed is greater than a preset fluctuation threshold based on the engine speed data when the engine is running. If so, proceed to the second judgment step for further judgment; otherwise, continue to maintain the real-time monitoring state. The second judgment step is to determine whether the motor torque amplitude is less than the preset torque threshold after confirming that the engine speed fluctuation amplitude is greater than the preset fluctuation threshold. If so, it is determined that there is a risk of gear knocking and the speed calculation step is entered; otherwise, the real-time monitoring state is maintained.

[0019] Based on the above technical solution, by introducing a two-level hierarchical judgment logic, the risk of gear knocking is avoided when the engine is stopped or running smoothly, which improves the accuracy of the judgment and the fault tolerance of the system. The engine speed fluctuation is used as an important precursor signal before gear knocking, and the judgment result can be used as an early warning to significantly improve the foresight of the system response, intervene in the control logic in advance, and prevent gear knocking from occurring.

[0020] In some embodiments, the step of calculating the rotational speed further includes: The speed ratio calculation step is to determine the mechanical transmission speed ratio based on the ratio of the number of teeth of the engine end gear to the number of teeth of the motor end gear; The target speed calculation step involves calculating the target speed of the motor based on the mechanical transmission ratio and the engine speed data.

[0021] Based on the above technical solution, by introducing the mechanical transmission speed ratio and real-time collected engine speed data, the target speed of the motor can be ensured to have high physical accuracy and dynamic adaptability. Furthermore, by fusing physical parameters with real-time data, the dependence on empirical models is reduced, and the stability and consistency of the motor target speed estimation are improved.

[0022] In some embodiments, the speed control step further includes: The error calculation step involves calculating the speed error based on the target speed of the motor and the motor speed data. In the torque control step, after the speed error is input to the motor controller, the motor controller generates a motor torque command based on the speed error to adjust the actual output torque of the motor, so that the actual speed of the motor converges to the target speed of the motor. The motor torque command includes a positive torque command and a negative torque command.

[0023] Based on the above technical solutions, the motor's response to speed changes and control accuracy can be effectively improved, flexible drive and transmission system coordinated control can be realized, mechanical impact between gears caused by speed mismatch can be avoided, and by introducing a positive and negative torque bidirectional adjustment mechanism, dynamic correction of overshoot and underspeed can be realized, significantly enhancing the stability and controllability of the system.

[0024] Secondly, this application also provides a vehicle, including an engine, an electric motor, and further comprising: An engine control unit is electrically connected to the engine, and the engine control unit collects engine speed data; The motor controller is hardwired to the engine control unit to obtain the motor speed data, executes the vehicle control method as described above based on the engine speed data to obtain a motor torque command, and controls the motor speed based on the motor torque command.

[0025] Based on the above technical solution, by setting up an engine control unit and a motor controller, a closed-loop information sharing between the engine and the motor can be realized. This allows the motor controller to respond to changes in engine status in real time and adjust the output torque of the motor, thereby improving the vehicle's responsiveness to sudden operating conditions, correcting potential gear meshing abnormalities in a timely manner, and avoiding gear knocking problems caused by zero-crossing.

[0026] Thirdly, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor, when executing the computer program, implements the vehicle control method as described in any of the preceding claims.

[0027] Based on the above technical solution, through software algorithm control, the electronic device outputs motor control commands, which can adjust the motor's operating state and ensure that the motor speed responds to changes in the engine's state in a timely manner, thereby reducing the risk of gear knocking.

[0028] Other features and advantages of this application will be set forth in the description which follows, and in part will be obvious from the description or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0029] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is the overall flowchart of the vehicle control method of this application; Figure 2 This is a flowchart of the tapping judgment steps in the vehicle control method of this application; Figure 3 This is a flowchart of the steps for calculating the rotational speed in the vehicle control method of this application; Figure 4 This is a flowchart of the speed control steps of the vehicle control method of this application; Figure 5 This is a schematic diagram of the engine speed and torque state in the vehicle control method of this application; Figure 6 This is a schematic diagram of the motor speed and torque state in the vehicle control method of this application; Figure 7 This is a schematic diagram of the control flow of the vehicle control method of this application; Figure 8 This is a schematic diagram comparing the engine speed and motor speed before use of the vehicle control method of this application; Figure 9 This is a schematic diagram comparing the engine speed and motor speed after use in the vehicle control method of this application. Figure 10 This is a partial structural schematic diagram of the vehicle in this application. Detailed Implementation

[0030] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0031] The present invention will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. Specific Implementation Example 1 Reference Appendix Figures 1 to 10 This application provides a vehicle control method comprising the following steps: In the knocking judgment step S1, the engine speed data, motor speed data and motor torque amplitude are monitored in real time. When the engine is running, it is determined whether the motor torque amplitude is less than the preset torque threshold. If so, it is determined that there is a risk of gear knocking and the speed calculation step is entered. Otherwise, the real-time monitoring state is maintained. Step S2, which calculates the rotational speed, is based on the mechanical transmission ratio between the engine and the motor and the engine speed data to obtain the target rotational speed of the motor. In speed control step S3, a motor torque command is generated based on the target motor speed, and the motor speed is controlled based on the motor torque command.

[0033] In the knocking judgment step S1, the operating data of the engine and motor are monitored and continuously collected in real time. The operating data includes engine speed, motor speed and motor torque amplitude, and a preset torque threshold is set as the judgment standard. After the preset torque threshold is determined, when the engine is detected to be running, it is judged whether the motor torque amplitude is too low. If it is lower than the preset torque threshold, it is confirmed that the relative speed between the motor and the engine is too high, which leads to poor meshing of the power chain between the two and has the risk of gear knocking.

[0034] In particular, considering that there is no risk of knocking even if the motor torque amplitude is low when the engine is not running, it is necessary to detect that the engine is running as a prerequisite. The purpose is to rule out the situation where the engine is not running, thereby avoiding over-activation of the control system that would affect energy consumption and driving smoothness.

[0035] In step S2, the target motor speed that matches the engine speed under the current operating conditions is calculated based on the mechanical transmission speed ratio between the engine end and the motor end, as well as the current engine speed.

[0036] Among them, the mechanical transmission speed ratio is a fixed speed ratio, and the speed ratio value is determined by the connection relationship between the engine and the motor. The connection relationship includes, but is not limited to, ordinary gear meshing and planetary gear meshing.

[0037] In the speed control step S3, based on the motor speed data, including the current motor speed, the speed error is calculated according to the current motor speed and the target motor speed. The speed error is then input to the motor controller, which outputs the corresponding motor torque control quantity to realize real-time adjustment of the motor output torque. This allows the actual motor speed to gradually approach the target motor speed, thereby reducing the speed difference between the motor and the engine, reducing meshing impact, and effectively suppressing gear knocking.

[0038] Reference Appendix Figure 5 and Figure 6 In related technologies, the torque fluctuation characteristics of the two power sources, the engine and the electric motor, in a hybrid power system are different. The engine excitation refers to the unbalanced force or torque generated by the moving parts inside the engine. These forces or torques act as the excitation source of vibration, causing the engine and its supporting system to vibrate. The engine excitation is an inherent property that is difficult to solve. In contrast, the torque and speed of the electric motor in a hybrid power system are relatively stable.

[0039] Therefore, when the engine and motor are connected by transmission structures such as gears and splines, and the generator torque of the motor is relatively small, the total instantaneous combined torque of the hybrid system will suddenly change from a positive value to a negative value or from a negative value to a positive value at certain moments, which is called zero-crossing phenomenon. Zero-crossing phenomenon will directly cause reverse clearance impact in the connecting structures such as gear pairs and spline connections, resulting in gear knocking phenomenon. Gear knocking phenomenon not only affects the transmission smoothness of the whole vehicle, bringing obvious noise and vibration, but also aggravates the wear of mechanical connecting parts, shortens the service life of the system, and affects the control stability of the hybrid system.

[0040] To address the technical problems caused by zero-passing phenomenon in related technologies, the vehicle control method of this application introduces a preset torque threshold judgment logic to effectively identify the potential risk state of the motor in a low torque state, and achieves dynamic matching control between the motor and the engine by establishing a deviation feedback control strategy between the target speed and the real-time speed.

[0041] refer to Figure 8 and Figure 9Compared to traditional methods that rely solely on fixed-mode motor control, where the engine speed and motor speed differ significantly, the vehicle control method proposed in this application converges the motor speed towards the engine speed. This significantly improves the system's responsiveness to sudden operating conditions, promptly corrects potential gear meshing abnormalities, avoids gear knocking problems caused by zero-crossing, and enhances the overall stability and reliability of the hybrid vehicle's powertrain.

[0042] It should be noted that the motor controller includes a PID control module (Proportion Integration Differential, also known as a proportional, integral, and derivative controller, which consists of a proportional unit (P), an integral unit (I), and a derivative unit (D). The PID control module achieves closed-loop regulation of the system error by adjusting three parameters: Kp, Ki, and Kd.

[0043] The PID control module should select different types of adjustment strategies according to the actual response requirements. Adjustment strategies include introducing feedforward control logic or adaptive PID algorithm to enhance the dynamic response capability of the system.

[0044] In addition, the process for selecting the preset torque threshold is as follows: During the vehicle development phase, a dynamic simulation model of the engine and motor transmission system is established to analyze the critical torque at which the gear meshing surfaces disengage and collide due to transmission system clearance under different operating conditions such as engine idling, start-stop, and low-speed creep.

[0045] Based on the critical torque and considering a certain safety margin, the initial value of the preset torque threshold is initially set. The initial value of the preset torque threshold is usually a small positive torque to cover the impact of the driving condition or the torque range that can cross zero point.

[0046] Based on the initial value of the preset torque threshold set in the simulation, fine calibration was performed in a real vehicle environment. Through repeated verification on a drum test bench or in actual road tests, the suppression effect of gear knocking noise and its impact on the overall vehicle drivability were verified under different preset torque thresholds. Finally, a threshold that achieves the best balance between effectively suppressing knocking and ensuring a good driving experience was determined and written into the vehicle controller software as a base value.

[0047] Furthermore, since gear knocking is closely related to the lubrication state of the transmission system, and the lubrication state is directly affected by the oil temperature of the gearbox or reducer, some embodiments further introduce a dynamic adjustment step for a preset torque threshold, including: A threshold-to-oil temperature mapping table is established, and the optimal preset torque threshold corresponding to different oil temperatures is calibrated through bench tests. By monitoring the oil temperature signal of the transmission or reducer in real time and by querying the above-mentioned preset threshold-to-oil temperature mapping table, the most suitable preset torque threshold is dynamically obtained and applied.

[0048] Specifically, under low-temperature conditions, the lubricating oil viscosity is high, the transmission system resistance is high, and the gear pair is more prone to knocking even under slightly higher torque. Therefore, it is necessary to appropriately increase the preset torque threshold so that the control system can intervene earlier. Conversely, under high-temperature conditions, the lubricating oil viscosity is low, and the preset torque threshold can be appropriately reduced to avoid unnecessary control intervention.

[0049] Reference Appendix Figure 2 In some embodiments, the tapping judgment step S1 further includes: an engine speed acquisition step S11, in which the engine speed data is monitored in real time by a first sensor and transmitted to the motor controller via a hard-wired signal line; a motor speed acquisition step S12, in which the motor speed data is monitored in real time by a second sensor and transmitted to the motor controller; and a motor torque acquisition step S13, in which the motor torque amplitude is obtained by calculation based on the motor's operating parameters and the bench calibration model, and the operating parameters include the motor's input current, voltage, motor speed, and motor temperature.

[0050] Specifically, in the engine speed acquisition step S11, the engine speed data is monitored in real time by a first sensor set at the engine output end, and the speed data is stably transmitted to the motor controller through a hard-wired signal line to ensure the real-time performance and anti-interference capability of the data transmission.

[0051] The first sensor should be selected based on the installation environment and accuracy requirements. The first sensor may include a Hall sensor, a photoelectric encoder, or a magnetoresistive sensor.

[0052] Preferably, the first sensor is an engine crankshaft position sensor, which is mounted on the engine block and points towards the crankshaft position signal disk.

[0053] The engine crankshaft position sensor outputs a voltage signal, which can be a pulse, square wave, or sine wave. Engine speed is calculated by dividing the angle the engine crankshaft rotates through between two adjacent rising or falling edges of this signal by the time interval between those two adjacent rising or falling edges crossing a specific voltage value. The motor controller collects this time interval and performs simple calculations.

[0054] While speed acquisition has a lag, there is also a system gap between the engine and the motor, which can cover the impact of signal lag. Therefore, signal synchronization in this application does not require special processing and can be achieved through PID adjustment and calibration control of the target speed of the motor controller.

[0055] Engine speed data includes engine crankshaft speed, camshaft speed, pulley speed, oil pump speed, balance shaft speed, and transmission input shaft speed. Engine speed can be obtained directly or indirectly through each of these types of speed data. The method of calculating and obtaining engine speed in the motor controller varies depending on the type of speed data.

[0056] It's important to note that the motor controller refers to a Microcontroller Unit (MCU), a small computer chip that integrates a processor core, memory, and peripheral interfaces to implement various embedded system functions. The MCU is a hardware platform that can run various software programs, including PID algorithms. The MCU itself does not limit the specific algorithm; various control strategies, including PID, can be implemented by writing programs.

[0057] Engine speed fluctuations are generally in the range of 30-200Hz, mainly caused by uneven combustion in the cylinders and torsional vibration of the crankshaft. That is, when the engine is running, its speed is not absolutely stable, but fluctuates slightly and rapidly around an average speed. This fluctuation can be decomposed into vibration components of different frequencies, with a frequency range between 30 and 200 Hz.

[0058] The sampling theorem (Nyquist and Shannon's theorem) states that to reconstruct an analog signal without distortion, the sampling frequency must be at least twice the highest frequency component of the signal. If the sampling frequency is too low, aliasing will occur, meaning that high-frequency signals will be incorrectly reconstructed as low-frequency signals, leading to severe distortion.

[0059] Based on the fact that the highest frequency of engine speed fluctuation is 200Hz, and in accordance with the sampling theorem, the sampling frequency must be at least twice the highest frequency component in the signal, that is, the sampling frequency of engine speed must be at least greater than 400Hz.

[0060] In related technologies, the CAN (Controller Area Network) sampling system is commonly used to sample engine speed. The CAN network signal update frequency is 100Hz. According to the sampling theorem, the sampling frequency must be at least twice the highest frequency component in the signal. That is, only fluctuation components with frequencies below 50Hz can be correctly captured and analyzed by the CAN sampling system.

[0061] Therefore, when using the CAN sampling system to sample engine speed in related technologies, the portion of engine speed fluctuation frequency greater than 50Hz will be folded into the 0-50Hz range, mixed with the real low-frequency signal, and cannot be distinguished, thus leading to completely wrong analysis results.

[0062] To address the aforementioned technical issues, the engine speed acquisition step S11 of this application stably transmits the speed data to the motor controller via a hard-wired signal line, enabling engine speed acquisition according to control requirements and resolving the distortion problem caused by aliasing due to the excessively low CAN communication frequency in related technologies.

[0063] In some embodiments, the engine speed acquisition step S11 further includes a direct acquisition step S111, in which the first sensor monitors the engine output to obtain first speed data, and the motor controller calculates the engine speed based on the first speed data and the corresponding first calculation model.

[0064] Specifically, the first sensor is directly installed on the engine output shaft to obtain the rotational speed of the engine output in real time, i.e., the first rotational speed data.

[0065] The first rotational speed data measured by the first sensor is the raw mechanical rotational speed signal, without any intermediate structure or calculation conversion, possessing high sampling accuracy and dynamic response speed. After receiving the first rotational speed data, the motor controller substitutes it into the corresponding first calculation model for calculation processing.

[0066] It should be noted that the first calculation model is a calculation model pre-constructed based on the structural characteristics of the engine output shaft, the characteristics of the first sensor, and other interference characteristics. It is used to correct the interference errors that may be caused by the structural characteristics of the engine output shaft and the characteristics of the first sensor, thereby realizing the calculation and compensation of the engine's true speed.

[0067] The structural characteristics of the engine output shaft include its inertia, flexible connection structure, and rotating mass distribution. During rapid acceleration and deceleration, the engine output shaft may experience short-term local speed fluctuations due to torsional deformation or mechanical vibration, resulting in deviations in the directly sampled initial speed data. Therefore, a first computational model is needed for correction and estimation. For example, by establishing the dynamic response function of the shaft system, the first computational model can identify and compensate for nonlinear errors caused by structural dynamic responses.

[0068] Sensor characteristics include sampling frequency, sensitivity, nonlinear response, time delay, and installation deviation. Issues such as inconsistent installation angles, magnetic field interference, or temperature drift can cause the output data of the first sensor to deviate from the true value, thus requiring correction and extrapolation by the first computational model. For example, the first computational model introduces sensor calibration coefficients to fit and correct the sensor response curve, ensuring that the original rotational speed data more accurately reflects the actual rotational behavior.

[0069] Other interference characteristics include errors introduced during hard-wired signal transmission and processing, such as signal line delay, electrical noise, and analog-to-digital conversion errors. To reduce the impact of these interference factors, the first computational model includes an analog-introduced filter, a time compensation algorithm, and a multi-point interpolation strategy.

[0070] By directly monitoring the engine output through the first sensor, not only is the reliability of the engine speed data improved, but the nonlinear changes during engine operation can also be intuitively monitored.

[0071] In some other embodiments, the engine speed acquisition step S11 further includes an indirect acquisition step S112, in which the first sensor monitors the moving parts directly or indirectly connected to the engine output to obtain second speed data, and the motor controller calculates the engine speed based on the second speed data and the corresponding second calculation model.

[0072] Specifically, the first sensor monitors the moving parts directly or indirectly connected to the engine output to obtain the second speed data. In essence, the engine speed is collected by indirect monitoring due to structural layout or system integration convenience.

[0073] The first sensor monitors moving parts directly or indirectly connected to the engine output, including but not limited to: camshaft, pulley, oil pump, balance shaft, and transmission input shaft. Since the second speed data cannot directly reflect the actual speed of the engine body, the first sensor sends the collected second speed data of the moving parts to the motor controller. After receiving the second speed data, the motor controller substitutes it into the corresponding second calculation model for calculation and processing.

[0074] It should be noted that the second calculation model is pre-modeled based on factors such as the transmission relationship between the moving parts and the engine, structural characteristics, mechanical errors, and system hysteresis. The appropriate method, such as function fitting, mapping models, or deep learning estimation, should be selected based on the specific circumstances. By constructing the second calculation model, transmission errors can be effectively compensated for, achieving higher accuracy in engine speed estimation.

[0075] In the motor speed acquisition step S12, the second sensor is used to continuously acquire the speed information of the motor end. This data is also transmitted to the motor controller in a synchronous manner for subsequent speed error and control logic judgment.

[0076] The second sensor should be selected based on the installation environment and accuracy requirements. The second sensor may include a Hall sensor, a photoelectric encoder, or a magnetoresistive sensor.

[0077] Preferably, the second sensor is a rotary transformer built into the motor, which enables real-time monitoring and acquisition of motor speed data.

[0078] In the motor torque acquisition step S13, based on the current input current, voltage, speed and temperature of the motor and combined with the pre-established test bench calibration model, real-time calculation is performed to output the estimated torque value of the motor, thereby realizing effective monitoring of the motor torque status.

[0079] The motor torque acquisition step further includes: model construction step S131, which involves controlling the motor to input different test operation parameters on the test bench to obtain different torque parameters corresponding to the motor output, and constructing a test bench calibration model based on the correspondence between the test operation parameters and the output torque parameters.

[0080] The bench calibration model construction process takes into account the response characteristics of the motor under different operating conditions such as temperature, voltage fluctuation, and load change, so that the bench calibration model has good accuracy and robustness in practical applications.

[0081] The bench calibration model can obtain the estimated torque value of the motor in real time without relying on an external torque sensor, providing a key basis for control strategies such as knock judgment. At the same time, the bench calibration model can be continuously optimized through subsequent software upgrades or compensation algorithms, and has good scalability and maintenance convenience.

[0082] Since a torque sensor cannot be installed on the motor, the specific method for obtaining the motor torque amplitude is as follows; First, different test operating parameters such as current I, voltage U, speed n, and temperature T are controlled on the test bench to measure and record different torque parameters actually output by the motor. Based on the correspondence between the test operating parameters and the output torque parameters, an integrated model is established to establish the relationship between torque and current, torque and efficiency, temperature correction coefficient, etc., which is the test bench calibration model.

[0083] Then, the motor controller performs real-time calculations based on the actual operating parameters input to the motor and the bench calibration model, thereby outputting the estimated torque value of the motor.

[0084] It should be noted that the engine speed acquisition step S11, the motor speed acquisition step S12, and the motor torque acquisition step S13 are three sub-steps of the tapping judgment step S1. They are essentially used to acquire engine speed data, motor speed data, and motor torque amplitude. The acquisition process of the three does not affect each other, so there is no order to them. They can be executed synchronously or asynchronously.

[0085] Based on the three sub-steps of the knocking judgment step S1, the accuracy and response speed of gear knocking judgment are improved by establishing a sound data acquisition mechanism; the real-time performance and stability of the system can be significantly enhanced by the hardware link consisting of the first sensor, the second sensor and the motor controller; at the same time, the overall system cost is reduced and the adaptability is improved by using a bench calibration model to dynamically estimate the motor torque amplitude.

[0086] Reference Appendix Figure 2 In some embodiments, the knocking judgment step S1 further includes: a first judgment step S14, when the engine is running, judging whether the fluctuation range of the engine speed is greater than a preset fluctuation threshold based on the engine speed data; if so, proceeding to the second judgment step for further judgment; otherwise, continuing to maintain the real-time monitoring state; a second judgment step S15, after confirming that the fluctuation range of the engine speed is greater than the preset fluctuation threshold, judging whether the amplitude of the motor torque is less than the preset torque threshold; if so, determining that there is a risk of gear knocking and proceeding to the speed calculation step; otherwise, continuing to maintain the real-time monitoring state.

[0087] In the first judgment step S14, when the engine is running, the system analyzes its speed curve in real time. The fluctuation range is determined by calculating the difference between the maximum and minimum engine speeds per unit time. If the fluctuation range exceeds the preset fluctuation threshold, it is determined that the engine is currently running with signs of instability, which may cause meshing impact between the engine and the motor. At this time, it is necessary to continue to the second judgment step to determine whether the motor speed needs to be adjusted. Otherwise, it means that the engine speed fluctuation range is within an acceptable range and there is no risk of causing meshing impact between the engine and the motor. The system should continue to monitor.

[0088] The fluctuation threshold of engine speed should be adaptively adjusted according to engine displacement, structure type, and user-defined response sensitivity. The fluctuation amplitude refers to the degree to which the engine speed deviates from its average or expected value. The calculation method for the fluctuation amplitude also includes the statistical standard deviation of the deviation between the engine speed and its average value within a time window; or, calculating the instantaneous rate of change of speed and determining whether its absolute value exceeds a certain limit; or, by performing a fast Fourier transform on the speed signal, analyzing whether the energy of a specific high-frequency band corresponding to the gear striking frequency exceeds the threshold.

[0089] It should be noted that assuming the engine is running is to rule out the possibility that the engine is not running. In this case, even if the motor torque is low, there is no risk of knocking, and there is no need to waste energy to interfere with the motor. Furthermore, setting a preset fluctuation threshold is essentially to rule out the possibility that the engine is running and the engine speed is very stable. Since the motor speed is also stable, there is also no risk of knocking in this case, and there is no need to waste energy to interfere with the motor.

[0090] In the second judgment step S15, the system judges the motor torque amplitude based on a preset torque threshold. If it is lower than the preset torque threshold, it indicates that the motor is not providing enough torque and the motor speed is significantly different from the engine speed. This further increases the possibility of gear knocking based on the first judgment step S14, thus confirming the existence of knocking risk and requiring the motor speed to be adjusted to avoid gear knocking. Otherwise, it indicates that the motor speed is not significantly different from the engine speed and there is no risk of meshing impact between the engine and the motor at the moment. The system should remain in monitoring mode.

[0091] The first judgment step S14 and the second judgment step S15 introduce a two-level hierarchical judgment logic to avoid misjudging the risk of gear knocking when the engine is stopped or running smoothly, thereby improving the accuracy of the judgment and the fault tolerance of the system. The engine speed fluctuation is used as an important precursor signal before gear knocking, and the judgment result can be used as an early warning to significantly improve the foresight of the system response, intervene in the control logic in advance, and prevent gear knocking from occurring.

[0092] It should be noted that the execution order of each sub-step in the tapping judgment step S1 is as follows: First, the necessary data is collected based on engine speed acquisition step S11, motor speed acquisition step S12, and motor torque acquisition step S13. Then, the possibility of false judgment is eliminated based on the first judgment step S14. Finally, the risk of gear knocking is determined based on the second judgment step S15. This complete judgment framework improves the robustness of gear knocking recognition. In practical applications, it helps to improve the comfort and mechanical life of the hybrid vehicle powertrain.

[0093] Reference Appendix Figure 3 In some embodiments, the step S2 for calculating the rotational speed further includes: a speed ratio calculation step S21, which determines the mechanical transmission speed ratio based on the ratio of the number of teeth of the engine-end gear to the number of teeth of the motor-end gear; and a target rotational speed calculation step S22, which calculates the target rotational speed of the motor based on the mechanical transmission speed ratio and the engine rotational speed data.

[0094] In the speed ratio calculation step S21, the system pre-stores the tooth count parameters of the connecting gears at the engine end and the motor end, and calculates the mechanical transmission speed ratio by the tooth count ratio between the two. The mechanical transmission speed ratio is the static linear relationship coefficient between the speeds at the engine end and the motor end.

[0095] Among them, the mechanical transmission speed ratio is a fixed speed ratio, which is equal to the number of teeth on the motor gears and the number of teeth on the engine gears. The mechanical transmission speed ratio is used to calculate the target speed of the motor in step S22 by combining the engine speed data.

[0096] In the target speed calculation step S22, the corresponding target motor speed can be obtained by multiplying the real-time collected engine speed data with the aforementioned mechanical transmission speed ratio.

[0097] The target motor speed represents the speed value that the motor should reach under ideal meshing conditions. The subsequent control logic uses the target motor speed as a reference to adjust the motor output state to reduce the relative speed between the motor and the engine to close to 0, so as to prevent gear knocking.

[0098] By incorporating the mechanical transmission ratio and real-time acquired engine speed data, the target motor speed can be ensured to have high physical accuracy and dynamic adaptability. Based on the fusion of physical parameters and real-time data, reliance on empirical models is reduced, improving the stability and consistency of the motor target speed estimation. Furthermore, the method for calculating the motor target speed can be quickly adapted to different power system structures; configuration can be completed simply by changing the mechanical transmission ratio, greatly enhancing the method's versatility and maintainability. This plays a crucial role in improving the overall control accuracy of the system and suppressing gear knocking effects.

[0099] Reference Appendix Figure 4 In some embodiments, the speed control step S3 further includes: an error calculation step S31, which calculates the speed error based on the target speed of the motor and the motor speed data; and a torque control step S32, which inputs the speed error into the motor controller, and the motor controller generates a motor torque command based on the speed error to adjust the actual output torque of the motor, so that the actual speed of the motor converges to the target speed of the motor. The motor torque command includes a positive torque command and a negative torque command.

[0100] In the error calculation step S31, the system calculates the speed error based on the calculated target speed of the motor and the actual speed of the motor based on the collected motor speed data.

[0101] Wherein, speed error = motor target speed - motor current speed; Speed ​​error reflects the degree of deviation between the current speed of the motor and the ideal speed. It is used as a reference for the motor controller to output motor torque commands. If the target speed of the motor is greater than the current speed, the generated torque is reduced, and vice versa.

[0102] In torque control step S32, the system inputs the speed error into the PID control module of the motor controller. The PID control module adjusts according to the three parameters of proportional (P), integral (I), and derivative (D) and outputs the corresponding motor torque command.

[0103] Depending on the direction and magnitude of the error, the torque command includes positive or negative torque, which is used to accelerate or decelerate the motor, so as to gradually converge the motor speed to the target speed, reduce the speed difference between the motor and the engine, and thus avoid gear knocking.

[0104] It should be noted that the torque of the motor is directly proportional to the input current of the motor, and the mathematical relationship is as follows: T = Kt * I; Where T is torque (unit: Nm), I is current (unit: A), and Kt is torque constant (unit: Nm / A); the torque constant Kt is provided by the motor manufacturer and reflects the motor's ability to convert current into torque.

[0105] The error calculation step S31 and torque control step S32, by introducing a speed error feedback mechanism and PID control logic, realize dynamic closed-loop adjustment of the motor output state, respond to system changes in real time, quickly compensate for deviations, and improve the accuracy and stability of motor speed regulation.

[0106] In complex road conditions or during power switching, the PID control module can effectively mitigate system shocks, maintain a smooth speed transition, and improve the driving smoothness and comfort of the entire vehicle.

[0107] Reference Appendix Figure 7 and Figure 10 It should be noted that the ECU (Engine Control Unit) is used to control engine fuel injection, ignition, throttle, and speed, and provides a hard-wired signal for engine speed; the HCU (Hybrid Control Unit) is responsible for the energy management of the entire vehicle and determines the operating status of the engine and electric motor; the Motor Control Unit (MCU) is used to execute all the core algorithms in this application, and the MCU includes an engine speed calculation module, an electric motor speed calculation module, a PID control module, and a torque control module.

[0108] The control flow of the vehicle control method in this application is as follows: When the engine is running, the motor controller detects the change in engine speed over time.

[0109] If the engine speed fluctuation exceeds the preset fluctuation threshold, it is confirmed that there is a speed fluctuation at the engine end that could cause gear impact; if the engine speed fluctuation is insufficient, it is considered that the possibility of knocking is low, the system continues to monitor and does not proceed to the next step.

[0110] If the engine speed fluctuates, the MCU will then determine whether the real-time torque generated by the motor is less than the preset torque threshold.

[0111] If so, the system is at risk of "positive and negative torque crossing zero", making it more likely to be triggered by a tap. Otherwise, the system considers the likelihood of a tap to be low, continues monitoring, and does not proceed to the next step.

[0112] Once a knocking risk is confirmed, the motor controller calculates the target motor speed and, based on this target speed, makes the relative speed between the engine and the motor as close to zero as possible.

[0113] The motor controller determines the fixed mechanical transmission speed ratio between the engine and the motor based on the ratio of the number of teeth on the engine end gear to the number of teeth on the motor end gear; the motor controller multiplies the current engine speed by the aforementioned mechanical transmission speed ratio to obtain the target motor speed; the target motor speed represents the synchronous speed that the engine and the motor should maintain continuously under no-impact conditions.

[0114] The motor controller calculates the speed error between the target speed and the actual speed of the motor. The motor controller adjusts the output torque of the motor through a PID control strategy, so that the actual speed of the motor is closer to the target speed, thereby reducing the relative speed between the motor and the engine and suppressing gear knocking. Specific Implementation Example 2 This application also provides a vehicle for implementing the vehicle control method in the first specific embodiment described above.

[0116] The vehicle of this application includes an engine, an electric motor, an engine control unit, and an electric motor controller. The engine control unit is electrically connected to the engine and collects engine speed data. The electric motor controller is hardwired to the engine control unit to obtain engine speed data.

[0117] Specifically, the engine control unit collects engine operating status data in real time, including engine speed data, through an electrical connection with the engine, and transmits this data to the motor controller via hardwire.

[0118] As the central control unit of the entire electric drive system, the motor controller coordinates and controls the motor based on the collected engine speed data and motor speed data, thereby achieving a more precise joint drive strategy for the motor.

[0119] By setting up an engine control unit and a motor controller, a closed-loop information sharing mechanism is achieved between the engine and the motor. This allows the motor controller to respond in real time to changes in engine status and adjust the motor output torque, thereby improving the vehicle's responsiveness to sudden operating conditions, promptly correcting potential gear meshing abnormalities, and avoiding gear knocking problems caused by zero-passing.

[0120] In some embodiments, one end of the hard-wired signal line is connected to the signal receiving end of the motor controller, and the other end is connected to the signal output end of the engine control unit.

[0121] Specifically, when using a CAN sampling system to sample engine speed in related technologies, the portion of engine speed fluctuation frequency greater than 50Hz will be folded into the 0-50Hz range, mixed with the real low-frequency signal, making it indistinguishable and resulting in completely erroneous analysis results.

[0122] To address the aforementioned technical issues, the engine control unit transmits engine speed data stably to the motor controller via a hard-wired signal line. This enables the engine speed to be acquired according to control requirements, resolving the distortion problem caused by aliasing due to the low CAN communication frequency in related technologies.

[0123] By using hard-wired signal lines, signal delay and transmission noise can be significantly reduced, improving the response speed and control accuracy of the motor controller. At the same time, hard-wired connections have strong anti-electromagnetic interference capabilities and signal stability, making them suitable for complex vehicle environments and enhancing the robustness and reliability of the system.

[0124] In some embodiments, a first sensor is electrically connected to the engine control unit, and the first sensor is used to monitor the engine speed data in real time and send it to the engine control unit.

[0125] Specifically, the first sensor is set at the engine output end or other key locations that can indirectly acquire engine speed data, and is used to collect engine speed information in real time.

[0126] The first sensor should be selected based on the installation environment and accuracy requirements. The first sensor may include a Hall sensor, a photoelectric encoder, or a magnetoresistive sensor.

[0127] The first sensor is electrically connected to the engine control unit (ECU). During engine operation, it continuously monitors and generates an electrical signal representing the current engine speed, which is then transmitted to the ECU. The ECU uses this signal to monitor the engine's operating status in real time and can further transmit this information to the motor controller via hardwired connection for coordinated control.

[0128] In some embodiments, a second sensor is electrically connected to the motor controller, and the second sensor is used to monitor the motor speed data in real time and send it to the motor controller.

[0129] Specifically, the second sensor is set at the motor output end to obtain motor speed data by measuring the rotation frequency or angular velocity of the motor output shaft.

[0130] The second sensor is electrically connected to the motor controller. During motor operation, it continuously collects motor speed data and sends the motor speed data to the motor controller in the form of an electrical signal. Based on the motor speed data, the motor controller performs corresponding functions such as speed adjustment, torque control, or gear knocking risk assessment to ensure the stability and coordination of system operation.

[0131] By acquiring motor speed data in real time through a second sensor, the ability to perceive the motor's operating status can be effectively improved, providing data support for accurately calculating speed errors. Specific Implementation Example 3 This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the control method as described in Specific Embodiment 1.

[0133] The electronic device includes at least one processor and a memory. A computer program is stored in the memory and can be executed by the processor. When the program runs, the device can receive input data from the engine control unit and the motor controller in real time, including engine speed, motor speed, and motor torque amplitude. Based on the control method in Specific Embodiment 1, it sequentially completes the knocking judgment step, the speed calculation step, and the speed control step. Through software algorithm control, the electronic device outputs motor control commands to adjust the motor's operating state, ensuring that the motor speed responds promptly to changes in the engine state, thereby reducing the risk of gear knocking. Specific Implementation Example 4 This application also provides a vehicle control system for implementing the vehicle control method in the above-described specific embodiment one.

[0135] The vehicle system of this application includes: a knocking detection module, used to monitor engine speed data, motor speed data, and motor torque amplitude in real time. When the engine is running, it determines whether the motor torque amplitude is less than a preset torque threshold. If so, it determines that there is a risk of gear knocking and enters the speed calculation module; otherwise, it continues to maintain real-time monitoring. The speed calculation module calculates the target motor speed based on the mechanical transmission ratio between the engine and the motor and the engine speed data. The speed control module calculates the speed error based on the target motor speed and the motor speed data and inputs it into the motor controller. The motor controller generates a motor torque control quantity based on the speed error to adjust the motor output torque, so that the actual motor speed converges to the target motor speed, thereby reducing the relative speed between the engine and the motor to suppress gear knocking.

[0136] Specifically, the knocking detection module continuously collects engine speed data, motor speed data, and motor torque amplitude, and judges the current state of the motor based on a preset torque threshold. If the torque is insufficient, it indicates that there is a risk of power mismatch in the system, thus determining that gear knocking may occur, and the system then enters the target speed calculation process.

[0137] The speed calculation module then calculates the target speed of the motor under the current operating conditions based on the known gear ratio between the engine and the motor and the current engine speed.

[0138] The speed control module compares the actual motor speed with the target value, and after obtaining the error, it generates a torque control command through the motor controller to dynamically adjust the output torque of the motor, so that its operating state quickly converges to the target condition and the relative speed is reduced to close to 0, thereby effectively avoiding gear knocking.

[0139] In related technologies, the torque fluctuation characteristics of the two power sources, the engine and the electric motor, in a hybrid power system are different. The engine excitation refers to the unbalanced force or torque generated by the moving parts inside the engine. These forces or torques act as the excitation source of vibration, causing the engine and its supporting system to vibrate. The engine excitation is an inherent property that is difficult to solve. In contrast, the torque and speed of the electric motor in a hybrid power system are relatively stable.

[0140] Therefore, when the engine and motor are connected by transmission structures such as gears and splines, and the generator torque of the motor is relatively small, the total instantaneous combined torque of the hybrid system will suddenly change from a positive value to a negative value or from a negative value to a positive value at certain moments, which is called zero-crossing phenomenon. Zero-crossing phenomenon will directly cause reverse clearance impact in the connecting structures such as gear pairs and spline connections, resulting in gear knocking phenomenon. Gear knocking phenomenon not only affects the transmission smoothness of the whole vehicle, bringing obvious noise and vibration, but also aggravates the wear of mechanical connecting parts, shortens the service life of the system, and affects the control stability of the hybrid system.

[0141] To address the technical problems caused by zero-passing, the vehicle system of this application introduces a preset torque threshold judgment logic to effectively identify the potential risk state of the motor under low torque conditions. By establishing a deviation feedback control strategy between the target speed and the real-time speed, dynamic matching control between the motor and the engine is achieved. This significantly improves the system's responsiveness to sudden operating conditions, promptly corrects potential gear meshing abnormalities, avoids gear knocking problems caused by zero-passing, and improves the overall stability and reliability of the hybrid vehicle's power system.

[0142] In some embodiments, the tapping judgment module further includes: an engine speed acquisition unit, which monitors engine speed data in real time through a first sensor, and the engine speed data is transmitted to the motor controller through a hard-wired signal line; a motor speed acquisition unit, which monitors motor speed data in real time through a second sensor and transmits it to the motor controller; and a motor torque acquisition unit, which calculates the motor torque amplitude based on the motor's operating parameters and the bench calibration model, and the operating parameters include the motor's input current, voltage, motor speed, and motor temperature.

[0143] Specifically, the engine speed acquisition unit uses a first sensor installed on the engine output shaft to acquire speed information and transmits it to the motor controller through a hard-wired signal transmission line with strong anti-interference performance to ensure the real-time performance and accuracy of the data.

[0144] The motor speed acquisition unit continuously monitors the current operating speed of the motor through the second sensor and sends the data synchronously to the MCU for subsequent judgment.

[0145] The motor torque acquisition unit does not rely on external torque sensors. Instead, it calculates the motor output torque in real time based on parameters such as input current, voltage, motor speed and temperature, combined with a pre-established bench calibration mathematical model, providing a basis for judging the risk of impact.

[0146] Through real-time monitoring of the engine speed acquisition unit, motor speed acquisition unit, and motor torque acquisition unit, comprehensive monitoring of key operating parameters of the engine and motor is achieved, significantly improving the system's ability to detect the risk of gear knocking.

[0147] It should be noted that the frequency of engine speed fluctuation is generally in the range of 30-200Hz, mainly caused by uneven combustion in the cylinder and torsional vibration of the crankshaft; that is, when the engine is running, its speed is not absolutely stable, but will fluctuate slightly and rapidly around an average speed, and this fluctuation can be decomposed into vibration components of different frequencies, with a frequency range between 30 and 200 Hz.

[0148] The sampling theorem (Nyquist and Shannon's theorem) states that to reconstruct an analog signal without distortion, the sampling frequency must be at least twice the highest frequency component of the signal. If the sampling frequency is too low, aliasing will occur, meaning that high-frequency signals will be incorrectly reconstructed as low-frequency signals, leading to severe distortion.

[0149] Based on the fact that the highest frequency of engine speed fluctuation is 200Hz, and in accordance with the sampling theorem, the sampling frequency must be at least twice the highest frequency component in the signal, that is, the sampling frequency of engine speed must be at least greater than 400Hz.

[0150] In related technologies, the CAN (Controller Area Network) sampling system is commonly used to sample engine speed. The CAN network signal update frequency is 100Hz. According to the sampling theorem, the sampling frequency must be at least twice the highest frequency component in the signal. That is, only fluctuation components with frequencies below 50Hz can be correctly captured and analyzed by the CAN sampling system.

[0151] Therefore, when using the CAN sampling system to sample engine speed in related technologies, the portion of engine speed fluctuation frequency greater than 50Hz will be folded into the 0-50Hz range, mixed with the real low-frequency signal, and cannot be distinguished, thus leading to completely wrong analysis results.

[0152] To address the aforementioned technical issues, the engine speed acquisition unit of this application employs a hard-wired signal transmission method to enhance the stability of data transmission. It can acquire engine speed according to control requirements, thus solving the distortion problem caused by aliasing due to the excessively low CAN communication frequency in related technologies.

[0153] In some embodiments, the knocking judgment module further includes: a first judgment unit, which, when the engine is running, judges whether the fluctuation range of the engine speed is greater than a preset fluctuation threshold based on the engine speed data; if so, it proceeds to the second judgment unit for further judgment; otherwise, it continues to maintain the real-time monitoring state; and a second judgment unit, which, after confirming that the fluctuation range of the engine speed is greater than the preset fluctuation threshold, judges whether the amplitude of the motor torque is less than a preset torque threshold; if so, it determines that there is a risk of gear knocking and proceeds to the speed calculation step; otherwise, it continues to maintain the real-time monitoring state.

[0154] Specifically, the first judgment unit is mainly used to monitor the speed fluctuation of the engine during operation. By continuously calculating the change range of engine speed over a certain period of time, it determines whether it exceeds the preset fluctuation threshold. The preset fluctuation threshold is set based on the engine structure and the vibration characteristics of the whole vehicle. If the fluctuation value exceeds the preset fluctuation threshold, the system determines that there is potential mechanical instability and then proceeds to the second judgment unit.

[0155] The preset fluctuation threshold of engine speed should be adaptively adjusted according to engine displacement, structure type and user-defined response sensitivity; for the calculation method of fluctuation amplitude, various mathematical tools such as sliding window standard deviation and frequency domain Fourier analysis can also be used to improve the sensitivity of anomaly detection.

[0156] It should be noted that assuming the engine is running is to rule out the possibility that the engine is not running. In this case, even if the motor torque is low, there is no risk of knocking, and there is no need to waste energy to interfere with the motor. Furthermore, setting a preset fluctuation threshold is essentially to rule out the possibility that the engine is running and the engine speed is very stable. Since the motor speed is also stable, there is also no risk of knocking in this case, and there is no need to waste energy to interfere with the motor.

[0157] The second judgment unit judges the current torque of the motor. If it is lower than the preset torque threshold, it indicates that the motor speed and the engine speed are significantly different, thus confirming the risk of gear knocking and initiating the speed coordination control process; otherwise, the system continues to maintain the monitoring state.

[0158] The first and second judgment units introduce a two-level hierarchical judgment logic to avoid misjudging the risk of gear knocking when the engine is stopped or running smoothly, thereby improving the accuracy of the judgment and the fault tolerance of the system. The engine speed fluctuation is used as an important precursor signal before gear knocking, and the judgment result can be used as an early warning to significantly improve the foresight of the system response, intervene in the control logic in advance, and prevent gear knocking from occurring.

[0159] In some embodiments, the speed calculation module further includes: a speed ratio calculation unit, which determines the mechanical transmission speed ratio based on the tooth ratio between the engine-end gear and the motor-end gear; and a target speed calculation unit, which calculates the target speed of the motor based on the mechanical transmission speed ratio and the engine speed data.

[0160] Specifically, the speed ratio calculation unit is responsible for obtaining the number of teeth on the engine end and the motor end gears, and calculating the mechanical transmission speed ratio under the current working condition by the ratio of the two.

[0161] The mechanical transmission ratio is a fixed ratio, calculated as: mechanical transmission ratio = number of teeth on the motor gear / number of teeth on the engine gear. This mechanical transmission ratio is used in the target speed calculation unit to calculate the target motor speed in conjunction with engine speed data. The mechanical transmission ratio is stored in the motor controller or dynamically loaded from vehicle configuration parameters.

[0162] The target speed calculation unit calculates the target motor speed by multiplying the mechanical transmission ratio by the real-time engine speed data. The target motor speed represents the operating speed that the motor should maintain under ideal meshing conditions. The subsequent control strategy of the system uses the target motor speed as a reference for error correction and torque adjustment to achieve coordinated operation between the motor and the engine.

[0163] By incorporating the mechanical transmission speed ratio and real-time engine speed data, the speed ratio calculation unit and target speed calculation unit ensure high physical accuracy and dynamic adaptability of the motor target speed. Based on the fusion of physical parameters and real-time data, the reliance on empirical models is reduced, improving the stability and consistency of motor target speed estimation. Furthermore, the motor target speed calculation method can be quickly adapted to different power system structures; configuration can be completed simply by changing the mechanical transmission speed ratio, greatly enhancing the method's versatility and maintainability. This plays a crucial role in improving the overall control accuracy of the system and suppressing gear knocking effects.

[0164] Furthermore, the accurate identification of the mechanical transmission ratio, as an inherent parameter of the powertrain structure, can significantly improve the accuracy of motor target speed estimation. Precise calculation of the motor target speed not only provides a clear control objective for subsequent PID regulation but also serves as a reference indicator for fault diagnosis and condition assessment, enhancing the closed-loop stability of the system control and the coordination of the dynamic response.

[0165] In some embodiments, the speed control module further includes: an error calculation unit, which calculates the speed error based on the target speed of the motor and the motor speed data; and a torque control unit, which, after inputting the speed error into the motor controller, generates a motor torque command based on the speed error to adjust the actual output torque of the motor, so that the actual speed of the motor converges to the target speed of the motor, and the motor torque command includes a positive torque command and a negative torque command.

[0166] Specifically, the error calculation unit acquires the target motor speed and the current actual motor speed data in real time, and calculates the instantaneous speed error of the motor by the difference between the two. This speed error represents the degree of deviation between the current motor state and the ideal operating state.

[0167] The torque control unit takes the aforementioned speed error as input to the motor controller, and accurately calculates the required motor torque adjustment amount through its proportional, integral and derivative control strategy, and finally outputs the motor torque command.

[0168] The motor torque command includes positive torque and negative torque, which are used to increase or decrease the motor speed, respectively, so that the motor speed quickly converges to the target value, thereby suppressing the gear knocking problem caused by the speed difference between the engine and the motor.

[0169] The error calculation unit ensures that the system can promptly identify any minute speed difference, providing a highly sensitive feedback signal to the control system. The torque control unit responds quickly to error changes through the PID adjustment module, dynamically generating highly adaptable control commands, making the adjustment process smoother and more efficient. It exhibits good stability, especially in hybrid vehicles where operating conditions change frequently and loads vary greatly.

[0170] In summary, in related technologies, when the engine and motor are connected by transmission structures such as gears and splines, and the generator torque of the motor is relatively small, the total instantaneous combined torque of the hybrid system will suddenly change from a positive value to a negative value, or from a negative value to a positive value at certain moments, i.e., zero-crossing phenomenon. Zero-crossing phenomenon will directly cause reverse clearance impact in the connecting structures such as gear pairs and spline connections, resulting in gear knocking phenomenon. Gear knocking phenomenon not only affects the transmission smoothness of the whole vehicle, bringing obvious noise and vibration, but also aggravates the wear of mechanical connecting parts, shortens the service life of the system, and affects the control stability of the hybrid system.

[0171] Based on the technical problems caused by zero-pass phenomenon, the vehicle control method, vehicle and electronic equipment of this application effectively identify the potential risk state of the motor in low torque state by introducing a preset torque threshold judgment logic, and realize the dynamic matching control between the motor and the engine by establishing a deviation feedback control strategy between the target speed and the real-time speed.

[0172] When using a CAN sampling system to sample engine speed in related technologies, the portion of engine speed fluctuation frequency greater than 50Hz will be folded into the range of 0 to 50Hz, mixed with the real low-frequency signal, making it indistinguishable and resulting in completely erroneous analysis results.

[0173] The vehicle control method, vehicle, and electronic equipment of this application transmit speed data stably to the motor controller via hard-wired signal lines, enabling engine speed acquisition according to control requirements and solving the distortion problem caused by aliasing due to the low CAN communication frequency in related technologies.

[0174] Furthermore, the hardware link consisting of the first sensor, the second sensor, and the motor controller significantly enhances the system's real-time performance and stability. By introducing a two-layer hierarchical judgment logic, the risk of gear knocking is avoided when the engine is stopped or running smoothly, improving the accuracy of the judgment and the system's fault tolerance. Engine speed fluctuations are used as an important precursor signal to gear knocking, and the judgment result serves as an early warning, significantly improving the system's forward-looking response and allowing for early intervention in the control logic to prevent gear knocking. The introduction of mechanical transmission ratios and real-time engine speed data ensures high physical accuracy and dynamic adaptability of the motor's target speed. The fusion of physical parameters and real-time data reduces reliance on empirical models, improving the stability and consistency of motor target speed estimation. The introduction of a speed error feedback mechanism and PID control logic enables dynamic closed-loop adjustment of the motor's output state, responding to system changes in real time, quickly compensating for deviations, and improving the accuracy and stability of motor speed regulation.

[0175] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0176] The above embodiments are only used to illustrate the technical solutions of this application and not to limit them; although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this application or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of this application, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in this application.

Claims

1. A vehicle control method, characterized in that, include: The knocking judgment step monitors the engine speed data, motor speed data, and motor torque amplitude in real time. When the engine is running, it determines whether the motor torque amplitude is less than a preset torque threshold. If so, it determines that there is a risk of gear knocking and enters the speed calculation step; otherwise, it continues to maintain the real-time monitoring state. The speed calculation step is based on the mechanical transmission speed ratio between the engine and the motor and the engine speed data to obtain the target speed of the motor; The speed control step involves generating a motor torque command based on the target motor speed, and controlling the motor speed based on the motor torque command.

2. The vehicle control method according to claim 1, characterized in that, The tapping determination step further includes: The engine speed acquisition step involves real-time monitoring of the engine speed data using a first sensor, and the engine speed data is transmitted to the motor controller via a hard-wired signal line. The motor speed acquisition step involves monitoring the motor speed data in real time using a second sensor and transmitting it to the motor controller. The motor torque acquisition step involves calculating the motor torque amplitude based on the motor's operating parameters and the bench calibration model. The operating parameters include the motor's input current, voltage, motor speed, and motor temperature.

3. The vehicle control method according to claim 2, characterized in that, The engine speed acquisition step further includes: In the direct acquisition step, the first speed data is obtained by monitoring the engine output through the first sensor. The motor controller calculates the engine speed based on the first speed data and the corresponding first calculation model.

4. The vehicle control method according to claim 2, characterized in that, The engine speed acquisition step further includes: In the indirect acquisition step, the first sensor monitors the moving parts directly or indirectly connected to the engine output to obtain the second speed data. The motor controller then calculates the engine speed based on the second speed data and the corresponding second calculation model.

5. The vehicle control method according to claim 2, characterized in that, The motor torque acquisition step further includes: The model construction steps involve controlling the motor on the test bench to input different test operation parameters, obtaining different torque parameters corresponding to the output of the motor, and constructing the test bench calibration model based on the correspondence between the test operation parameters and the output torque parameters.

6. The vehicle control method according to claim 1, characterized in that, The tapping determination step further includes: The first judgment step is to determine whether the fluctuation range of the engine speed is greater than a preset fluctuation threshold based on the engine speed data when the engine is running. If so, proceed to the second judgment step for further judgment; otherwise, continue to maintain the real-time monitoring state. The second judgment step is to determine whether the motor torque amplitude is less than the preset torque threshold after confirming that the engine speed fluctuation amplitude is greater than the preset fluctuation threshold. If so, it is determined that there is a risk of gear knocking and the speed calculation step is entered; otherwise, the real-time monitoring state is maintained.

7. The vehicle control method according to any one of claims 1 to 6, characterized in that, The step of calculating the rotational speed further includes: The speed ratio calculation step is to determine the mechanical transmission speed ratio based on the ratio of the number of teeth of the engine end gear to the number of teeth of the motor end gear; The target speed calculation step involves calculating the target speed of the motor based on the mechanical transmission ratio and the engine speed data.

8. The vehicle control method according to claim 1, characterized in that, The speed control step further includes: The error calculation step involves calculating the speed error based on the target speed of the motor and the motor speed data. In the torque control step, after the speed error is input to the motor controller, the motor controller generates a motor torque command based on the speed error to adjust the actual output torque of the motor, so that the actual speed of the motor converges to the target speed of the motor. The motor torque command includes a positive torque command and a negative torque command.

9. A vehicle comprising an engine and an electric motor, characterized in that, Also includes: An engine control unit is electrically connected to the engine, and the engine control unit collects engine speed data; The motor controller is hardwired to the engine control unit to obtain the engine speed data, executes the vehicle control method as described in any one of claims 1 to 8 based on the engine speed data, obtains a motor torque command, and controls the motor speed based on the motor torque command.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle control method as described in any one of claims 1 to 8.

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