Vehicle torque compensation method and device, computer equipment and storage medium

Abstract

The invention relates to the technical field of hybrid power, and discloses a vehicle torque compensation method and device, computer equipment and a storage medium. According to the method provided by the embodiment of the invention, when the vehicle is in the parallel mode and the gear switching is triggered, the connection state of the transmission chain is detected in real time, the connection condition of the power transmission path can be judged, and a prerequisite condition and a reliable basis are provided for subsequent torque compensation; the compensation torque currently needed by the vehicle is obtained, the accuracy and self-adaptability of the compensation amount are ensured, and torque disturbance caused by gear switching is effectively eliminated; and the vehicle is compensated in real time according to the compensation torque, so that engine rotating speed fluctuation and torque impact caused by gear shifting are restrained, high smoothness of the gear shifting process is achieved, and the driving comfort and the overall reliability of the vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of hybrid power technology, and more specifically to vehicle torque compensation methods, devices, computer equipment, and storage media. Background Technology

[0002] With increasingly stringent requirements for fuel efficiency and emissions, hybrid technology has been widely promoted as a key path to energy conservation and emission reduction. Dual-motor hybrid systems are a common configuration, including pure electric mode, series mode, and parallel mode. During vehicle operation, shifting between neutral, drive, and N / D gears is a frequent occurrence, and the smoothness of gear shifting directly affects the vehicle's driving comfort, safety, and reliability. Especially in parallel mode, where the engine directly drives the wheels, torque fluctuations during gear shifts can cause sudden changes in engine speed, thus affecting overall vehicle performance.

[0003] However, existing technologies have a problem with insufficient torque compensation during gear shifting in parallel mode of hybrid vehicles: they fail to effectively detect the engagement state of the transmission chain and lack a targeted torque compensation determination process, which results in the inability to accurately compensate for losses during gear shifting, causing excessive changes in engine speed and uneven gear shifting, affecting vehicle drivability and reliability. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a vehicle torque compensation method, device, computer equipment, and storage medium to solve the problem of uneven gear shifting due to insufficient torque compensation when shifting gears in parallel mode of a hybrid vehicle.

[0005] In a first aspect, embodiments of the present invention provide a vehicle torque compensation method, the method comprising: When the vehicle is operating in parallel mode and a gear shifting operation is triggered, the system detects whether the vehicle's drivetrain is engaged based on the driver's gear shifting operation. Obtain the compensation torque currently required by the vehicle; Torque compensation is performed on the vehicle according to the compensation torque.

[0006] Furthermore, obtaining the compensation torque currently required by the vehicle includes: If the transmission chain is engaged, the vehicle is determined to be in driving gear, the transmission load coordination parameters of the vehicle in driving gear are obtained, and the compensation torque is calculated based on the transmission load coordination parameters. If the drive train is not engaged, it is determined that the vehicle is not in driving gear, the vehicle's idle speed correlation parameters are obtained, and the compensation torque is calculated based on the idle speed correlation parameters.

[0007] Furthermore, the step of obtaining the transmission load coordination parameters of the vehicle in driving gear and calculating the compensation torque based on the transmission load coordination parameters includes: Obtain the basic compensation torque and gear speed transmission efficiency of the vehicle in driving gear; Obtain the neutral compensation torque of the vehicle's engine at the target idle speed; Obtain the load rate of the vehicle's engine at the target idle speed; The product of the base compensation torque, the gear speed transmission efficiency, the load rate, and the first compensation coefficient is determined, and the product is summed with the neutral compensation torque to obtain the compensation torque, wherein the first compensation coefficient is determined based on the actual speed of the vehicle.

[0008] Furthermore, obtaining the vehicle's idle speed correlation parameters and calculating the compensation torque based on the idle speed correlation parameters includes: Obtain the neutral compensation torque of the vehicle's engine at the target idle speed; The dynamic compensation torque for the actual speed difference between the engine and gearbox input shaft in neutral is obtained. The compensation torque is obtained by summing the neutral compensation torque and the dynamic compensation torque.

[0009] Furthermore, the torque compensation of the vehicle according to the compensation torque includes: Obtain the difference between the actual engine speed and the target idle speed of the vehicle, and query the first coefficient corresponding to the difference; Obtain the current requested torque of the vehicle and query the second coefficient corresponding to the current requested torque; The product of the first coefficient and the second coefficient is used as the second compensation coefficient; The final compensation torque is calculated using the second compensation coefficient and the compensation torque, and torque compensation is performed on the vehicle based on the final compensation torque.

[0010] Furthermore, before performing torque compensation on the vehicle based on the final compensated torque, the method further includes: Obtain the final reserved torque of the vehicle; If the final reserved torque is available, then the final reserved torque is compared with the final compensation torque. If the final reserved torque is greater than or equal to the final compensation torque, then torque compensation is performed on the vehicle based on the final reserved torque; or, if the final reserved torque is less than the final compensation torque, then torque compensation is performed on the vehicle based on the final reserved torque, and then torque compensation is performed on the vehicle based on the difference between the final reserved torque and the final compensation torque. Alternatively, if the final reserved torque is unavailable, torque compensation is performed on the vehicle based on the final compensation torque.

[0011] Furthermore, obtaining the final reserved torque of the vehicle includes: Obtain the basic reserved torque of the vehicle, and query the corresponding torque reserved coefficient based on the transmission oil temperature of the vehicle; The maximum reserved torque is calculated based on the basic reserved torque and the torque reserved coefficient; The final reserved torque is calculated using the maximum reserved torque and the second compensation coefficient.

[0012] Furthermore, the method also includes: When the vehicle is operating in pure electric mode or series mode, and the vehicle triggers a gear shift while stationary, the rate of change of the vehicle's motor output torque is limited.

[0013] Secondly, embodiments of the present invention provide a vehicle torque compensation device, the device comprising: The detection module is used to detect whether the vehicle's transmission chain is engaged when the vehicle is operating in parallel mode and a gear shifting operation is triggered, based on the driver's gear shifting operation. The acquisition module acquires the compensation torque currently required by the vehicle. The processing module is used to perform torque compensation on the vehicle according to the compensation torque.

[0014] Thirdly, embodiments of the present invention provide a computer device, including: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method described in the first aspect or any corresponding embodiment thereof.

[0015] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions that cause a computer to perform the method described in the first aspect or any corresponding embodiment thereof.

[0016] The method provided in this application has the following beneficial effects: The method provided in this application, by detecting the engagement state of the transmission chain in real time when the vehicle is in parallel mode and gear shifting is triggered, can determine the engagement status of the power transmission path, providing a prerequisite and reliable basis for subsequent torque compensation; it obtains the compensation torque currently required by the vehicle, ensuring the accuracy and adaptability of the compensation amount, effectively offsetting the torque disturbance caused by gear shifting; and it performs real-time compensation on the vehicle according to the compensation torque, thereby suppressing engine speed fluctuations and torque shocks caused by gear shifting, achieving a highly smooth gear shifting process, and improving the driving comfort and overall reliability of the vehicle. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a schematic flowchart of a vehicle torque compensation method according to an embodiment of the present invention; Figure 2 This is a schematic flowchart of another vehicle torque compensation method according to an embodiment of the present invention; Figure 3 This is a structural block diagram of a vehicle torque compensation device according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] According to embodiments of the present invention, a vehicle torque compensation method, apparatus, computer device, and storage medium are provided. It should be noted that the steps shown in the flowcharts in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0022] This embodiment provides a vehicle torque compensation method. Figure 1 This is a flowchart of a vehicle torque compensation method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: When the vehicle is operating in parallel mode and a gear shifting operation is triggered, the transmission chain of the vehicle is detected to be engaged based on the driver's gear shifting operation.

[0023] In this embodiment, when the vehicle is in parallel mode and the driver triggers a gear shift operation (e.g., shifting from P or N to D or R), the engagement state of the transmission chain is determined by comparing the difference between the actual engine speed and the transmission input shaft speed (i.e., speed slip). In neutral, the difference between the engine speed and the transmission input shaft speed is small due to the hydraulic action of the torque converter. However, when the transmission chain is engaged, the transmission input shaft speed is pulled down to near zero, and the speed difference between the two increases significantly. Furthermore, a slip limit is obtained from a table based on the gearbox oil temperature. If the actual speed slip exceeds this limit, the transmission chain is determined to be engaged, and the gear position is set. If the driver does not request gear engagement and the transmission input shaft speed exceeds a preset threshold (e.g., 50 rpm), the transmission chain is determined to be disengaged, and the gear position is reset. The engagement state of the transmission chain serves as the direct basis for subsequent torque compensation decisions.

[0024] Step S102: Obtain the compensation torque currently required by the vehicle.

[0025] In this embodiment of the application, the compensation torque is calculated through two paths based on the engagement state of the transmission link: If the drivetrain is engaged (i.e., in the gear position), the vehicle is determined to be in drive (D / R) gear, and drive gear compensation calculation is performed. First, the basic compensation torque and neutral compensation torque are obtained by looking up the gearbox oil temperature and target idle speed. At the same time, the gear speed transmission efficiency (the ratio of the gearbox input shaft speed to the actual engine speed) and load rate (the square of the ratio of the target idle speed to the theoretical target idle speed) are calculated. Then, the first compensation coefficient is obtained by looking up the table based on the actual vehicle speed. Finally, the basic compensation torque, gear speed transmission efficiency, load rate, and first compensation coefficient are multiplied together, and then summed with the neutral compensation torque to obtain the compensation torque in this state.

[0026] If the drivetrain is not engaged, the vehicle is determined not to be in a driving gear, such as in P / N gear, and a neutral compensation calculation is performed: the neutral compensation torque is obtained by looking up the table through oil temperature and target idle speed, and the dynamic compensation torque is obtained by looking up the table based on the difference between the actual engine speed and the transmission input shaft speed and the gearbox oil temperature. The two are summed to obtain the compensation torque in this state.

[0027] Step S103: Perform torque compensation on the vehicle according to the compensation torque.

[0028] In this embodiment of the application, the calculated compensation torque is first dynamically corrected to obtain the final compensation torque. Specifically, the difference between the actual engine speed and the target idle speed is obtained and the first coefficient is obtained by looking up a table. At the same time, the current requested torque is obtained and the second coefficient is obtained by looking up a table. The first coefficient and the second coefficient are multiplied to obtain the second compensation coefficient. Then, the compensation torque is scaled using the second compensation coefficient to obtain the final compensation torque.

[0029] Before compensation is implemented, the final reserved torque is calculated in parallel as a backup for compensation. The maximum reserved torque is calculated by obtaining the basic reserved torque (the difference between the two compensation torques calculated based on the output shaft speed and the transmission input shaft speed) and the torque reserved coefficient obtained by looking up the table based on the transmission oil temperature. Then, the final reserved torque is obtained by multiplying it by the second compensation coefficient. Finally, the compensation logic is decided based on the availability of torque reserves: if the final reserved torque is available (e.g., the reserved torque is greater than 2Nm when shifting from P / N to D), the final reserved torque is used first for compensation. If its value is insufficient, the difference in the final compensation torque is used for supplementary compensation. If the torque reserve is unavailable, the final compensation torque is applied directly, thereby ensuring stable engine speed and smooth torque output during gear shifting.

[0030] In this embodiment of the application, obtaining the compensation torque currently required by the vehicle includes the following steps A1-A2: Step A1: If the gear shift condition is that the transmission chain is engaged, then the vehicle is determined to be in driving gear. The transmission load coordination parameters of the vehicle in driving gear are obtained, and the compensation torque is calculated based on the transmission load coordination parameters.

[0031] In this embodiment of the application, the transmission load coordination parameters of the vehicle in driving gear are obtained, and the compensation torque is calculated based on the transmission load coordination parameters, including the following steps A11-A14: Step A11: Obtain the vehicle's basic compensation torque and gear speed transmission efficiency in driving gear.

[0032] Specifically, the driving gear corresponds to the vehicle's drive gear (D) or reverse gear (R). The basic compensation torque of the vehicle in the driving gear is obtained by querying the following preset two-dimensional pulse spectrum:

[0033] This pulse spectrum uses gearbox oil temperature and engine target idle speed as input parameters, and directly outputs the basic torque compensation value corresponding to the current oil temperature and idle speed conditions. This torque is mainly used to compensate for torque converter losses and oil pump torque consumption.

[0034] Meanwhile, the gear speed transmission efficiency is obtained by calculating the ratio of the transmission input shaft speed to the actual engine speed. This ratio reflects the power transmission efficiency from the engine to the transmission and is one of the key parameters for subsequent dynamic correction of the basic compensation torque.

[0035] Step A12: Obtain the neutral compensation torque of the vehicle's engine at the target idle speed.

[0036] Specifically, the neutral compensation torque of the engine at the target idle speed is obtained by querying the following preset two-dimensional pulse spectrum:

[0037] This pulse spectrum uses gearbox oil temperature and target engine idle speed as input parameters, and directly outputs the torque value required to overcome the basic resistance of the torque converter and oil pump system under the current oil temperature and idle speed conditions, when the vehicle is in neutral (N) or park (P). This torque value provides a basic compensation amount related to the neutral condition when subsequently calculating the total compensation torque in driving (D / R) gears.

[0038] Step A13: Obtain the load rate of the vehicle's engine at the target idle speed.

[0039] Specifically, the load rate corresponding to the target idle speed is a parameter used to quantify the engine load state. It is calculated by dividing the target idle speed by the theoretical target idle speed, and the square of this ratio is taken as the final load rate value. This parameter reflects the degree of deviation between the actual idle speed requirement and the ideal idle speed reference, and is one of the correction factors for subsequent dynamic adjustment of the basic compensation torque to more accurately match the actual engine load state.

[0040] Step A14: Determine the product of the basic compensation torque, gear speed transmission efficiency, load rate, and the first compensation coefficient, and sum the product with the neutral compensation torque to obtain the compensation torque. The first compensation coefficient is determined based on the actual speed of the vehicle.

[0041] Specifically, the basic compensation torque, gear speed transmission efficiency, load rate, and the first compensation coefficient obtained from a table based on the actual vehicle speed are multiplied together to obtain the initially corrected torque value. Then, this product is summed with the neutral compensation torque to finally obtain the compensation torque when the vehicle is in driving gear (D / R) and the transmission is engaged. The calculation formula is as follows:

[0042] in, To compensate for torque, Basic compensation torque, For gear speed transmission efficiency, For load rate, The first compensation coefficient is... This is to compensate for torque in neutral.

[0043] The calculation process takes into account power transmission efficiency, engine load status, and vehicle speed, ensuring the accuracy of the compensation and adaptability to operating conditions.

[0044] It should be noted that the first compensation coefficient was obtained by referring to the following table based on the vehicle's actual speed:

[0045] By acquiring the basic compensation torque and gear speed transmission efficiency, the system accurately reflects the gearbox load and transmission efficiency; by combining the neutral compensation torque at the target idle speed, it also takes into account the basic resistance compensation; by introducing the load rate and the first compensation coefficient based on vehicle speed, the compensation amount is further dynamically adjusted according to the engine load status and actual vehicle speed, so that the final compensation torque can maintain high accuracy and adaptability under different operating conditions.

[0046] Step A2: If the gear shift condition is that the transmission chain is not engaged, then it is determined that the vehicle is not in driving gear. The vehicle's idle speed correlation parameters are obtained, and the compensation torque is calculated based on the idle speed correlation parameters.

[0047] When the drive train is engaged, by acquiring the transmission load coordination parameters under driving gear, the load characteristics under driving conditions can be comprehensively considered, making the compensation torque more in line with the actual power transmission requirements. When the drive train is not engaged, by acquiring the idle speed correlation parameters, the torque loss under no-load conditions can be accurately reflected, thus providing targeted torque compensation in both states and improving the smoothness of gear shifting.

[0048] In this embodiment of the application, the idle speed correlation parameters of the vehicle are obtained, and the compensation torque is calculated based on the idle speed correlation parameters, including the following steps A21-A23: Step A21: Obtain the neutral compensation torque of the vehicle's engine at the target idle speed.

[0049] Specifically, "not in drive" means the vehicle is in neutral (N) or park (P). The neutral compensation torque based on the target idle speed is also obtained by querying a preset two-dimensional pulse spectrum. This spectrum uses gearbox oil temperature and the engine's target idle speed as input parameters, directly outputting the baseline torque value required to overcome the basic resistance of the torque converter and oil pump system under the current oil temperature and idle speed conditions, when the vehicle is in neutral (N) or park (P). This torque value provides the basic compensation amount related to idle speed and oil temperature when subsequently calculating the total compensation torque under neutral conditions.

[0050] Step A22: Obtain the dynamic compensation torque of the actual speed slip difference between the engine and gearbox input shaft when the vehicle is in neutral.

[0051] Specifically, dynamic compensation torque based on target idle speed ( The result was obtained by querying the following numerical table:

[0052] This table uses the difference between gearbox oil temperature, actual engine speed, and transmission input shaft speed (i.e., actual speed slip) as input parameters. It directly outputs the dynamic torque value required to compensate for the additional torque loss caused by changes in slip under the current oil temperature and actual speed slip conditions. This torque value works in conjunction with the neutral base compensation torque to form the precise compensation amount under neutral conditions.

[0053] Step A23: Summing the neutral compensation torque and the dynamic compensation torque yields the compensation torque.

[0054] Specifically, the neutral compensation torque and the dynamic compensation torque are algebraically added together, and the sum is the compensation torque of the vehicle in neutral (N gear) when the drivetrain is not engaged. The calculation combines the baseline compensation required to overcome the system's basic resistance with the dynamic compensation to cope with changes in speed slip, providing a torque compensation value for neutral operation.

[0055] By acquiring the neutral compensation torque at the target idle speed, the basic resistance of the system is effectively overcome; combined with the dynamic compensation torque of the speed difference between the engine and gearbox input shafts, the additional load caused by the change in hydraulic slip is responded to in real time; the sum of the two is used to obtain the total compensation torque, ensuring the integrity and timeliness of torque compensation under neutral conditions.

[0056] In this embodiment of the application, torque compensation of the vehicle according to the compensation torque includes the following steps B1-B4: Step B1: Obtain the difference between the actual engine speed and the target idle speed of the vehicle, and query the first coefficient corresponding to the difference.

[0057] Specifically, the difference between the actual engine speed and the preset target idle speed is calculated in real time; then, this difference is used as an input parameter to look up the following numerical table:

[0058] This table defines the first coefficient corresponding to different speed differences (for example, the coefficient is 1 when the difference is 0, and the coefficient drops to 0 when the difference increases to 100), thereby obtaining the first dynamic correction factor, i.e. the first coefficient, for subsequent calculation of the second compensation coefficient.

[0059] Step B2: Obtain the current requested torque of the vehicle and query the second coefficient corresponding to the current requested torque.

[0060] Specifically, obtain the current requested torque (i.e., the real-time crankshaft output torque) issued by the driver or the vehicle controller; use this torque value as an input parameter to query the following preset one-dimensional lookup table:

[0061] The table defines a second coefficient corresponding to different requested torques (for example, the coefficient is 1 when the requested torque is 0, and the coefficient drops to 0.555 when the requested torque increases to 500 Nm), thereby obtaining a second dynamic correction factor that reflects the load demand for subsequent calculation of the second compensation coefficient, namely the second coefficient.

[0062] Step B3: The product of the first coefficient and the second coefficient is used as the second compensation coefficient.

[0063] Specifically, the first coefficient (determined based on the difference between the actual engine speed and the target idle speed) and the second coefficient (determined based on the current requested torque) are multiplied together. The product is the second compensation coefficient, which integrates the stable state of engine speed and the state of driver load request. This coefficient will serve as the core correction factor for the final dynamic scaling of the compensation torque.

[0064] Step B4: Calculate the final compensation torque using the second compensation coefficient and the compensation torque, and perform torque compensation on the vehicle based on the final compensation torque.

[0065] Specifically, the second compensation coefficient is multiplied by the compensation torque, and the product is the final compensation torque after comprehensive correction of engine speed and load request. This final compensation torque is directly compensated to the requested crankshaft torque, and the engine control system adjusts the actual output torque to achieve smooth torque compensation for the vehicle.

[0066] By obtaining the difference between the actual engine speed and the target idle speed and the current requested torque, the first coefficient and the second coefficient are determined respectively to accurately characterize the speed stability and load demand; the product of the two is used as the second compensation coefficient to realize intelligent scaling of the compensation torque; finally, the final compensation torque is calculated and applied using this coefficient to ensure that the compensation amount is highly matched with the current operating conditions and effectively suppress torque mutation.

[0067] In this embodiment of the application, before performing torque compensation on the vehicle based on the final compensation torque, such as Figure 2 As shown, the method also includes: Step S201: Obtain the vehicle's final reserved torque.

[0068] In this embodiment, the basic reserved torque is determined by the difference between the compensation torque calculated based on the output shaft speed and the compensation torque calculated based on the transmission input shaft speed measured by the sensor, and the corresponding torque reserved coefficient is obtained by querying the preset pulse spectrum according to the transmission oil temperature; the basic reserved torque is multiplied by the torque reserved coefficient to obtain the maximum reserved torque; finally, this maximum reserved torque is multiplied by the second compensation coefficient (rt_CmpFact), and the product is the final reserved torque used to respond to changes in external load.

[0069] In step S202, if the final reserved torque is available, the final reserved torque is compared with the final compensation torque. If the final reserved torque is greater than or equal to the final compensation torque, torque compensation is performed on the vehicle based on the final reserved torque; or, if the final reserved torque is less than the final compensation torque, torque compensation is performed on the vehicle based on the final reserved torque, and then torque compensation is performed on the vehicle based on the difference between the final reserved torque and the final compensation torque.

[0070] It should be noted that determining whether the final reserved torque is in a usable state includes: when the driver requests to engage a gear and the vehicle speed is low, firstly check whether the preset activation conditions are met, that is, when switching from P / N gear to D gear, if the calculated reserved torque is greater than the 2Nm threshold, then the final reserved torque is determined to be in a usable state, that is, the reserved torque is set to the torque reserve available flag; while when switching from D gear to N gear, if the gear engagement request disappears and the compensation torque is detected to be gradually decreasing to the neutral compensation torque, then the final reserved torque is determined to be in an unusable state, and the available flag is reset.

[0071] In this embodiment, when it is determined that the final reserved torque is available (e.g., the reserved torque calculated when shifting from P / N to D gear is greater than the threshold of 2Nm), the final reserved torque is first compared with the final compensation torque. If the final reserved torque is greater than or equal to the final compensation torque, the final reserved torque is directly used to fully compensate the requested crankshaft torque in one go. If the final reserved torque is less than the final compensation torque, the final reserved torque is used for compensation first, and then the difference between the final compensation torque and the final reserved torque is calculated and immediately used for supplementary compensation. This step-by-step compensation strategy ensures the speed and smoothness of torque response.

[0072] In step S203, if the final reserved torque is unavailable, torque compensation is performed on the vehicle based on the final compensation torque.

[0073] In this embodiment of the application, when it is determined that the final reserved torque is in an unavailable state (for example, the torque reserve activation condition is not met, such as the compensation torque has not been reduced to the neutral compensation torque when shifting from D gear to N gear), the torque reserve logic is not activated. Instead, the final compensation torque after being dynamically corrected by the second compensation coefficient is directly used to compensate the requested crankshaft torque, thereby completing the torque compensation for the vehicle.

[0074] By obtaining the final reserved torque, a backup torque source is provided for rapid compensation; when the torque reserve is available, full compensation or step-by-step compensation is achieved by comparing it with the final compensation torque, prioritizing response speed; when it is unavailable, the final compensation torque is used directly to ensure the robustness of the compensation logic and adaptability to operating conditions.

[0075] In this embodiment of the application, obtaining the final reserved torque of the vehicle includes the following steps C1-C3: Step C1: Obtain the vehicle's basic reserved torque and query the corresponding torque reserved coefficient based on the vehicle's transmission oil temperature.

[0076] Specifically, the difference between two compensation torques calculated through different paths (one based on output shaft speed conversion and the other based on transmission input shaft speed measured by sensors) is obtained, which is the basic reserved torque; at the same time, the preset pulse spectrum is queried based on the real-time monitored transmission oil temperature to obtain the torque reserved coefficient that matches the oil temperature state.

[0077] It should be noted that the formula for calculating the compensation torque based on the output shaft speed conversion is as follows:

[0078] in, The compensation torque is calculated based on the output shaft speed conversion. Basic compensation torque, The gear speed transmission efficiency corresponds to the ratio of the gearbox output shaft speed to the actual engine speed. For load rate, The first compensation coefficient is... This is to compensate for torque in neutral.

[0079] The gear speed transmission efficiency is determined based on the ratio of the gearbox output shaft speed to the actual engine speed, and can be determined using the following table:

[0080] The formula for calculating the compensation torque based on the gearbox input shaft speed measured by sensors is as follows:

[0081] in, The compensation torque is calculated based on the gearbox input shaft speed measured by sensors. Basic compensation torque, The gear speed transmission efficiency corresponds to the ratio of the gearbox input shaft speed to the actual engine speed. For load rate, The first compensation coefficient is... This is to compensate for torque in neutral.

[0082] Step C2: Calculate the maximum reserved torque based on the basic reserved torque and the torque reserved coefficient.

[0083] Specifically, the base reserved torque is multiplied by the torque reserved coefficient obtained from the query, and the product is the maximum reserved torque. This calculation process also includes a protective limit that the total requested torque does not exceed the maximum achievable torque.

[0084] Step C3: Calculate the final reserved torque using the maximum reserved torque and the second compensation coefficient.

[0085] Specifically, the maximum reserved torque is multiplied by the second compensation coefficient, and the product is the final reserved torque used to respond to changes in external load after comprehensive correction of engine speed and load request.

[0086] By obtaining the basic reserved torque and combining it with the torque reserved coefficient obtained from the transmission oil temperature, the influence of the system state on the reserve torque is accurately reflected; the maximum reserved torque is calculated based on the two to prevent torque from exceeding the limit; and then dynamic correction is performed by combining the second compensation coefficient to obtain the accurate final reserved torque, ensuring that the reserve is both sufficient and controllable.

[0087] In this embodiment of the application, the method further includes: limiting the rate of change of the vehicle's motor output torque when the vehicle is operating in pure electric mode or series mode and the vehicle triggers gear shifting while stationary.

[0088] Specifically, when it is determined that the vehicle is operating in pure electric mode or series mode, and the vehicle is detected to be stationary (very low speed or zero speed) when the gear shifting operation is triggered, a preset limit is applied to the rate of change of the output torque of the drive motor, that is, the slope of the torque rise or fall is controlled, thereby avoiding the impact on the vehicle body caused by sudden torque changes and effectively improving the smoothness of the gear shifting process.

[0089] By limiting the rate of change of motor torque in pure electric or series modes, the smoothness issue during gear shifts while stationary is effectively resolved. By controlling the rise or fall slope of the motor output torque, vehicle vibration or shock caused by excessively rapid torque response in the electric drive system is avoided, significantly improving driving comfort in non-parallel mode.

[0090] In another embodiment of this application, when the vehicle performs a gear shifting operation in parallel mode, a preset signal monitoring module collects the output signals of key components such as the transmission input shaft speed sensor and oil temperature sensor in real time, and verifies the integrity, fluctuation range, and transmission timing of the signals. If the signal is lost for three consecutive sampling cycles or the data exceeds the normal threshold ±30% (e.g., the normal range of the oil temperature sensor is -40℃ to 150℃, exceeding this range is considered abnormal), the fault-tolerant compensation mode is automatically triggered to switch.

[0091] The fault levels are then classified according to the degree of signal abnormality and system operating conditions: A minor fault is a partial signal distortion of a single sensor (such as oil temperature data fluctuations but not exceeding the threshold), and the vehicle is in a low load (load rate <30%) and medium-low speed (vehicle speed <60km / h) condition.

[0092] A moderate fault is defined as a single sensor having no signal at all or two sensors having partially distorted signals, and the vehicle is operating under medium load (30% ≤ load rate < 60%) and medium-high speed (60km / h ≤ vehicle speed < 100km / h).

[0093] A serious fault is when two or more sensors have no signal at all, or when any sensor is abnormal and the vehicle is under high load (load rate ≥ 60%) and high speed (vehicle speed ≥ 100km / h).

[0094] Simultaneously, a multi-sensor data fusion algorithm is activated to integrate real-time data (sampling frequency 100Hz) from normal components such as engine speed sensor, vehicle speed sensor, and throttle position sensor. This data is then input into a BP neural network model trained based on historical fault data. The model uses the mapping relationship between engine speed, vehicle speed, and transmission input shaft speed, as well as the correlation between throttle position and load rate, to calculate the equivalent replacement data for the faulty sensor (e.g., transmission input shaft speed replacement value = engine speed × 0.95 × gear ratio, oil temperature replacement value = ambient temperature + (engine speed - idle speed) × 0.02).

[0095] In the case of minor faults, the original logical framework of "transmission chain status determination - parameter acquisition - torque calculation" is maintained, only the fault sensor data in the torque calculation formula is replaced with reconstructed alternative data. The compensation sensitivity is adjusted to 1.2 times the original value. The specific calculation method is: the original compensation sensitivity coefficient K0=0.8, after adjustment K1=K0×1.2=0.96. By increasing the sensitivity, the potential error of the alternative data is offset, ensuring the compensation accuracy.

[0096] In the case of a moderate fault, the compensation calculation process is simplified, and non-core parameters (such as gear speed transmission efficiency correction terms and dynamic slip compensation torque detailed calculations) are eliminated. Core parameters are used first for simplified calculation: if the vehicle is in driving gear, the compensation torque = basic compensation torque × first compensation coefficient + neutral compensation torque (omitting the product of gear speed transmission efficiency and load rate); if it is in non-driving gear, the compensation torque = neutral compensation torque + dynamic compensation torque × 0.8 (simplifying the complex derivation of dynamic compensation torque). The compensation sensitivity is maintained at a moderate level, that is, the sensitivity coefficient K2 = K0 = 0.8.

[0097] In case of a serious fault, the torque reserve function will be immediately disabled, and only the core logic corresponding to the basic compensation torque will be retained. The compensation torque will be directly taken from the preset fixed value of the basic compensation torque (e.g., 15N). (m), and disable torque superposition calculation to avoid abnormal output.

[0098] Once the compensation strategy is determined, the final compensation torque is calculated according to the corresponding logic: Under minor fault conditions, the calculation of "final compensation torque = compensation torque × first coefficient × second coefficient" is still performed (the first coefficient is obtained by looking up the mapping table based on the difference between the actual engine speed and the target idle speed, such as a coefficient of 0.9 for a difference of 50 rpm; the second coefficient is obtained by looking up the mapping table based on the currently requested torque, such as a coefficient of 0.9 for a requested torque of 50 N). m corresponds to a coefficient of 1.0). Under moderate fault conditions, the final compensation torque = simplified calculation compensation torque × 0.9 (with an additional stability correction coefficient). In the event of a severe fault, the final compensation torque is directly equal to the fixed value of the basic compensation torque. Before performing compensation, the system will also verify the final reserved torque: Final reserved torque = Basic reserved torque × Torque reserved coefficient (based on the transmission oil temperature, such as a coefficient of 1.0 for oil temperature of 80℃ and a coefficient of 0.8 for oil temperature of 120℃) × Second compensation coefficient. If the final reserved torque is available and ≥ the final compensation torque, then the final compensation torque will be used; if it is less than the final reserved torque, compensation will be performed first according to the final reserved torque, and the remaining difference (final compensation torque - final reserved torque) will be filled in steps over the next two sampling periods.

[0099] Throughout the process, the fault status is monitored every 50ms, and the compensation effect is verified every 100ms (judged by the torque fluctuation value of the transmission chain, with fluctuation ≤5N). (m is stable), dynamically adjust the weight parameters and compensation sensitivity coefficient of the alternative data reconstruction model to ensure smooth torque transition during gear shifting in fault-tolerant mode, without obvious impact.

[0100] This embodiment also provides a vehicle torque compensation device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0101] This embodiment provides a vehicle torque compensation device, such as Figure 3 As shown, it includes: The detection module 31 is used to detect whether the vehicle's transmission chain is engaged when the vehicle is running in parallel mode and a gear shifting operation is triggered, based on the driver's gear shifting operation. Module 32 obtains the compensation torque currently required by the vehicle; The processing module 33 is used to perform torque compensation on the vehicle according to the compensation torque.

[0102] In this embodiment of the application, the acquisition module 32 includes: The first determination submodule is used to determine that the vehicle is in driving gear if the transmission chain is in the engaged state, obtain the transmission load coordination parameters of the vehicle in driving gear, and calculate the compensation torque based on the transmission load coordination parameters. The second determination submodule is used to determine that the vehicle is not in driving gear if the transmission chain is not engaged, obtain the vehicle's idle speed correlation parameters, and calculate the compensation torque based on the idle speed correlation parameters.

[0103] In this embodiment of the application, the first determining submodule is used to obtain the basic compensation torque and gear speed transmission efficiency of the vehicle in driving gear; obtain the neutral compensation torque of the vehicle's engine at the target idle speed; obtain the load rate of the vehicle's engine at the target idle speed; determine the product between the basic compensation torque, gear speed transmission efficiency, load rate and the first compensation coefficient, and sum the product with the neutral compensation torque to obtain the compensation torque, wherein the first compensation coefficient is determined according to the actual speed of the vehicle.

[0104] In this embodiment of the application, the second determining submodule is used to obtain the neutral compensation torque of the vehicle's engine at the target idle speed; obtain the dynamic compensation torque of the actual speed slip difference between the engine and the gearbox input shaft in neutral; and obtain the compensation torque by summing the neutral compensation torque and the dynamic compensation torque.

[0105] In this embodiment of the application, the processing module 33 is used to obtain the difference between the actual speed of the vehicle's engine and the target idle speed, and query the first coefficient corresponding to the difference; obtain the current requested torque of the vehicle, and query the second coefficient corresponding to the current requested torque; use the product of the first coefficient and the second coefficient as the second compensation coefficient; calculate the final compensation torque using the second compensation coefficient and the compensation torque, and perform torque compensation on the vehicle based on the final compensation torque.

[0106] In this embodiment of the application, the device further includes: a compensation module, configured to obtain the final reserved torque of the vehicle; if the final reserved torque is available, compare the final reserved torque with the final compensation torque; if the final reserved torque is greater than or equal to the final compensation torque, perform torque compensation on the vehicle based on the final reserved torque; or, if the final reserved torque is less than the final compensation torque, perform torque compensation on the vehicle based on the final reserved torque, and then perform torque compensation on the vehicle based on the difference between the final reserved torque and the final compensation torque; or, if the final reserved torque is unavailable, perform torque compensation on the vehicle based on the final compensation torque.

[0107] In this embodiment, the compensation module is further configured to obtain the vehicle's basic reserved torque and query the corresponding torque reserved coefficient based on the vehicle's transmission oil temperature; calculate the maximum reserved torque based on the basic reserved torque and the torque reserved coefficient; and calculate the final reserved torque using the maximum reserved torque and the second compensation coefficient.

[0108] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of a computer device provided in an optional embodiment of the present invention, such as... Figure 4As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system).

[0109] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GPA), or any combination thereof.

[0110] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0111] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device as shown by a landing page for an app. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, which can be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0112] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0113] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0114] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0115] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A method for vehicle torque compensation, characterized in that, The method includes: When the vehicle is operating in parallel mode and a gear shifting operation is triggered, the system detects whether the vehicle's drivetrain is engaged based on the driver's gear shifting operation. Obtain the compensation torque currently required by the vehicle; Torque compensation is performed on the vehicle according to the compensation torque.

2. The method according to claim 1, characterized in that, The step of obtaining the compensation torque currently required by the vehicle includes: If the transmission chain is engaged, the vehicle is determined to be in driving gear, the transmission load coordination parameters of the vehicle in driving gear are obtained, and the compensation torque is calculated based on the transmission load coordination parameters. If the drive train is not engaged, it is determined that the vehicle is not in driving gear, the vehicle's idle speed correlation parameters are obtained, and the compensation torque is calculated based on the idle speed correlation parameters.

3. The method according to claim 2, characterized in that, The step of obtaining the transmission load coordination parameters of the vehicle in driving gear and calculating the compensation torque based on the transmission load coordination parameters includes: Obtain the basic compensation torque and gear speed transmission efficiency of the vehicle in driving gear; Obtain the neutral compensation torque of the vehicle's engine at the target idle speed; Obtain the load rate of the vehicle's engine at the target idle speed; The product of the base compensation torque, the gear speed transmission efficiency, the load rate, and the first compensation coefficient is determined, and the product is summed with the neutral compensation torque to obtain the compensation torque, wherein the first compensation coefficient is determined based on the actual speed of the vehicle.

4. The method according to claim 2, characterized in that, The step of obtaining the vehicle's idle speed correlation parameters and calculating the compensation torque based on the idle speed correlation parameters includes: Obtain the neutral compensation torque of the vehicle's engine at the target idle speed; The dynamic compensation torque for the actual speed difference between the engine and gearbox input shaft in neutral is obtained. The compensation torque is obtained by summing the neutral compensation torque and the dynamic compensation torque.

5. The method according to claim 1, characterized in that, The torque compensation of the vehicle according to the compensation torque includes: Obtain the difference between the actual engine speed and the target idle speed of the vehicle, and query the first coefficient corresponding to the difference; Obtain the current requested torque of the vehicle and query the second coefficient corresponding to the current requested torque; The product of the first coefficient and the second coefficient is used as the second compensation coefficient; The final compensation torque is calculated using the second compensation coefficient and the compensation torque, and torque compensation is performed on the vehicle based on the final compensation torque.

6. The method according to claim 5, characterized in that, Before performing torque compensation on the vehicle based on the final compensated torque, the method further includes: Obtain the final reserved torque of the vehicle; If the final reserved torque is available, then the final reserved torque is compared with the final compensation torque. If the final reserved torque is greater than or equal to the final compensation torque, then torque compensation is performed on the vehicle based on the final reserved torque; or, if the final reserved torque is less than the final compensation torque, then torque compensation is performed on the vehicle based on the final reserved torque, and then torque compensation is performed on the vehicle based on the difference between the final reserved torque and the final compensation torque. Alternatively, if the final reserved torque is unavailable, torque compensation is performed on the vehicle based on the final compensation torque.

7. The method according to claim 6, characterized in that, The process of obtaining the final reserved torque of the vehicle includes: Obtain the basic reserved torque of the vehicle, and query the corresponding torque reserved coefficient based on the transmission oil temperature of the vehicle; The maximum reserved torque is calculated based on the basic reserved torque and the torque reserved coefficient; The final reserved torque is calculated using the maximum reserved torque and the second compensation coefficient.

8. The method according to claim 1, characterized in that, The method further includes: When the vehicle is operating in pure electric mode or series mode, and the vehicle triggers a gear shift while stationary, the rate of change of the vehicle's motor output torque is limited.

9. A vehicle torque compensation device, characterized in that, The device includes: The detection module is used to detect whether the vehicle's transmission chain is engaged when the vehicle is operating in parallel mode and a gear shifting operation is triggered, based on the driver's gear shifting operation. The acquisition module acquires the compensation torque currently required by the vehicle. The processing module is used to perform torque compensation on the vehicle according to the compensation torque.

10. A vehicle, characterized in that, The vehicle includes a controller, which includes a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method of any one of claims 1 to 8.

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