Control system of vehicle, control method thereof, processor, electronic device and vehicle

Abstract

This application provides a vehicle control system, control method, processor, electronic device, and vehicle. The system includes: a first control device for the vehicle's generator and a second control device for the vehicle's engine, with the first and second control devices connected to a main control chip and an interface, respectively. The first control device is configured to output a first rotational speed to the generator via the interface when the received control command is a generator power generation command, or to output a second torque to the generator via the interface when the received control command is an engine start command. The second control device is configured to output a first torque to the engine via the interface when the received control command is a generator power generation command, or to output a second rotational speed to the engine via the interface when the received control command is a start command. This application solves the technical problem of low control efficiency in electromechanical coordination within vehicles.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more particularly to a vehicle control system, control method, processor, electronic device, and vehicle. Background Technology

[0002] Currently, the Engine Management System (EMS) and Generator Control Unit (GCU) in vehicle range extenders are typically independent controllers. While this separate control architecture meets basic control requirements, it has revealed a series of problems in practical applications. For example, the hardware and software support required for the EMS and GCU not only increases costs but also leads to an increase in overall system weight due to the additional hardware, which is inconsistent with the trend of lightweight development in new energy vehicles. At the control level, there is signal delay in the signal interaction between the EMS and GCU, especially under conditions requiring high response speeds, such as when EMS signals are used for generator shutdown position control, rapid power adjustment, and when the EMS or GCU fails. This delay affects control accuracy and system stability. Therefore, the technical problem of low control efficiency in electromechanical coordination within vehicles remains.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This application provides a vehicle control system, control method, processor, electronic device, and vehicle, aiming to solve the technical problem of low control efficiency of electromechanical coordination in vehicles.

[0005] According to one aspect of the embodiments of this application, a vehicle control system is provided, comprising: a first control device for a vehicle's generator, and a second control device for a vehicle's engine, wherein the first control device is connected to a main control chip and an interface, and the second control device is connected to the main control chip and the interface, wherein the main control chip is configured to generate control commands regarding the generator or the engine, determine a first rotational speed of the generator and a first torque of the engine based on the total output power of the generator and the engine, or determine a second torque of the generator and a second rotational speed of the engine based on the total output power, and send the control commands to the first control device and the second control device; the first control device is configured to output the first rotational speed to the generator through the interface when the received control command is a generator power generation command, or output the second torque to the generator through the interface when the received control command is an engine start command; and the second control device is configured to output the first torque to the engine through the interface when the received control command is a generator power generation command, or output the second rotational speed to the engine through the interface when the received control command is a start command.

[0006] The above-described optional embodiments of this application achieve the following technical effects: By deeply integrating the first control device and the second control device, not only is the vehicle control system architecture simplified, but the control efficiency and performance of the vehicle under different operating conditions are also significantly improved. This integrated design enables real-time and efficient coordination between the engine and the generator, while reducing costs and improving the stability and intelligent decision-making capabilities of the vehicle control system. This solves the technical problem of low control efficiency in electromechanical coordination within the vehicle, achieving the technical effect of improving the control efficiency of electromechanical coordination in the vehicle.

[0007] Optionally, the main control chip is further configured to determine the total output power as a first total output power when the control command is a power generation command, wherein the first total output power is the total output power of the generator and the engine when the generator is in power generation mode; the main control chip is further configured to determine a first speed and a first torque that the first total output power satisfies.

[0008] The above-mentioned optional embodiments of this application can achieve the following technical effects: the main control chip dynamically calculates the first total output power according to the power generation command, and accurately matches the first speed required by the generator and the first torque required by the engine, thereby achieving a better coordinated allocation of power sources, improving energy utilization efficiency, reducing fuel consumption and emissions, enhancing the response speed and operational stability of the control system, and ensuring that the hybrid power system operates efficiently, smoothly, and intelligently in power generation mode.

[0009] Optionally, the main control chip is further configured to determine the total output power as a second total output power when the control command is a start command, wherein the second total output power is the total output power of the generator and the engine when the engine is in the start-up condition; the main control chip is further configured to determine the second speed satisfied by the second total output power and the second torque satisfied by the second total output power.

[0010] The above-described optional embodiments of this application can achieve the following technical effects: Under starting conditions, through the deep integration and collaborative work between the main control chip, the first control device, and the second control device, faster and smoother engine starting can be achieved than traditional independent control, demonstrating the advantages of vehicle control system integration. The first and second control devices no longer simply act as actuators, but are able to autonomously analyze starting command requirements and dynamically adjust the output of the second torque and the second speed, achieving refined control of the engine starting process.

[0011] Optionally, the data layer of the control system includes an application layer, wherein a first data module of the first application layer of the first control device and a second data module of the second application layer of the second control device are deployed in the application layer.

[0012] The above-mentioned optional embodiments of this application can achieve the following technical effects: by deploying independent but collaborative first data module and second data module at the application layer, the modularization and decoupling of control logic are realized, improving functional reusability and development efficiency, and enhancing the maintainability and reliability of the control system.

[0013] Optionally, the data layer of the control system further includes: an interaction layer, wherein the interaction layer contains the same interaction modules that exist in the first interaction module of the first interaction layer of the first control device and the second interaction module of the second interaction layer of the second control device, and the remaining interaction modules that are different from the same interaction modules that are deployed in the first interaction module and the second interaction module, wherein the same interaction modules deployed in the interaction layer are the same interaction modules after deduplication.

[0014] The above-mentioned optional embodiments of this application can achieve the following technical effects: by eliminating the reuse of the same interaction modules, the redundancy of communication in the runtime environment is effectively reduced, the memory and bus load is reduced, the data consistency and transmission efficiency are improved, the interface maintenance is simplified, the collaborative stability of the control system is enhanced, unified upgrades and fault diagnosis are supported, the development cost is significantly reduced, the platform architecture is accelerated, and the reliability and scalability of the vehicle electronic system are improved.

[0015] Optionally, the data layer of the control system further includes a software layer, wherein the software layer includes the same software layer that exists in the first software layer where the first control device is deployed and the second software layer where the second control device is deployed, as well as the remaining software layers other than the same software layers that exist in the first and second software layers, wherein the same software layers deployed in the software layer are the same software layers after deduplication.

[0016] The above-mentioned optional embodiments of this application can achieve the following technical effects: by eliminating the reuse of the same basic software layer of GCU and EMS, code redundancy and storage occupation are significantly reduced, software consistency is improved, compilation and testing costs are reduced, unified wireless upgrade (Over-The-Air, or OTA) upgrades are supported, collaborative stability is enhanced, memory and computing resource utilization is optimized, platform development is accelerated, and system reliability and maintenance efficiency are comprehensively improved.

[0017] According to another aspect of the embodiments of this application, a vehicle control method is also provided, applied to a vehicle control system. The control system includes: a first control device for a vehicle's generator and a second control device for a vehicle's engine. The first control device is connected to a main control chip and an interface, and the second control device is connected to the main control chip and the interface. The method involves controlling the main control chip to generate control commands for the generator or engine, determining a first rotational speed of the generator and a first torque of the engine based on the total output power of the generator and engine, or determining a second torque of the generator and a second rotational speed of the engine based on the total output power, and sending the control commands to the first and second control devices. The method also involves controlling the first control device to output the first rotational speed to the generator via the interface when the received control command is a generator power generation command, or to output the second torque to the generator via the interface when the received control command is an engine start command. Finally, the method involves controlling the second control device to output the first torque to the engine via the interface when the received control command is a generator power generation command, or to output the second rotational speed to the engine via the interface when the received control command is a start command.

[0018] The above-mentioned optional embodiments of this application can achieve the following technical effects: through the deep integration and collaborative work of the main control chip, the first control device and the second control device, the power generation efficiency of the vehicle (e.g., range-extended electric vehicle) is significantly improved, as well as the performance of noise, vibration and harshness (NVH) and the stability of the vehicle control system.

[0019] According to another aspect of the embodiments of this application, a vehicle control device is also provided. The device may include: a first control unit, configured to control a main control chip, generate control commands regarding a generator or engine, determine a first rotational speed of the generator and a first torque of the engine based on the total output power of the generator and engine, or determine a second torque of the generator and a second rotational speed of the engine based on the total output power, and send the control commands to a first control device and a second control device; a second control unit, configured to control the first control device to output the first rotational speed to the generator via an interactive interface when the received control command is a generator power generation command, or to output the second torque to the generator via an interactive interface when the received control command is an engine start command; and a third control unit, configured to control the second control device to output the first torque to the engine via an interactive interface when the received control command is a generator power generation command, or to output the second rotational speed to the engine via an interactive interface when the received control command is a start command.

[0020] According to another aspect of the embodiments of this application, a vehicle is also provided, including a processor and a memory. The memory stores an executable program. The processor is used to run the program, which implements the above-described method during runtime.

[0021] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided. This computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the methods described in the embodiments of this application.

[0022] According to another aspect of the embodiments of this application, a processor is also provided. This processor is used to run a program, wherein the program executes the methods described in the embodiments of this application during runtime.

[0023] It should be noted that the general descriptions above and the detailed descriptions below are merely illustrative and explanatory for this application and do not constitute a limitation thereof.

[0024] In this application, by deeply integrating the first control device of the generator and the second control device of the engine through a shared main control chip and interface, this design not only simplifies the vehicle control system architecture but also significantly improves control efficiency and performance. Through centralized instruction processing and distribution by the main control chip, real-time coordinated control between the generator and the engine is achieved, ensuring efficient response and optimized operation of the vehicle control system under different operating conditions. The sharing of the main control chip and interface between the first and second control devices also reduces hardware redundancy and lowers the cost of the vehicle control system. Simultaneously, through optimized software integration, resources are saved, and the overall efficiency of the vehicle control system is improved. The integrated main control chip can autonomously decide based on different needs, controlling the engine and generator to achieve the optimal operating state, rather than passively receiving and executing instructions from the vehicle control unit. This autonomous control capability makes the vehicle control system more intelligent, thereby better adapting to different driving conditions and operating requirements. This solves the technical problem of low control efficiency in electromechanical coordination within vehicles, and ultimately achieves the technical effect of improving the control efficiency of electromechanical coordination in vehicles. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of a vehicle control system provided in one embodiment of this application;

[0026] Figure 2 This is a schematic diagram illustrating a deep hardware integration according to an embodiment of this application;

[0027] Figure 3 This is a schematic diagram illustrating deep software integration according to an embodiment of this application;

[0028] Figure 4 This is a schematic diagram of a range extender controller fusion control provided in an embodiment of this application;

[0029] Figure 5 This is a flowchart of a vehicle control method provided in an embodiment of this application;

[0030] Figure 6 This is a structural diagram of a vehicle control device provided in one embodiment of this application;

[0031] Figure 7 This is a structural diagram of a vehicle provided in one embodiment of this application. Detailed Implementation

[0032] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0033] In related technologies, a composite energy management system for range-extended vehicles is proposed, including a range extender controller and a mechanically connected engine and generator. The engine is connected to an engine controller, and the generator is connected to a generator controller. The range extender controller, engine controller, and generator controller are connected via a first Controller Area Network (CAN) bus. The range extender controller is connected to a second CAN bus, which is connected to a battery management system. When the target power change rate algorithm module determines that the target power change rate is less than or equal to a set threshold, the drive filter sends the corresponding target power request to the range extender's high-efficiency zone speed and torque distribution module. Conversely, when the target power change rate algorithm module determines that the target power change rate is greater than the set threshold, the drive power distribution module sends the corresponding target power request to the range extender's high-efficiency zone speed and torque distribution module.

[0034] In related technologies, another active control method for self-learning of the variable valve timing system in a range extender is proposed. This method determines the engine power switching rate based on the current vehicle state. Specifically, it changes the engine power based on the current vehicle state, controls the engine power to increase at the power switching rate, and controls the engine power change so that, under the premise of meeting the current vehicle range extender response requirements, the time for the engine to meet the preset self-learning conditions reaches the self-learning time required by the variable valve timing system.

[0035] However, the aforementioned controllers (e.g., engine controller, generator controller, and range extender controller) remain independent, leading to hardware duplication, increased system complexity, increased weight, and higher costs. Furthermore, data transmission and signal coordination between independent controllers can be affected by controller area network transmission delays, reducing control efficiency and response speed. Therefore, the technical problem of low control efficiency in electromechanical coordination within vehicles persists.

[0036] To address the aforementioned problems, this application provides a vehicle control system, which may include: a first control device for a vehicle's generator and a second control device for the vehicle's engine. The first control device is connected to a main control chip and an interface, and the second control device is connected to both the main control chip and the interface. The main control chip generates control commands for the generator or engine, determines a first rotational speed of the generator and a first torque of the engine based on the total output power of the generator and engine, or determines a second torque of the generator and a second rotational speed of the engine based on the total output power, and sends the control commands to both the first and second control devices. The first control device outputs the first rotational speed to the generator via the interface when the received control command is a generator power generation command, or outputs the second torque to the generator via the interface when the received control command is an engine start command. The second control device outputs the first torque to the engine via the interface when the received control command is a generator power generation command, or outputs the second rotational speed to the engine via the interface when the received control command is a start command.

[0037] The vehicle control system provided in this application deeply integrates the first control device of the generator and the second control device of the engine through a shared main control chip and interaction interface. This design not only simplifies the vehicle control system architecture but also significantly improves control efficiency and performance. Through centralized instruction processing and distribution by the main control chip, real-time coordinated control between the generator and the engine is achieved, ensuring efficient response and optimized operation of the vehicle control system under different operating conditions. The sharing of the main control chip and interaction interface between the first and second control devices also reduces hardware redundancy and lowers the cost of the vehicle control system. Simultaneously, through optimized software integration, resources are saved, and the overall efficiency of the vehicle control system is improved. The integrated main control chip can autonomously decide based on different needs, controlling the engine and generator to achieve the optimal operating state, rather than passively receiving and executing instructions from the vehicle control unit. This autonomous control capability makes the vehicle control system more intelligent, thereby better adapting to different driving conditions and operating requirements. This solves the technical problem of low control efficiency in electromechanical coordination within vehicles, and ultimately achieves the technical effect of improving the control efficiency of electromechanical coordination in vehicles.

[0038] This application provides a vehicle control system, please refer to... Figure 1 , Figure 1 This is a schematic diagram of a vehicle control system provided in an embodiment of this application. The vehicle control system 100 includes a first control device 102 for the vehicle's generator and a second control device 104 for the vehicle's engine.

[0039] The first control device 102 is connected to the main control chip and the interactive interface respectively. When the received control command is a generator power generation command, it outputs a first speed to the generator through the interactive interface, or when the received control command is an engine start command, it outputs a second torque to the generator through the interactive interface.

[0040] In this embodiment, the vehicle's control system can be a range extender control unit (RECU), which, through deep hardware and software integration, can also be called an integrated controller. The first control device for the generator can be a generator control unit (GCU). The second control device for the engine can be an engine management system (EMS). The main control chip (Micro Controller Unit, MCU) is used to generate control commands for the generator or engine, determine the first speed of the generator and the first torque of the engine based on the total output power of the generator and engine, or determine the second torque of the generator and the second speed of the engine based on the total output power, and send the control commands to the first and second control devices.

[0041] In this embodiment, the interaction interface may include a signal interaction interface, which may be a low-voltage port. The control command may be a power generation command for power generation mode or a start-up command for engine starting mode. The first speed may be the speed at which the GCU controls the generator during power generation mode. The first torque may be used to represent the torque of the engine controlled by the EMS controller during power generation mode. The total output power may be used to represent the power combination array P=[P1,P2,P3……,Pn]. The second torque may be used to represent the torque at which the GCU controls the generator during engine starting mode. The second speed may be used to represent the speed of the engine controlled by the EMS controller during engine starting mode. The vehicle may be a range-extended electric vehicle; this is merely an example and no specific limitation is made here.

[0042] Optionally, the first control device is closely connected to the main control chip. After receiving control commands, it can process them through internal algorithms and output a precise first speed command to the generator to drive the generator into the specified power generation condition. The second control device is also connected to the main control chip and can calculate and output a corresponding second torque command to the engine according to the control commands to ensure that the engine operates at an optimal torque in power generation mode.

[0043] Optionally, in the power generation workflow, the Vehicle Control Unit (VCU) can detect the vehicle's power demand or power status, activate the range extender to generate electricity, generate a power generation command, and send the command to the main control chip. Upon receiving the power generation command, the main control chip can parse it and send it to both the first and second control devices. The shared hardware resources (e.g., MCU) of the first and second control devices ensure high-speed information processing and allocation, thereby reducing latency. Based on the power generation command, the first control device can calculate the optimal speed (first speed) required by the generator and output it directly to the generator via an interface to quickly adjust the generator's operating state. Simultaneously, the second control device can calculate the torque that the engine should provide (first torque) and similarly quickly output it to the engine via an interface. After receiving the control signals, the generator and engine can adjust to the specified power generation conditions and begin efficient power generation to meet the power demand indicated by the vehicle control unit.

[0044] Alternatively, a range extender (RE) is a device used to increase the driving range of an electric vehicle or plug-in hybrid vehicle. It extends the vehicle's electric driving range by providing additional power to the onboard battery through an internal combustion engine (such as a small gasoline or diesel engine, but also a range extender using a hydrogen fuel cell), without the internal combustion engine itself directly driving the vehicle's wheels.

[0045] The optional embodiments described above achieve the following technical effects: By sending control commands directly from the main control chip to the first and second control devices, the additional communication links between the vehicle control unit and each control device are eliminated, significantly reducing the control response time to the microsecond (µs) level, which is much faster than the traditional millisecond (ms) level response, and significantly enhancing the real-time performance and control accuracy of the control system. The first and second control devices share the main control chip and interaction interfaces (e.g., signal interaction interfaces and low-voltage ports), reducing hardware redundancy, lowering costs, and reducing the overall weight of the vehicle. This integrated control system simplifies the vehicle's electrical architecture, makes the coordination between control devices smoother, and improves the overall performance and reliability of the control system.

[0046] The second control device 104 is connected to the main control chip and the interactive interface respectively. When the received control command is a power generation command, it outputs the first torque to the engine through the interactive interface, or when the received control command is a start command, it outputs the second speed to the engine through the interactive interface.

[0047] In this embodiment, the second control device is one of the key components of the vehicle's control system. The second control device can be directly connected to the main control chip and the interface, and can respond to control commands sent by the main control chip. Based on the current vehicle status and range extension requirements, it accurately calculates and outputs the first torque required by the engine. When the received control command is a power generation command, it outputs the first torque to the engine through the interface; or when the received control command is a start command, it outputs a second engine speed to the engine through the interface. The power generation command is crucial for ensuring that the engine achieves efficient operation under power generation conditions.

[0048] Optionally, the second control device receives power generation command signals from the vehicle control unit or other higher-level control devices via a connection to the main control chip. These command signals may include target power, current vehicle status information, or specific control requirements. Based on the received power generation command and the engine's current operating state, the torque calculation module within the second control device can perform rapid analysis to determine the optimal torque value the engine should output under power generation conditions, i.e., the first torque. This calculation considers key factors such as the engine's efficiency curve and NVH control requirements to improve power generation efficiency and reduce noise and vibration. The second control device sends the power generation command to the engine's actuators, such as the electronic throttle and fuel injection system, through its internal interface to immediately adjust the engine's torque output, ensuring the engine quickly enters a high-efficiency power generation state.

[0049] Optionally, the first control device and the second control device may share a power management chip (System Basis Chip, abbreviated as SBC), with the first control device and the second control device respectively connected to the power management chip.

[0050] Optionally, the power management chip can be used to monitor and manage the power supply of the first and second control devices, ensuring that both devices receive stable and efficient power support during operation. The power management chip can connect to the vehicle's battery system to intelligently allocate power resources, ensuring that the operational needs of both devices are met while avoiding power waste and overload risks.

[0051] Optionally, the power management chip can be directly connected to the first and second control devices to provide power and dynamically adjust power distribution according to their operating status. This direct connection avoids energy loss during power transmission through additional lines and interfaces, improving energy utilization efficiency. The power management chip can monitor the power demands of the first and second control devices in real time, as well as the remaining charge and charging status of the vehicle battery, ensuring that both devices receive necessary power support under different operating conditions such as power generation and starting. This intelligent power management mechanism effectively extends battery life while improving the stability and reliability of the vehicle's control system.

[0052] The optional embodiments described above achieve the following technical effects: By sharing a main control chip and interaction interface with the first control device, the second control device can receive and process control commands at a faster speed, reducing delays in signal transmission and thus improving control response speed. The second control device can not only adjust the engine's torque output according to control commands, but also autonomously analyze the engine status to achieve more refined torque management, effectively improving control efficiency and engine performance. Through close cooperation with the first control device, the second control device can achieve a high degree of coordination between the engine and generator, ensuring that the range extender operates more stably and efficiently under power generation conditions.

[0053] In the vehicle control system of this application embodiment, the first control device of the generator and the second control device of the engine are deeply integrated through a shared main control chip and interaction interface. This design not only simplifies the vehicle control system architecture but also significantly improves control efficiency and performance. Through centralized instruction processing and distribution by the main control chip, real-time coordinated control between the generator and the engine is achieved, ensuring efficient response and optimized operation of the vehicle control system under different operating conditions. The sharing of the main control chip and interaction interface between the first and second control devices also reduces hardware redundancy and lowers the cost of the vehicle control system. Simultaneously, through optimized software integration, resources are saved, and the overall efficiency of the vehicle control system is improved. The integrated main control chip can autonomously decide based on control requirements, controlling the engine and generator to achieve optimal operating states, rather than passively receiving and executing instructions from the vehicle control unit. This autonomous control capability makes the vehicle control system more intelligent, thereby better adapting to different driving conditions and operating requirements. This solves the technical problem of low control efficiency in electromechanical coordination within vehicles, and ultimately achieves the technical effect of improving the control efficiency of electromechanical coordination in vehicles.

[0054] The system described in this embodiment will now be further described.

[0055] As an optional embodiment, the main control chip is further configured to determine the total output power as a first total output power when the control command is a power generation command, wherein the first total output power is the total output power of the generator and the engine when the generator is in power generation mode; the main control chip is further configured to determine a first speed and a first torque that the first total output power satisfies.

[0056] In this embodiment, the aforementioned power generation command refers to a control signal issued by the vehicle's control system, requiring the vehicle to enter power generation mode. In a range-extended electric vehicle, this means that the engine starts and drives the generator to generate electricity, which is used to drive the motor or charge the battery, rather than directly driving the wheels. The aforementioned first total output power is the total mechanical power output required by the control system under the power generation command. The first total output power is equal to the sum of the mechanical power output by the engine and the mechanical power absorbed by the generator as a load. In fact, under power generation conditions, the engine is the power source, and the generator is the energy converter; together, they constitute a "power-generation" unit. The first total output power is the total input power of the "power-generation" unit, determining how the control system works in coordination. The aforementioned first speed can refer to the optimal speed at which the generator should operate under the current first total output power requirement. The generator's speed directly affects power generation efficiency and output voltage stability. The aforementioned first torque refers to the optimal torque that the engine should output under the current first total output power requirement. The engine's torque output is closely related to fuel economy and emissions performance.

[0057] Optionally, when the main control chip receives a power generation command (e.g., the battery state of charge is below 30%, or the acceleration demand exceeds the electric drive capacity), it can calculate the current demand. The main control chip receives the required electrical power target from the VCU or the driver's intention, and combines it with the current efficiency model of the control system (e.g., generator efficiency mapping, inverter losses, line losses, etc.) to deduce the first total output power, which is the total mechanical power that the engine must provide. Then, an optimal operating point can be found. The main control chip has a pre-stored "engine-generator joint operating characteristic diagram," which records the "engine torque-generator speed" combination that achieves the highest overall efficiency of the control system under different total power demands. Then, the target value can be decoupled and allocated. In this engine-generator joint operating characteristic diagram, based on the first total output power, the optimal first torque and first speed combination can be found. For example, total power demand: 80kW → corresponding engine torque: 180N·m, generator speed: 4200rpm; under this combination, the overall efficiency of the control system is high, and fuel consumption is low. Then, control commands can be sent. For example, the main control chip can send the first torque to the second control device and the first speed to the first control device. After receiving the control commands, the two control devices can drive their respective actuators through the CAN bus or pulse width modulation (PWM) signals to precisely control the engine fuel injection quantity and the generator excitation current, so that both the engine and the generator can operate stably under the target conditions.

[0058] The above-mentioned optional embodiments of this application can achieve the following technical effects: the main control chip dynamically calculates the first total output power according to the power generation command, and accurately matches the first speed required by the generator and the first torque required by the engine, thereby achieving a better coordinated allocation of power sources, improving energy utilization efficiency, reducing fuel consumption and emissions, enhancing the response speed and operational stability of the control system, and ensuring that the hybrid power system operates efficiently, smoothly, and intelligently in power generation mode.

[0059] As an optional embodiment, the main control chip is further configured to determine the total output power as a second total output power when the control command is a start command, wherein the second total output power is the total output power of the generator and the engine when the engine is in the start-up condition; the main control chip is further configured to determine a second speed and a second torque that the second total output power satisfies.

[0060] In this embodiment, the start command refers to the control signal issued by the control system requiring the vehicle to enter engine-driven or engine-assisted drive mode. In range-extended electric vehicles or series hybrid systems, when the battery charge is insufficient or the instantaneous power demand exceeds the electric drive capacity, the engine needs to be started to directly drive the wheels, or the generator can provide reverse power to enhance the control system output. The second total output power is the total mechanical output power required by the control system under the start command. The second total output power is equal to the sum of the mechanical power output by the engine and the mechanical power output by the generator as an auxiliary motor at this time.

[0061] Optionally, during startup, the generator may cease to function as a generator and instead operate as an electric motor, working in conjunction with the engine to output power. In this case, the engine outputs mechanical power (directly driving the wheels); the generator draws power from the battery to output auxiliary torque as the electric motor, and together they form a dual-power-source output system.

[0062] Optionally, during engine starting, the first control device receives the starting command forwarded by the main control chip and calculates and outputs a second torque to the generator according to a pre-set starting strategy. The second torque refers to the torque provided by the generator to the engine during engine starting, ensuring a smooth and rapid start. The determination of the second torque considers the engine's starting characteristics, the generator's maximum output capacity, and the dynamic balance of the entire control system. Simultaneously, the second control device receives the same starting command, calculates and outputs a second speed based on the engine's starting requirements and current state, and sends the corresponding starting command to the engine. The second speed refers to the engine speed controlled by the second control device during engine starting, ensuring the engine can quickly reach a stable operating state upon startup. The selection of the second speed needs to consider the different characteristics and requirements of cold and hot engine starts.

[0063] Optionally, during engine start-up, both the first and second control devices can quickly respond to the start-up command by outputting a second torque and a second speed to accelerate the engine start-up process and reduce the time required for cold or hot starts. The first control device provides auxiliary torque to help the engine overcome initial start-up resistance, achieving a smooth transition from standstill to operation and avoiding the shocks and wear that might occur from starting the engine directly from zero speed. The second control device adjusts the second speed according to the engine's real-time status, ensuring combustion efficiency and reducing unnecessary fuel consumption during engine start-up, while also considering NVH performance, thus providing a more comfortable start-up experience.

[0064] Optionally, the main control chip is also used to look up the first rotational speed and first torque corresponding to different first output powers in the first target database. The first target database includes a mapping between different first output powers and different rotational speeds and torques of the generator. Different first output powers are represented by an array of power combinations. The first target database can be used for table lookups. The first rotational speed and first torque can correspond to torque commands and rotational speed commands.

[0065] Optionally, the vehicle control unit can act as a third control device, not limited to sending start or power generation commands, but also capable of determining the tasks of different first output power outputs of the generator. These first output power outputs represent the power range required by the control system under different driving or load conditions. The main control chip can search a first target database for torque and speed commands corresponding to these different first output power outputs to guide the first and second control devices in precise control.

[0066] Optionally, the first target database can be pre-established through extensive calibration and testing, containing the correspondence between different first output powers and different generator speeds (first speeds) and torques (first torques). Each item in the first target database can be the optimal combination of control parameters for the range extender to operate at its highest efficiency or with specific NVH performance at a specific power point. For example, for power point P1, the first target database might store a set of (F1, W1), where F1 can represent torque and W1 can represent speed. When the third control device determines that the control system needs to operate at a specific power point Pn, it can send the corresponding power requirement to the main control chip. After receiving the power requirement, the main control chip can search for a set of optimal control parameters (Fn, Wn) corresponding to Pn in the first target database, where Fn can represent the first torque and Wn can represent the first speed.

[0067] Optionally, after finding the first torque and the first speed, the main control chip can use the first torque and the first speed as control commands and send them to the first control device and the second control device respectively through the interactive interface, so that the first control device and the second control device can immediately adjust the operating status of the generator and the engine to meet the high efficiency or NVH performance requirements of the control system at that power point.

[0068] Optionally, the main control chip can not only receive and process instructions from the third control device, but also autonomously determine the first output power requirement of the generator under different operating conditions, and search for the optimal first speed and first torque corresponding to these power requirements in the first target database, thereby achieving efficient and autonomous control of the generator and engine in the range extender.

[0069] Optionally, since the first target database contains the correspondence between different first output powers and different generator speeds and torques—correspondences obtained through extensive experimentation, calibration, and optimization during the design phase—it can be ensured that, at a specific power level, the generator and engine can operate with optimal efficiency or meet specific NVH performance requirements. When the main control chip calculates the first output power requirement, it can search for the optimal control parameters corresponding to that power in the first target database, namely, the first speed and the first torque. Then, it sends control commands to the first and second control devices through the interactive interface, guiding them to adjust the operating state of the engine and generator.

[0070] Optionally, the main control chip can calculate different initial output powers required by the generator under the current operating conditions based on information such as the vehicle's real-time status, driving needs, and remaining battery power. For each calculated power Pn, the main control chip searches for the corresponding optimal control parameter combination (Fn, Wn) in the first target database. The main control chip sends the found (Fn, Wn) as an instruction to the first control device and the second control device through the interactive interface. The first control device adjusts the generator output according to the first torque Fn, while the second control device controls the engine's operating state according to the first speed Wn.

[0071] Optionally, the main control chip is also used to look up the second speed and second torque corresponding to different second output powers in a second target database. The second target database may include the correspondence between different second output powers and different engine speeds and torques. Different second output powers can be power combination arrays. The second target database can be used for table lookup. The second speed and second torque can correspond to torque and speed commands.

[0072] Optionally, the second target database can be pre-obtained through experiments, calibration, and analysis, containing a series of correspondences between different second output powers and different engine speeds and torques. These correspondences ensure that the engine can operate at its highest efficiency under various power demands while meeting NVH performance requirements. For example, when the engine requires output power P2, the optimal speed and torque combination recorded in the second target database could be (T2, S2), where T2 can represent the second torque and S2 can represent the second speed.

[0073] Optionally, the third control device can determine the different second output powers that the engine needs to achieve under current or expected operating conditions based on the vehicle's real-time driving needs, the range extender's operating status, and the battery status. For each determined second output power Pn', the main control chip can query the second target database to extract the corresponding optimal control parameters (Tn', Sn'). These (Tn', Sn') are pre-calibrated to ensure that the engine operates at the most efficient or lowest NVH level at that power. The main control chip can convert the found optimal control parameter combination (Tn', Sn') into control commands and send them to the second control device via the interactive interface to guide the engine to adjust to the specified second speed Sn' and second torque Tn'.

[0074] Optionally, the main control chip is not limited to processing instructions from the third control device; it can also be responsible for determining the secondary power output of the engine under different operating conditions. Through a deeply integrated secondary target database, the main control chip can quickly locate and obtain the optimal control parameters corresponding to a specific secondary power, namely, the secondary speed and the secondary torque, thereby achieving refined and real-time control of the engine.

[0075] Optionally, the second target database contains the correspondence between optimal engine speeds and torque values ​​under different second output power levels. These correspondences can be derived in a laboratory environment through extensive testing and calibration of factors such as engine efficiency and NVH performance at different power outputs, thereby ensuring that the engine operates in optimal condition at a given power. When the main control chip automatically generates or receives the engine's second output power requirement, it can search for the optimal control parameters under that power in the second target database. For example, for the second power P2', the main control chip can find and obtain the corresponding second speed S2' and second torque T2', which can then be used to guide the actual operation of the engine to achieve efficient and low-noise operation.

[0076] Optionally, based on vehicle status, driving environment, and battery condition, the main control chip can autonomously assess the different second output powers Pn' required by the engine. For each assessed second output power Pn', the main control chip can quickly search in a second target database to extract the corresponding optimal control parameter combination (Sn', Tn'). Based on the search results, the main control chip generates control commands and sends them to the second control device via an internal communication interface. The second control device, based on the received second speed Sn' and second torque Tn', can adjust the engine's operating state to ensure the vehicle operates according to the optimal control parameters.

[0077] The above-described optional embodiments of this application can achieve the following technical effects: Under starting conditions, through the deep integration and collaborative work between the main control chip, the first control device, and the second control device, faster and smoother engine starting can be achieved than traditional independent control, demonstrating the advantages of vehicle control system integration. The first and second control devices no longer simply act as actuators, but are able to autonomously analyze starting command requirements and dynamically adjust the output of the second torque and the second speed, achieving refined control of the engine starting process.

[0078] As an optional embodiment, the data layer of the control system includes an application layer, wherein a first data module of the first application layer of the first control device and a second data module of the second application layer of the second control device are deployed in the application layer.

[0079] In this embodiment, the application software (ASW) may include a first data module in the first application layer of the first control device (ASW of the GCU) and a second data module in the second application layer of the second control device (ASW of the EMS), as well as a third application layer used together to enhance the functionality and efficiency of the control system.

[0080] Optionally, the application layer carries software components (SWCs) that execute specific control logic and algorithms, such as power calculation and fault detection. The first data module can be SWC_a and SWC_b. The second data module can be SWC_c and SWC_d.

[0081] The above-mentioned optional embodiments of this application can achieve the following technical effects: by deploying independent but collaborative first data module and second data module at the application layer, the modularization and decoupling of control logic are realized, improving functional reusability and development efficiency, and enhancing the maintainability and reliability of the control system.

[0082] As an optional embodiment, the data layer of the control system further includes: an interaction layer, wherein the interaction layer contains the same interaction modules that exist in the first interaction module of the first interaction layer of the first control device and the second interaction module of the second interaction layer of the second control device, and different remaining interaction modules other than the same interaction modules that are deployed in the first interaction module and the second interaction module, wherein the same interaction modules deployed in the interaction layer are the same interaction modules after deduplication.

[0083] In this embodiment, the interaction layer can be a runtime environment (RTE) interaction layer. The first interaction layer can be the RTE layer of the GCU. The second interaction layer can be the RTE layer of the EMS.

[0084] Optionally, the interaction layer can be used for communication and data exchange between the application layer and the software layer, including the RTE layer of the GCU (first interaction layer) and the RTE layer of the EMS (second interaction layer), to coordinate and optimize the information flow between different control devices and ensure efficient data transmission and processing.

[0085] Optionally, modules with the same interaction function can be used, such as communication services and Unified Diagnostics Service (UDS).

[0086] Optionally, different functional parts in different remaining interaction modules can be independent, such as complex driver modules.

[0087] Optionally, the same interaction modules deployed in the interaction layer are the same interaction modules after deduplication, that is, modules with the same function are integrated.

[0088] The above-mentioned optional embodiments of this application can achieve the following technical effects: by eliminating the reuse of the same interaction modules, the redundancy of communication in the runtime environment is effectively reduced, the memory and bus load is reduced, the data consistency and transmission efficiency are improved, the interface maintenance is simplified, the collaborative stability of the control system is enhanced, unified upgrades and fault diagnosis are supported, the development cost is significantly reduced, the platform architecture is accelerated, and the reliability and scalability of the vehicle electronic system are improved.

[0089] As an optional embodiment, the data layer of the control system further includes a software layer, wherein the software layer includes the same software layer present in the first software layer where the first control device is deployed and the second software layer where the second control device is deployed, as well as the remaining software layers other than the same software layers in the first and second software layers, wherein the same software layers deployed in the software layer are the same software layers after deduplication.

[0090] In this embodiment, the software layer can be a basic software (BSW) layer. The first software layer can be the BSW layer of the GCU. The second software layer can be the BSW layer of the EMS. The same software layer can be a service layer, a drive layer, an abstraction layer, or a microcontroller abstraction layer (MCAL).

[0091] Optionally, the software layer encompasses basic software services such as communication protocols, data processing, and diagnostic functions. The GCU's BSW layer (first software layer) and the EMS's BSW layer (second software layer) each provide necessary support for the control equipment, while the shared third software layer integrates the resources of both, reducing redundant development and optimizing memory usage and computing resources.

[0092] The above-mentioned optional embodiments of this application can achieve the following technical effects: by de-reusing the same basic software layers (such as MCAL, Service, drive) of GCU and EMS, code redundancy and storage occupation are significantly reduced, software consistency is improved, compilation and testing costs are reduced, unified OTA upgrades are supported, collaborative stability is enhanced, memory and computing resource utilization is optimized, platform development is accelerated, and system reliability and maintenance efficiency are comprehensively improved.

[0093] In the above steps, by subdividing the control system into application layer, interaction layer and software layer, and introducing deep integration and sharing mechanisms between each layer, not only is the performance of the control system optimized and development and operation costs reduced, but also new directions are opened up for the control technology of range-extended electric vehicles, demonstrating the key role of software integration in improving the overall control system efficiency.

[0094] In this embodiment, the first control device of the generator and the second control device of the engine are deeply integrated through a shared main control chip and interface. This design not only simplifies the vehicle control system architecture but also significantly improves control efficiency and performance. Centralized instruction processing and distribution via the main control chip enables real-time coordinated control between the generator and the engine, ensuring efficient response and optimized operation of the vehicle control system under different operating conditions. The sharing of the main control chip and interface between the first and second control devices reduces hardware redundancy and lowers the cost of the vehicle control system. Simultaneously, optimized software integration saves resources and improves the overall efficiency of the vehicle control system. The integrated main control chip can autonomously decide based on different needs, controlling the engine and generator to achieve optimal operating states, rather than passively receiving and executing instructions from the vehicle control unit. This autonomous control capability makes the vehicle control system more intelligent, thereby better adapting to different driving conditions and operating requirements. This solves the technical problem of low control efficiency in electromechanical coordination within vehicles, ultimately improving the technical effect of enhancing the control efficiency of electromechanical coordination in vehicles.

[0095] Figure 2 This is a schematic diagram of deep hardware integration provided in an embodiment of this application, as shown below. Figure 2As shown, during the deep hardware integration process, the separate GCU 201 and EMS 202 require a main control chip, a power management chip, etc., and each needs an external low-voltage connector interface. Signals in GCU 201 and EMS 202 (such as crankshaft and camshaft signals, engine speed and torque signals) can interact via hardwired connections or the CAN bus. After integration, GCU 201 and EMS 202 share MCU 2011 and SBC 2012, resulting in RECU 203. They can share connectors, providing a single signal interaction interface for the entire vehicle. Signals from GCU 201 and EMS 202 interact within the core, achieving microsecond-level signal transmission.

[0096] Figure 3 This is a schematic diagram illustrating deep software integration according to an embodiment of this application, as shown below. Figure 3 As shown, during the deep software integration process, the separate GCU 301 and EMS 302 require independent basic software and runtime environment interaction layers, while a large part of their basic software and RTE interaction layers can be shared. After the integration of GCU 301 and EMS 302, ASW 3011 can be modularly integrated, that is, the original independent modules of the application layers of GCU 301 and EMS 302 can be synthesized to obtain RECU 303, which do not interfere with each other and only perform signal interaction, thus facilitating later maintenance and functional iteration. The basic software and RTE3013 interaction layer can be compatiblely integrated, that is, modules with the same function can be integrated, such as communication services, Unified Diagnostics Service (UDS) and other modules. Different functional parts can be synthesized independently, such as complex driver modules. This not only preserves the integrity of driver, sampling and other functions, but also saves flash memory resources. Among them, the RTE 3011 layer of GCU301 and EMS 302, the service layer, driver layer, and abstraction layer of BSW 3012, and the MCAL 3014 layer can be combined into one, and most of the content is compatible. Among them, the MCAL 3014 layer is the resource configuration layer of the main control chip.

[0097] Figure 4 This is a schematic diagram of a range extender controller fusion control provided in an embodiment of this application, as shown below. Figure 4As shown, after the GCU and EMS hardware and software are integrated, RECU 401 can be obtained, enabling control fusion and achieving electromechanical coordinated control. For separate GCU and EMS, VCU 402 can calculate torque, speed, and angle based on power, and send torque or speed and angle commands to GCU and EMS respectively via the CAN bus, thereby controlling the engine's torque / speed and angle, and the generator's speed / torque and angle, to achieve the target requirements of starting the engine or generating electricity. After the GCU and EMS are integrated, RECU 401 can perform power calculations to select the optimal torque and speed points (F, W), and then autonomously allocate torque and speed commands to control the generator and engine. Since the torque and speed are directly output within the RECU, rather than given by VCU 402 via the CAN bus, there is no CAN bus transmission delay, resulting in better control performance. The optimal torque and speed values ​​(F, W) can be calibrated and written into flash memory. The RECU 401 can independently perform functions such as power generation and starting without requiring commands from the VCU 402, achieving autonomous operation and acting as the brain of the range extender, replacing the functions of the VCU 402. Furthermore, the integrated GCU and EMS software allows for signal processing at the microsecond level and enables verification of torque and speed signals from the engine and generator, improving the stability of the control system.

[0098] Optionally, the optimal torque and speed values ​​(F, W) can be calibrated by determining the optimal efficiency or the optimal noise, vibration, and harshness (NVH) values, and then selected based on the characteristics of different operating conditions. For engine starting, the optimal torque F is calibrated to control the generator. For power generation, the optimal torque and speed values ​​corresponding to different power levels are selected according to the efficiency mapping table (MAP), i.e., the power combination array P=[P1, P2, P3, ..., Pn] corresponds to I=[(Fa1, Wa1), (Fa2, Wa2), (Fa3, Wa3), ..., (Fan, Wan)], where n is the number of selected power points. In this case, the range extender's efficiency is optimal. I represents the optimal torque and speed combination for each power point, and the correspondence between I and P can be obtained through calibration. If array I contains a point with poor NVH (Noise, Vibration, and Harshness), then the corresponding torque and speed command array M, which corresponds to the optimal NVH, is considered as a replacement. M = [(Fb1, Wb1), (Fb2, Wb2) ...], where M replaces a portion of the elements in array I. Ultimately, RECU 401 balances efficiency and NVH performance. Based on the power request P, the corresponding torque and speed command array N = [(Fa1, Wa1), (Fa2, Wa2), (Fa3, Wa3), ..., (Fb1, Wb1), (Fb2, Wb2), ..., (Fan, Wan)]. RECU 401 calculates based on the current normal power request, looks up the corresponding torque and speed commands in the table, and controls the generator and engine respectively.

[0099] Optionally, considering the optimal torque and speed command array corresponding to NVH, M is a replacement for some elements of array I, which can be obtained through calibration. The torque and speed command array N can balance efficiency and NVH performance, and is synthesized from some elements of array I and all elements of array M for different power point torque and speed combinations. The torque and speed command array N is written into the flash of RECU 401, and is the actual output torque and speed command of RECU 401 to control the engine and generator.

[0100] Optionally, RECU 401 can calculate the current total power demand, or VCU 402 can calculate the total power and transmit it to RECU 401 via the CAN bus. Figure 4 The example shown uses the VCU 402 calculating the total power and transmitting it to the RECU 401 via the CAN bus. Alternatively, the corresponding power point array P can be obtained from the torque and speed command array N, and the specific power point can be selected based on the calculated power requirement.

[0101] It should be noted that, in addition to EMS and GCU integration, other controllers can also be integrated to form a range extender control system, such as other motor controllers, VCU, BMS, etc. The above-mentioned hardware and software integration methods are applicable, as are the control methods.

[0102] In this embodiment, the controller hardware and software within the range extender are integrated, with only one controller interacting with the entire vehicle. This control fusion better suits the electromechanical collaborative characteristics of the range extender. Signal core communication is at the microsecond level, and signal verification improves the stability of the control system, enhancing the coordination of engine and generator control. The integrated range extender controller can act as the brain for autonomous decision-making in power generation and starting control, replacing the VCU control and offering greater functionality.

[0103] According to another aspect of the embodiments of this application, a vehicle control method is also provided. This vehicle control method is a corresponding method in a vehicle control system. The control system includes: a first control device for the vehicle's generator and a second control device for the vehicle's engine. The first control device is connected to a main control chip and an interface, and the second control device is connected to both the main control chip and the interface. Figure 5 This is a flowchart of a vehicle control method provided in an embodiment of this application, as shown below. Figure 5 As shown, the method includes the following steps.

[0104] Step S502: Control the main control chip to generate control commands for the generator or engine, determine the first speed of the generator and the first torque of the engine based on the total output power of the generator and engine, or determine the second torque of the generator and the second speed of the engine based on the total output power, and send the control commands to the first control device and the second control device.

[0105] In this embodiment, the main control chip and the vehicle control unit can be connected via a high-speed data link. When the vehicle needs to generate electricity, the vehicle control unit can send a control command containing demand and operating condition information to the main control chip. After receiving the control command, the main control chip can parse the control command content, search for the optimal generator torque and speed from the first target database according to the power demand, and then send these control parameters, namely the first speed (for the generator) and the first torque (for the engine), to the first control device and the second control device respectively.

[0106] Step S504: When the received control command is a generator power generation command, the first control device outputs a first speed to the generator through the interactive interface; or when the received control command is an engine start command, it outputs a second torque to the generator through the interactive interface.

[0107] In this embodiment, the first control device receives a power generation command from the main control chip and can immediately respond and begin adjusting the generator's operating state. The first control device can use internal control algorithms and circuits to convert the received power generation command into a specific signal, such as a pulse width modulation signal, to precisely control the generator's speed and ensure optimal operation.

[0108] Step S506: When the received control command is a power generation command, the second control device outputs a first torque to the engine through the interactive interface; or when the received control command is a start command, it outputs a second speed to the engine through the interactive interface.

[0109] In this embodiment, the second control device receives the power generation command sent by the main control chip and reacts quickly by adjusting the engine's operating parameters. The second control device converts the received power generation command into actual control signals, such as changing the throttle opening, adjusting the fuel injection quantity, or adjusting the ignition advance angle, to control the engine to generate sufficient torque to drive the generator while maintaining the engine operating within its high-efficiency range.

[0110] In this embodiment, the control command distribution mechanism of the main control chip ensures efficient coordination between the generator and the engine, avoiding the slow response and low efficiency problems that may be caused by the independent operation of each control device in the traditional control mode. This solves the technical problem of low control efficiency of electromechanical coordination in vehicles, and thus achieves the technical effect of improving the control efficiency of electromechanical coordination in vehicles.

[0111] This application also provides a vehicle control device 60, please refer to... Figure 6 , Figure 6 This is a structural diagram of a vehicle control device provided in one embodiment of this application, as shown below. Figure 6 As shown, the vehicle control device 60 includes: a first control unit 610, a second control unit 620 and a third control unit 630.

[0112] The first control unit 610 is used to control the main control chip, generate control commands for the generator or engine, determine the first speed of the generator and the first torque of the engine based on the total output power of the generator and the engine, or determine the second torque of the generator and the second speed of the engine based on the total output power, and send the control commands to the first control device and the second control device.

[0113] The second control unit 620 is used to control the first control device to output a first speed to the generator through an interactive interface when the received control command is a generator power generation command, or to output a second torque to the generator through an interactive interface when the received control command is an engine start command.

[0114] The third control unit 630 is used to control the second control device to output a first torque to the engine through an interactive interface when the received control command is a power generation command, or to output a second speed to the engine through an interactive interface when the received control command is a start command.

[0115] In this embodiment, the first control unit 610 controls the main control chip to generate control commands for the generator or engine. Based on the total output power of the generator and engine, it determines the first speed of the generator and the first torque of the engine, or based on the total output power, it determines the second torque of the generator and the second speed of the engine, and sends the control commands to the first control device and the second control device. The second control unit 620 controls the first control device to output the first speed to the generator through an interactive interface when the received control command is a generator power generation command, or to output the second torque to the generator through an interactive interface when the received control command is an engine start command. The third control unit 630 controls the second control device to output the first torque to the engine through an interactive interface when the received control command is a generator power generation command, or to output the second speed to the engine through an interactive interface when the received control command is a start command. This solves the technical problem of low control efficiency of electromechanical coordination in vehicles, and thus achieves the technical effect of improving the control efficiency of electromechanical coordination in vehicles.

[0116] This application also provides a vehicle 70. Figure 7 This is a structural diagram of a vehicle provided in one embodiment of this application. Please refer to it. Figure 7 It includes a processor 710 and a memory 720, wherein the memory 710 is used to store an executable program; and the processor 720 is used to execute the program stored in the memory 710 to implement the method described in any embodiment of this application.

[0117] In this embodiment, the first control device of the generator and the second control device of the engine are deeply integrated through a shared main control chip and interface. This design not only simplifies the vehicle control system architecture but also significantly improves control efficiency and performance. Centralized instruction processing and distribution via the main control chip enables real-time coordinated control between the generator and the engine, ensuring efficient response and optimized operation of the vehicle control system under different operating conditions. The sharing of the main control chip and interface between the first and second control devices reduces hardware redundancy and lowers the cost of the vehicle control system. Simultaneously, optimized software integration saves resources and improves the overall efficiency of the vehicle control system. The integrated main control chip can autonomously decide based on different needs, controlling the engine and generator to achieve optimal operating states, rather than passively receiving and executing instructions from the vehicle control unit. This autonomous control capability makes the vehicle control system more intelligent, thereby better adapting to different driving conditions and operating requirements. This solves the technical problem of low control efficiency in electromechanical coordination within vehicles, ultimately improving the technical effect of enhancing the control efficiency of electromechanical coordination in vehicles.

[0118] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in any embodiment of this application.

[0119] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application, such as the data used for testing, are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0120] In this application, "multiple" refers to two or more.

[0121] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0122] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0123] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0124] Unless otherwise specified, all steps in this application may be performed sequentially or randomly.

[0125] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle control system, characterized in that, The control system includes: a first control device for the vehicle's generator, and a second control device for the vehicle's engine. The first control device is connected to a main control chip and an interface, respectively, and the second control device is connected to the main control chip and the interface, respectively. The main control chip is used to generate control commands for the generator or the engine, determine a first rotational speed of the generator and a first torque of the engine based on the total output power of the generator and the engine, or determine a second torque of the generator and a second rotational speed of the engine based on the total output power, and send the control commands to the first control device and the second control device. The first control device is configured to, when the received control command is a generator command, output the first rotational speed to the generator via the interactive interface, or when the received control command is an engine start command, output the second torque to the generator via the interactive interface; and The second control device is configured to output the first torque to the engine through the interactive interface when the received control command is the power generation command, or to output the second speed to the engine through the interactive interface when the received control command is the start command.

2. The system according to claim 1, characterized in that, The main control chip is further configured to determine the total output power as a first total output power when the control command is the power generation command, wherein the first total output power is the total output power of the generator and the engine when the generator is in power generation mode; The main control chip is also used to determine the first rotational speed that the first total output power satisfies, and the first torque that the first total output power satisfies.

3. The system according to claim 1, characterized in that, The main control chip is further configured to determine the total output power as a second total output power when the control command is the start command, wherein the second total output power is the total output power of the generator and the engine when the engine is in the start-up condition; The main control chip is also used to determine the second rotational speed that the second total output power satisfies, and the second torque that the second total output power satisfies.

4. The system according to any one of claims 1 to 3, characterized in that, The data layer of the control system includes: an application layer, wherein... In the application layer, a first data module of the first application layer of the first control device and a second data module of the second application layer of the second control device are deployed.

5. The system according to any one of claims 1 to 3, characterized in that, The data layer of the control system further includes an interaction layer, wherein... In the interaction layer, there are identical interaction modules that exist in the first interaction module of the first interaction layer of the first control device and the second interaction module of the second interaction layer of the second control device, as well as different remaining interaction modules that exist in the first interaction module and the second interaction module other than the identical interaction modules. The identical interaction modules deployed in the interaction layer are the identical interaction modules after deduplication.

6. The system according to any one of claims 1 to 3, characterized in that, The data layer of the control system further includes a software layer, wherein... In the software layer, the first software layer of the first control device and the second software layer of the second control device are the same software layers, and the remaining software layers other than the same software layers in the first software layer and the second software layer are deployed, wherein the same software layers deployed in the software layer are the same software layers after deduplication.

7. A method for controlling a vehicle, characterized in that, A control system for a vehicle includes: a first control device for the vehicle's generator, and a second control device for the vehicle's engine. The first control device is connected to a main control chip and an interface, and the second control device is connected to the main control chip and the interface. The main control chip is controlled to generate control commands for the generator or the engine, and based on the total output power of the generator and the engine, a first speed of the generator and a first torque of the engine are determined, or based on the total output power, a second torque of the generator and a second speed of the engine are determined, and the control commands are sent to the first control device and the second control device. When the first control device receives a control command that is a generator command, it outputs the first rotational speed to the generator through the interactive interface; or when the received control command is a start command for the engine, it outputs the second torque to the generator through the interactive interface. When the received control command is the power generation command, the second control device outputs the first torque to the engine through the interactive interface; or when the received control command is the start command, it outputs the second speed to the engine through the interactive interface.

8. A processor, characterized in that, The processor is used to run a program, wherein the program is executed by the processor to perform the method of claim 7.

9. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method of claim 7.

10. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 9.

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