Torque control method, vehicle, and storage medium

Abstract

The application provides a torque control method, a vehicle and a storage medium. The method is applied to the technical field of hybrid control, and comprises the following steps: detecting a starting request of an engine, and acquiring a predicted combustion torque of the engine; based on the predicted combustion torque, determining a first compensation torque of a first motor and a second compensation torque of a second motor, the first compensation torque being used for compensating a torque component of the predicted combustion torque transmitted to a sun gear, and the second compensation torque being used for compensating a torque component of the predicted combustion torque transmitted to a ring gear; and performing torque compensation based on the first compensation torque and the second compensation torque. According to the method, the torque components of the predicted combustion torque transmitted to the sun gear and the ring gear can be compensated by the first motor and the second motor at the same time, the impact of the vehicle body caused by the combustion torque during the starting process of the engine is inhibited, and the driving comfort of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle control technology, and more specifically, to a torque control method, vehicle, and storage medium in the field of hybrid vehicle control technology. Background Technology

[0002] In a series-parallel hybrid system, the engine starting process includes a towing phase and an ignition phase. During the towing phase, the first electric motor increases the engine speed to the ignition threshold. During the ignition phase, the engine control unit issues a fuel injection and ignition command. However, the combustion torque generated during engine starting increases abruptly, which can easily lead to body impact and thus affect the vehicle's ride comfort.

[0003] Therefore, how to suppress the impact on the vehicle body during engine startup, thereby improving the driving comfort of the vehicle, is a technical problem that needs to be solved. Summary of the Invention

[0004] This application provides a torque control method, a vehicle, and a storage medium, which can suppress vehicle body impact during engine start-up, thereby improving vehicle ride comfort.

[0005] In a first aspect, a torque control method is provided for a hybrid vehicle. The vehicle includes an engine, a planetary gear set, a first motor, and a second motor. The engine is connected to the planet carrier of the planetary gear set, the first motor is connected to the sun gear of the planetary gear set, and the second motor is connected to the ring gear of the planetary gear set. The method includes: detecting an engine start request and obtaining a predicted combustion torque of the engine; determining a first compensation torque of the first motor and a second compensation torque of the second motor based on the predicted combustion torque, wherein the first compensation torque is used to compensate for the torque component of the predicted combustion torque transmitted to the sun gear, and the second compensation torque is used to compensate for the torque component of the predicted combustion torque transmitted to the ring gear; and performing torque compensation based on the first compensation torque and the second compensation torque.

[0006] In the above technical solution, the first compensation torque of the first motor and the second compensation torque of the second motor are determined based on the predicted combustion torque of the engine. The first compensation torque compensates for the torque component of the predicted combustion torque transmitted to the sun gear, while the second compensation torque compensates for the torque component of the predicted combustion torque transmitted to the ring gear. Compared to torque compensation for only a single motor, which leads to secondary impact on the vehicle body, this solution considers the torque components of the engine's combustion torque transmitted to the sun gear and ring gear, and compensates for these components simultaneously with the first and second motors. This ensures that the ignition impact during engine startup is offset, resulting in zero net torque change at the wheels. It also avoids residual stress generated inside the planetary gear set, reduces the risk of secondary impact in the transmission system, suppresses vehicle body impact during engine startup, and thus improves vehicle ride comfort.

[0007] In conjunction with the first aspect, in some possible implementations, determining the first compensation torque of the first motor and the second compensation torque of the second motor based on the predicted combustion torque includes: determining a first torque component based on the predicted combustion torque and a first proportional relationship, where the first proportional relationship represents the torque ratio between the engine and the sun gear, and the first torque component is the torque component of the predicted combustion torque transmitted to the sun gear; determining a second torque component based on the predicted combustion torque and a second proportional relationship, where the second proportional relationship represents the torque ratio between the engine and the gear ring, and the second torque component is the torque component of the predicted combustion torque transmitted to the gear ring; and determining the first compensation torque and the second compensation torque based on the first torque component and the second torque component.

[0008] In the above technical solution, the first torque component and the second torque component are determined based on the predicted combustion torque, the first proportional relationship, and the second proportional relationship, respectively. Then, the first compensation torque and the second compensation torque are determined based on the first torque component and the second torque component. This ensures that the combustion impact torque can be decomposed according to the inherent engine torque proportional relationship of the planetary gear set, accurately obtaining the torque components acting on the first motor and the second motor respectively. Targeted compensation torques are then generated to synchronously balance the torques on both sides of the sun gear and the ring gear in the planetary gear mechanism, eliminating the transmission of engine ignition impact to the wheels and improving the smoothness of vehicle ignition and starting.

[0009] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the first compensation torque and the second compensation torque based on the first torque component and the second torque component includes: determining the torque component that is opposite in direction to the first torque component and equal in value as the first compensation torque; and determining the torque component that is opposite in direction to the second torque component and equal in value as the second compensation torque.

[0010] In the above technical solution, the compensation torque generated by the first torque component and the second torque component is equal in magnitude and opposite in direction. It can simultaneously offset the combustion impact torque on the two transmission branches of the sun gear and the ring gear at the moment of engine ignition, so that the torque of the three elements inside the planetary gear mechanism is balanced in real time, and the impact torque is blocked from being transmitted to the wheels through the ring gear. This eliminates the body lurching and shaking during ignition and starts from the root, improves the ride comfort of the vehicle, reduces the instantaneous impact load on the planetary gears and bearings, and extends the service life of the power coupling transmission components.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the first compensation torque and the second compensation torque based on the first torque component and the second torque component includes: determining the first compensation coefficient and the second compensation coefficient; determining the first compensation torque based on the first compensation coefficient and the first torque component; and determining the second compensation torque based on the second compensation coefficient and the second torque component.

[0012] In the above technical solution, the first torque component and the second torque component are weighted and corrected by introducing a first compensation coefficient and a second compensation coefficient, respectively, and then the corresponding motor compensation torque is generated. This ensures that the performance of the first motor and the second motor are comprehensively considered, and the first compensation torque and the second compensation torque are determined based on the performance of the first motor and the second motor. The first compensation torque and the second compensation torque together can offset the total impact torque.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the first compensation coefficient and the second compensation coefficient includes: determining the temperature of the first motor, the temperature of the second motor, the fault state of the first motor, the fault state of the second motor, and the battery charge of the vehicle; and determining the first compensation coefficient and the second compensation coefficient based on the temperature of the first motor, the temperature of the second motor, the fault state of the first motor, the fault state of the second motor, and the battery charge of the vehicle.

[0014] In the above technical solution, the temperature of the first motor, the temperature of the second motor, the fault status of the first and second motors, and the charge of the power battery are comprehensively collected. The first compensation coefficient and the second compensation coefficient are dynamically matched under multi-dimensional operating constraints to ensure that the limitations on the torque adjustment capability of the motor under operating conditions such as motor over-temperature torque limitation, motor failure, and battery overcharging are comprehensively considered. The compensation coefficients of the two motors are flexibly allocated according to the real-time torque adjustment capability of each of the first and second motors to avoid torque compensation failure caused by a single motor failure, thereby improving the fault tolerance of the torque compensation process.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: predicting the engine ignition trigger time when an engine start request is detected; determining the target time for calculating the first compensation torque and the second compensation torque based on the engine ignition trigger time and a preset advance; and determining the first compensation torque and the second compensation torque based on the predicted combustion torque at the target time.

[0016] In the above technical solution, the target time for calculating the first compensation torque and the second compensation torque is determined based on the engine ignition trigger time and the preset advance amount; and the first compensation torque and the second compensation torque are determined based on the predicted combustion torque at the target time, ensuring that the first compensation torque and the second compensation torque can be calculated before the engine ignition trigger, so that when the engine ignites, the combustion torque of the engine ignition can be synchronously compensated in a timely manner based on the first compensation torque and the second compensation torque calculated in advance, ensuring that the combustion torque can be effectively compensated.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, obtaining the predicted combustion torque of the engine includes: determining the engine's moment of inertia, the engine's crankshaft angular velocity, the engine's frictional loss torque, and the internal combustion engine's compression resistance torque; and determining the predicted combustion torque based on the engine's moment of inertia, the engine's crankshaft angular velocity, the engine's frictional loss torque, and the internal combustion engine's compression resistance torque.

[0018] In the above technical solution, the predicted combustion torque of the engine is determined based on the engine's moment of inertia, crankshaft angular velocity, friction loss torque, and internal combustion engine compression resistance torque. This ensures that all torque consumption items of the crankshaft during engine drag and ignition are comprehensively considered, so that the predicted combustion torque value closely matches the actual output impact torque of the cylinder. This provides a more accurate reference value for subsequently determining the compensation torque of the first and second motors, thereby improving the suppression effect on engine ignition impact.

[0019] Secondly, a torque control device is provided for use in a hybrid vehicle. The vehicle includes an engine, a planetary gear set, a first motor, and a second motor. The engine is connected to the planet carrier of the planetary gear set, the first motor is connected to the sun gear of the planetary gear set, and the second motor is connected to the ring gear of the planetary gear set. The device includes: an acquisition module for detecting an engine start request and acquiring the predicted combustion torque of the engine; a determination module for determining a first compensation torque of the first motor and a second compensation torque of the second motor based on the predicted combustion torque, wherein the first compensation torque is used to compensate for the torque component of the predicted combustion torque transmitted to the sun gear, and the second compensation torque is used to compensate for the torque component of the predicted combustion torque transmitted to the ring gear; and a compensation module for performing torque compensation based on the first compensation torque and the second compensation torque.

[0020] In conjunction with the second aspect, in some possible implementations, the device further includes: a first construction module, used to convert a preset rotational speed relationship into a reference relationship for calculating the angular velocity of the planetary carrier; replacing the angular velocity of the planetary carrier in the reference relationship with the crankshaft angle of the engine, replacing the angular velocity of the ring gear in the reference relationship with the ratio of a second rotational angle to a target reduction ratio, and replacing the angular velocity of the sun gear in the reference relationship with a first rotational angle to obtain the target relationship; the target reduction ratio is the reduction ratio between the second motor and the ring gear.

[0021] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used for: determining a first torque component based on the predicted combustion torque and a first proportional relationship, wherein the first proportional relationship represents the torque ratio between the engine and the sun gear, and the first torque component is the torque component of the predicted combustion torque transmitted to the sun gear; determining a second torque component based on the predicted combustion torque and a second proportional relationship, wherein the second proportional relationship represents the torque ratio between the engine and the gear ring, and the second torque component is the torque component of the predicted combustion torque transmitted to the gear ring; and determining a first compensation torque and a second compensation torque based on the first torque component and the second torque component.

[0022] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to: determine the torque component that is opposite in direction and equal in value to the first torque component as the first compensation torque; and determine the torque component that is opposite in direction and equal in value to the second torque component as the second compensation torque.

[0023] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to: determine the first compensation coefficient and the second compensation coefficient; determine the first compensation torque based on the first compensation coefficient and the first torque component; and determine the second compensation torque based on the second compensation coefficient and the second torque component.

[0024] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to determine the temperature of the first motor, the temperature of the second motor, the fault state of the first motor, the fault state of the second motor, and the battery charge of the vehicle; and based on the temperature of the first motor, the temperature of the second motor, the fault state of the first motor, the fault state of the second motor, and the battery charge of the vehicle, determine the first compensation coefficient and the second compensation coefficient.

[0025] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further used to: predict the engine ignition trigger time when an engine start request is detected; and determine the target time for calculating the first compensation torque and the second compensation torque based on the engine ignition trigger time and a preset advance amount; the compensation module is specifically used to: determine the first compensation torque and the second compensation torque based on the predicted combustion torque at the target time.

[0026] Combining the second aspect and the above implementation methods, in some possible implementation methods, the acquisition module is specifically used to: determine the engine's moment of inertia, the engine's crankshaft angular velocity, the engine's frictional loss torque, and the internal combustion engine's compression resistance torque; and determine the predicted combustion torque based on the engine's moment of inertia, the engine's crankshaft angular velocity, the engine's frictional loss torque, and the internal combustion engine's compression resistance torque.

[0027] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0028] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0029] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a torque control method provided in an embodiment of this application; Figure 3 This is a schematic flowchart of another torque control method provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a torque control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0031] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text 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, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0032] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0033] In a series-parallel hybrid system for hybrid vehicles, the engine starting process includes a towing phase and an ignition phase. During the towing phase, the first electric motor increases the engine speed to the ignition threshold. During the ignition phase, the engine control unit issues a fuel injection and ignition command. The combustion torque generated in the first working cycle during engine startup increases in a step-like manner; for example, the amplitude of the combustion torque can reach 100 Nm to 200 Nm, with a pulse width of approximately 20 ms to 40 ms. This combustion torque is transmitted to the sun gear (connected to the first electric motor) and the ring gear (connected to the second electric motor and the drive wheels) via a planetary gear mechanism. The torque component transmitted to the ring gear directly acts on the vehicle's drive wheels, potentially causing body impact and affecting the vehicle's ride comfort.

[0034] In traditional solutions, vehicle controllers typically rely solely on feedback control or feedforward compensation from the second motor to suppress ignition shock (ignition shock refers to the sudden increase in transmission torque caused by the step increase in engine combustion torque during the first engine ignition). However, because the second motor only compensates for the shock at the ring gear end and does not consider the torque distribution at the sun gear end connected to the first motor, unbalanced torque still exists within the planetary gear set, potentially causing resonance in the torsional vibration damper and secondary impacts to the vehicle body. Furthermore, the compensation capability of the second motor is limited, especially when the battery charge is low or the motor is overheated and derating. The effectiveness of torque compensation relying solely on the second motor decreases significantly, making it unable to effectively suppress the vehicle body impact caused by engine ignition.

[0035] Therefore, how to suppress the impact on the vehicle body during engine startup, thereby improving the driving comfort of the vehicle, is a technical problem that needs to be solved.

[0036] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0037] For example, such as Figure 1 The planetary gear power coupling mechanism of the hybrid vehicle shown includes: a first motor 101, a planetary gear set 102, a first clutch (S1) 103, an engine 104, a second motor 105, a second clutch (S2) 106, and a differential 107.

[0038] The first motor 101 is also called a GM motor (Generator Motor). The first motor is connected to the engine 104 via a planetary gear set 102 and can be used to start the engine or driven by the engine to function as a generator. In some cases, the first motor 101 can also act as a drive motor, assisting the engine 104 in outputting power to drive the vehicle.

[0039] The planetary gear set 102 includes a planet carrier 1021, a sun gear 1022, and a ring gear 1023. A first motor 101 is specifically connected to the sun gear 1022 of the planetary gear set 102. A second motor 105 is connected to the ring gear 1023, and the output power of the ring gear 1023 is used to drive the vehicle wheels. An engine 104 is connected to the planet carrier 1021 of the planetary gear set 102. The ring gear 1023 of the planetary gear set 102 is connected to a differential 107 and is used to output power to drive the vehicle.

[0040] The first clutch (S1) 103 is connected to the planetary gear set 102, specifically, as follows: Figure 1 As shown, the first clutch 103 is connected to the planetary carrier 1021 on one side and to the ring gear 1023 on the other side. When the first clutch is closed, the planetary gear set 102 is locked, and the first motor 101 and the engine 104 are mechanically connected, with all the engine's power transmitted to the ring gear 1023. When the first clutch 103 is open, the power output by the engine is transmitted through the planetary carrier, partly to the first motor 101 and partly to the ring gear.

[0041] The second motor 105, also called the TM motor (Traction Motor), is connected to the differential 107 via the second clutch 106 and is used to output power to the differential 107 to drive the vehicle.

[0042] The second clutch 106, also known as a disengagement mechanism, is used to disconnect or connect the mechanical connection between the second motor 105 and the differential 107. Specifically, when the second clutch 106 is in the closed state, the second motor 105 and the differential 107 are mechanically connected, and the second motor 105 can output power to drive the vehicle. When the second clutch 106 is in the open state, the second motor 105 and the differential 107 are disconnected.

[0043] The differential 107 is used to allow the left and right wheels to rotate at different speeds when the vehicle is turning. With the differential 107, the outer wheel can rotate at a faster speed and the inner wheel can rotate at a slower speed, ensuring smooth turning of the vehicle.

[0044] To suppress body impact during engine start-up and thus improve vehicle ride comfort, based on Figure 1 The architecture shown in this application proposes a torque control method, vehicle, device, and storage medium. Through embodiments of this application, a first compensation torque of a first motor and a second compensation torque of a second motor are determined based on the predicted combustion torque of the engine. The first compensation torque compensates for the torque component of the predicted combustion torque transmitted to the sun gear, while the second compensation torque compensates for the torque component of the predicted combustion torque transmitted to the ring gear. This ensures that the ignition shock during engine startup is offset, resulting in zero net torque change at the wheel ends. Simultaneously, it avoids residual stress generated inside the planetary gear set, reduces the risk of secondary shocks in the transmission system, and suppresses vehicle body shocks during engine startup, thereby improving vehicle ride comfort.

[0045] The following is combined with Figures 2 to 3 The torque control method provided in the embodiments of this application will be described in detail.

[0046] Figure 2 This is a schematic flowchart of a torque control method provided in an embodiment of this application.

[0047] Figure 2 The method 200 shown can be applied to vehicles (e.g., Figure 1 The hybrid vehicle shown includes an engine, a planetary gear set, a first motor, and a second motor. The engine is connected to the planet carrier of the planetary gear set, the first motor is connected to the sun gear of the planetary gear set, and the second motor is connected to the ring gear of the planetary gear set.

[0048] For example, Figure 2 The method 200 shown includes S201 to S203, and the methods shown in S201 to S203 will be described in detail below.

[0049] S201, an engine start request is detected, and the predicted combustion torque of the engine is obtained.

[0050] Among them, the engine start request is an enable command signal sent by the vehicle controller, indicating that the vehicle determines that it needs to wake up, drive and ignite the internal combustion engine, which is the triggering point of the entire ignition impact feedforward compensation process.

[0051] For example, when the driver presses the start button or controls the vehicle to power on, the vehicle requires the engine to output power, triggering an engine start request; or, when the driver presses the accelerator or releases the brake, the vehicle requires the engine to intervene, triggering an engine start request. This application does not limit the triggering method of the engine start request.

[0052] Predicted combustion torque represents the estimated impact torque delivered from the cylinder combustion to the crankshaft at the moment of ignition. Upon detecting an engine start request, the vehicle enters the engine pre-start control process, collecting the engine's crankshaft operating parameters and combining them with the engine dynamics model to determine the predicted combustion torque.

[0053] It should be noted that the engine pre-start control process refers to a set of pre-preparation control logic executed after receiving the engine start request from the vehicle and before the spark plugs officially ignite. All actions occur before the ignition impact occurs. The core purpose is to drive the crankshaft, collect operating data, and calculate the combustion impact compensation torque in advance to ensure that the vibration is synchronously offset at the moment of ignition.

[0054] Since the combustion torque of an engine is a step impact that occurs at the moment of spark plug ignition, if compensation is based on the measured combustion torque, adjustments can only be made after ignition vibration occurs, resulting in control lag and noticeable jerking and vibration at the wheel end. This cannot ensure the smoothness of the vehicle during engine start-up. Therefore, it is necessary to predict the combustion torque that the engine will generate during ignition based on relevant engine detection parameters after the engine start request is detected and before spark plug ignition, so as to obtain the predicted combustion torque and perform torque compensation in a timely manner when the engine ignites.

[0055] The following section further explains how the predicted combustion torque of an engine is determined: Specifically, obtaining the predicted combustion torque of the engine includes: determining the engine's moment of inertia, crankshaft angular velocity, friction loss torque, and compression resistance torque of the internal combustion engine; and determining the predicted combustion torque based on the engine's moment of inertia, crankshaft angular velocity, friction loss torque, and compression resistance torque of the internal combustion engine.

[0056] Among them, the engine's moment of inertia represents the total moment of inertia of the engine's rotating and reciprocating components referred to the crankshaft end. The rotating and reciprocating components include the engine's crankshaft, connecting rods, pistons, flywheel, valve train, and other components. The crankshaft angular velocity represents the angular velocity of the engine's crankshaft during rotation. The engine's frictional loss torque represents the resistance torque corresponding to the mechanical resistance that hinders the crankshaft's rotation. The compression resistance torque represents the periodic gas resistance torque generated by the piston compressing the gas mixture in the cylinder during the intake and compression strokes. This compression resistance torque exists continuously during the engine's drag phase and ignition phase and is the engine's core gas loss torque.

[0057] For example, the engine's moment of inertia is a fixed parameter of the engine, usually pre-measured and calibrated, and can be directly obtained from the engine's calibration parameters; the crankshaft angular velocity can be obtained by collecting crankshaft gear pulses through a crankshaft position sensor, and the crankshaft speed can be calculated based on the number of gear pulses, and the crankshaft angular velocity can be obtained by converting the crankshaft speed; the engine's friction loss torque and the internal combustion engine's compression resistance torque are related to the vehicle's operating parameters, and are usually obtained by looking up tables based on the operating parameters.

[0058] For example, the inertial torque of the engine is determined based on the moment of inertia and crankshaft angular velocity; the sum of the inertial torque, friction loss torque, and compression resistance torque of the internal combustion engine is determined as the predicted combustion torque.

[0059] It is understandable that the driving torque (i.e., combustion torque) generated by engine combustion is typically consumed by three parts: one part is used to accelerate or decelerate the crankshaft, one part is used to overcome the mechanical friction of the entire engine, and one part is used to overcome the compression resistance of the gas in the cylinder. Therefore, the sum of the torques of these three parts is determined as the predicted combustion torque.

[0060] For example, the predicted combustion torque can be calculated using the method shown in Formula 1: (Formula 1) in, This indicates the predicted combustion torque. Represents the moment of inertia. Indicates crankshaft angular velocity, Represents crankshaft angular acceleration. Inertial torque (represents the torque required to change engine speed; during crankshaft acceleration or deceleration, a portion of the combustion torque needs to overcome inertia). This indicates the torque due to friction loss. This represents the compression resistance torque.

[0061] In the above technical solution, the predicted combustion torque of the engine is determined based on the engine's moment of inertia, crankshaft angular velocity, friction loss torque, and internal combustion engine compression resistance torque. This ensures that all torque consumption items of the crankshaft during engine drag and ignition are comprehensively considered, so that the predicted combustion torque value closely matches the actual output impact torque of the cylinder. This provides a more accurate reference value for subsequently determining the compensation torque of the first and second motors, thereby improving the suppression effect on engine ignition impact.

[0062] In one implementation, the mapping relationship between engine coolant temperature, engine ignition advance angle and engine combustion torque is pre-calibrated; and after detecting an engine start request, the current engine coolant temperature and the current engine ignition advance angle are obtained; and the predicted combustion torque of the engine is determined based on the current engine coolant temperature and the current engine ignition advance angle.

[0063] Among them, the predicted combustion torque is positively correlated with the ignition advance angle, and negatively correlated with the engine coolant temperature.

[0064] For example, the mapping relationship between engine coolant temperature, engine ignition advance angle, and engine combustion torque can be shown in Table 1: Table 1

[0065] For example, as shown in Table 1, X represents engine coolant temperature and Y represents engine ignition advance angle. At the same engine coolant temperature, when the ignition advance angle increases from -5° to 10°, the corresponding predicted combustion torque gradually increases, and the increasing trend gradually flattens out. At the same ignition advance angle, when the engine coolant temperature increases from -20° to 90°, the corresponding combustion torque gradually decreases.

[0066] It should be noted that the mapping relationship shown in Table 1 is an example of the mapping relationship between engine coolant temperature, ignition advance angle and combustion torque. This application does not limit the specific numerical mapping relationship.

[0067] S202, based on the predicted combustion torque, determine the first compensation torque of the first motor and the second compensation torque of the second motor.

[0068] The first compensation torque is used to compensate for the torque component of the predicted combustion torque transmitted to the sun gear, and the second compensation torque is used to compensate for the torque component of the predicted combustion torque transmitted to the gear ring.

[0069] For example, in a vehicle's planetary gear coupling mechanism, there exists a fixed torque balance relationship: sun gear torque (first motor torque): ring gear torque (wheel-end torque / second motor torque): engine torque = 1:ρ:-(1+ρ), where ρ represents the planetary gear ratio (the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear, typically between 2.0 and 3.0). Based on this torque balance relationship, the proportion of engine torque transmitted to the sun gear is 1 / (1+ρ), and the proportion transmitted to the ring gear is ρ / (1+ρ). Based on this ratio, the torque components of the predicted combustion torque transmitted to the first motor and the second motor can be calculated, thereby determining the first compensation torque and the second compensation torque.

[0070] Specifically, determining the first compensation torque of the first motor and the second compensation torque of the second motor based on the predicted combustion torque includes: determining a first torque component based on the predicted combustion torque and a first proportional relationship, where the first proportional relationship represents the torque ratio between the engine and the sun gear, and the first torque component is the torque component of the predicted combustion torque transmitted to the sun gear; determining a second torque component based on the predicted combustion torque and a second proportional relationship, where the second proportional relationship represents the torque ratio between the engine and the gear ring, and the second torque component is the torque component of the predicted combustion torque transmitted to the gear ring; and determining the first compensation torque and the second compensation torque based on the first torque component and the second torque component.

[0071] The first proportional relationship is 1 / (1+ρ), and the second proportional relationship is ρ / (1+ρ). This indicates the planetary gear ratio.

[0072] For example, based on the first proportional relationship, the product of the first proportional relationship and the predicted combustion torque is determined as the first torque component; the motor speed ratio between the gear ring and the second motor is determined, which represents the transmission ratio of fixed mechanical deceleration or speed increase between the output end of the gear ring and the rotor of the second motor, and is a geometric calibration constant of the gear system; the product of the second proportional relationship motor speed ratio and the predicted combustion torque is determined as the second torque component.

[0073] For example, the first torque component can be calculated using the method shown in Formula 2, and the second torque component can be calculated using the method shown in Formula 3: ;(Formula 2) ;(Formula 3) in, This represents the first torque component predicted to be transmitted from the combustion torque to the sun gear. Indicates the planetary gear ratio. This indicates the predicted combustion torque. This represents the second torque component, which is predicted to be transmitted from the combustion torque to the gear ring. This indicates the motor speed ratio between the gear ring and the second motor.

[0074] It should be noted that the negative signs in Formulas 2 and 3 indicate direction. If the engine drives positive torque to make the ring gear obtain positive torque (driving direction), then the sun gear will obtain negative torque (power generation direction).

[0075] For example, after determining the first torque component and the second torque component, a first compensation torque and a second compensation torque are determined based on the first torque component and the second torque component. The first compensation torque and the second compensation torque are used to compensate for the first torque component and the second torque component, thereby offsetting the engine ignition shock.

[0076] In the above technical solution, the first torque component and the second torque component are determined based on the predicted combustion torque, the first proportional relationship, and the second proportional relationship, respectively. Then, the first compensation torque and the second compensation torque are determined based on the first torque component and the second torque component. This ensures that the combustion impact torque can be decomposed according to the inherent engine torque proportional relationship of the planetary gear set, accurately obtaining the torque components acting on the first motor and the second motor respectively. Targeted compensation torques are then generated to synchronously balance the torques on both sides of the sun gear and the ring gear in the planetary gear mechanism, eliminating the transmission of engine ignition impact to the wheels and improving the smoothness of vehicle ignition and starting.

[0077] When determining the first compensation torque and the second compensation torque, in one case, the first torque component can be compensated by the first compensation torque, and the second torque component can be compensated by the second compensation torque; in another case, the sum of the first compensation torque and the second compensation torque can be used to compensate the sum of the first torque component and the second torque component.

[0078] The specific implementation methods for these two scenarios are further explained below: In one implementation, determining the first compensation torque and the second compensation torque based on the first torque component and the second torque component includes: determining the torque component that is opposite in direction to the first torque component and equal in value as the first compensation torque; and determining the torque component that is opposite in direction to the second torque component and equal in value as the second compensation torque.

[0079] For example, the first compensation torque is determined to be + To counteract the first torque component transmitted to the sun gear, the second compensating torque is + This is to counteract the torque component transmitted to the gear ring, thereby achieving a net torque change of 0 at the wheel end.

[0080] In the above technical solution, the compensation torque generated by the first torque component and the second torque component is equal in magnitude and opposite in direction. It can simultaneously offset the combustion impact torque on the two transmission branches of the sun gear and the ring gear at the moment of engine ignition, so that the torque of the three elements inside the planetary gear mechanism is balanced in real time, and the impact torque is blocked from being transmitted to the wheels through the ring gear. This eliminates the body lurching and shaking during ignition and starts from the root, improves the ride comfort of the vehicle, reduces the instantaneous impact load on the planetary gears and bearings, and extends the service life of the power coupling transmission components.

[0081] In another implementation, determining the first compensation torque and the second compensation torque based on the first torque component and the second torque component includes: determining the first compensation coefficient and the second compensation coefficient; determining the first compensation torque based on the first compensation coefficient and the first torque component; and determining the second compensation torque based on the second compensation coefficient and the second torque component.

[0082] The first compensation coefficient is the torque compensation coefficient of the first motor, and the second compensation coefficient is the torque compensation coefficient of the second motor. These coefficients are typically dynamically adapted based on the current capabilities of the motors. For example, if the first motor has a stronger torque compensation capability, the first compensation coefficient is set to be greater than the second compensation coefficient, thus allowing the first motor to perform the primary torque compensation function. Conversely, if the second motor has a stronger torque compensation capability, the second compensation coefficient is set to be greater than the first compensation coefficient, thus allowing the second motor to perform the primary torque compensation function.

[0083] For example, the first compensation torque can be calculated using the method shown in Formula 4, and the second compensation torque can be calculated using the method shown in Formula 5: ;(Formula 4) ;(Formula 5) in, Indicates the first compensation torque. Indicates the planetary gear ratio. This indicates the predicted combustion torque. This represents the first compensation coefficient. This indicates the second compensation torque. This represents the second compensation coefficient. This indicates the motor speed ratio between the gear ring and the second motor.

[0084] In some embodiments, determining the first compensation coefficient and the second compensation coefficient includes: determining the temperature of the first motor, the temperature of the second motor, the fault state of the first motor, the fault state of the second motor, and the battery charge of the vehicle; and determining the first compensation coefficient and the second compensation coefficient based on the temperature of the first motor, the temperature of the second motor, the fault state of the first motor, the fault state of the second motor, and the battery charge of the vehicle.

[0085] For example, if the temperature of the first motor exceeds a set temperature threshold, triggering the overheat derating of the first motor, then the first compensation coefficient of the first motor is reduced, and the second compensation coefficient of the second motor is increased, with the second motor undertaking the main compensation function; if the temperature of the second motor is too high, triggering the overheat limit of the second motor, then the second compensation coefficient of the second motor is reduced, and the first compensation coefficient of the first motor is increased, with the first motor undertaking the main torque compensation function to ensure the overall torque compensation effect; if the first motor is in a fault state and the second motor is not in a fault state, then the compensation coefficient of the first motor is determined to be 0, and the second motor undertakes all the torque compensation function, reducing to single-motor compensation; if the second motor is in a fault state and the first motor is not in a fault state, then the compensation coefficient of the second motor is determined to be 0, and the first motor undertakes all the torque compensation function.

[0086] For example, the current operating condition of the vehicle is determined based on the temperature of the first motor, the temperature of the second motor, the fault status of the first motor, the fault status of the second motor, and the battery charge of the vehicle. The first compensation coefficient and the second compensation coefficient are determined based on the mapping relationship between the current operating condition and the preset operating condition and compensation coefficient. The mapping relationship between the current operating condition and the preset operating condition and compensation coefficient is shown in Table 2. Table 2

[0087] For example, as shown in Table 1, under normal operating conditions, the first compensation coefficient is 0.3 and the second compensation coefficient is 0.7. Due to the rigid coupling between the second motor and the wheel, the torque response is direct, and the second motor mainly compensates for the impact transmitted to the wheel. The first motor only undertakes a small amount of torque compensation on the sun gear side. When the second motor is overheated, the first compensation coefficient is 0.8 and the second compensation coefficient is 0.2. Due to the excessive temperature of the second motor windings, the second motor controller limits the torque and cannot output the full compensation torque. This reduces the compensation torque of the second motor, alleviates the overheating of the second motor, avoids high-temperature demagnetization damage to the permanent magnet, and the first motor undertakes the main torque compensation, ensuring that the ability to suppress engine impact is retained. When the battery charge is too high, the first compensation coefficient is 0.9 and the second compensation coefficient is 0.1. When the power battery is close to full charge, the second motor is prohibited from generating electricity to feed back to the battery. Therefore, the torque output of the second motor is limited, and only a small compensation load is retained, with the first motor retaining the main compensation function. When the first motor fails, the first compensation coefficient is 0 and the second compensation coefficient is 1. Since the first motor cannot participate in torque compensation when it fails, the first compensation coefficient is set to 0, and the second motor independently undertakes the torque compensation function.

[0088] It should be noted that Table 1 above is an example of the values ​​of the first compensation coefficient and the second compensation coefficient under some working conditions. This application does not limit the specific working conditions or the values ​​of the compensation parameters under the working conditions.

[0089] Optionally, the first compensation coefficient and the second compensation coefficient have a fixed proportional relationship so that the sum of the first compensation torque and the second compensation torque is equal to the value of the predicted combustion torque and opposite in direction. That is, the torques of the first motor and the second motor acting on the wheel are opposite in direction and the same in value as the torques transmitted to the wheel by the predicted combustion torque, thereby achieving a torque change of 0 at the wheel end.

[0090] For example, the vehicle constraint operation parameters are collected in real time. The operation parameters include the temperature of the first motor, the temperature of the second motor, the fault status of the first motor, the fault status of the second motor, and the power battery charge. The current hardware output constraint level is determined based on the collected operation parameters, the upper limit of the compensation weight of the second motor is obtained, the upper limit of the compensation weight of the second motor is determined as the second weight coefficient, and the first compensation coefficient is determined based on the proportional relationship between the first compensation coefficient and the second compensation coefficient and the second compensation coefficient.

[0091] In one implementation, when adjusting the compensation coefficients, a gradual slope strategy can be used to smoothly transition from the first and second compensation coefficients of the previous cycle to the first and second compensation coefficients calculated in the current cycle, and limit the maximum change amplitude of the coefficients in a single control cycle to avoid secondary impacts caused by sudden changes in compensation torque. Finally, the smoothed real-time first and second compensation coefficients are output for calculating the first and second compensation torques.

[0092] Understandably, by comprehensively collecting data on the temperature of the first motor, the temperature of the second motor, the fault status of the first and second motors, and the charge of the power battery, and dynamically matching the first and second compensation coefficients under multi-dimensional operating constraints, it is possible to ensure that the limitations on the torque adjustment capability of the motor under operating conditions such as motor over-temperature torque limitation, motor malfunction failure, and battery overcharging can be comprehensively considered. Furthermore, the compensation coefficients of the two motors are flexibly allocated based on the real-time torque adjustment capability of each of the first and second motors, avoiding torque compensation failure caused by a single motor failure, thereby improving the fault tolerance of the torque compensation process.

[0093] In the above technical solution, a first compensation coefficient and a second compensation coefficient are introduced to weight and correct the first and second torque components, respectively, and then the corresponding motor compensation torque is generated. The combined compensation torques of the first and second motors are equal in magnitude and opposite in direction to the predicted combustion torque. This ensures that the performance of both the first and second motors is comprehensively considered, and the first and second compensation torques are determined based on their performance. It ensures that the total torque of the first and second compensation torques can always perfectly match the engine ignition and combustion impact, preventing undercompensation or overcompensation. This maintains the torque balance within the planetary gear set and eliminates impact vibration at the wheel ends, thus ensuring vehicle ride comfort.

[0094] S203, torque compensation is performed based on the first compensation torque and the second compensation torque.

[0095] For example, the first motor is controlled to input a first compensation torque, which compensates for the torque component transmitted to the sun gear; the second motor is controlled to input a second compensation torque, which compensates for the torque component transmitted to the gear ring.

[0096] In one implementation, when an engine start request is detected, the engine ignition trigger time is predicted; based on the engine ignition trigger time and a preset advance, a target time for calculating the first compensation torque and the second compensation torque is determined; at the target time, the first compensation torque and the second compensation torque are determined based on the predicted combustion torque.

[0097] Among them, the engine ignition timing refers to the moment when the spark plug of the internal combustion engine ignites and the oil and gas in the cylinder begin to burn, generating impact torque. It can be predicted based on the crankshaft position sensor signal combined with the engine speed and phase logic.

[0098] The preset lead time represents the calculation window reserved for the first and second compensation torques, avoiding control lag caused by recalculating the torque at the moment of engine ignition, and achieving feedforward synchronization to cancel vibration.

[0099] Because a value that is too small will result in incomplete calculation and delayed compensation, while a value that is too large will result in the predicted combustion torque not yet converging and large estimation errors, thus weakening the impact suppression effect; therefore, the preset lead amount in this application is usually set based on the controller's computing power, the vehicle bus communication cycle, and the motor torque response delay to ensure that a more appropriate lead amount can be obtained.

[0100] For example, after determining the engine ignition trigger time and the preset advance, the time point obtained by subtracting the preset advance from the ignition trigger time is determined as the target time. At the target time, the first compensation torque and the second compensation torque are calculated and stored in the cache. When the ignition trigger time is reached, the first compensation torque and the second compensation torque in the cache are read and synchronously sent to the first motor and the second motor.

[0101] For example, with a preset lead time of 20ms, after detecting an engine start request, the engine pre-start process begins, and the first motor drives the crankshaft. The vehicle predicts the engine ignition trigger time based on the crankshaft position sensor signal combined with the engine speed and phase logic. The target time for triggering the compensation torque is determined by subtracting the calibrated preset lead time of 20ms from the engine ignition trigger time. Before the target time, the combustion torque and compensation coefficient are continuously predicted. When the target time is reached, the first compensation torque and the second compensation torque are calculated and saved based on the predicted combustion torque at the target time. Upon reaching the ignition trigger time, the ignition command and the stored first compensation torque and second compensation torque are output simultaneously.

[0102] It should be noted that the above are examples of the values ​​of the preset lead time, and this application does not limit the specific values ​​of the preset lead time.

[0103] In the embodiments of this application, the target time for calculating the first compensation torque and the second compensation torque is determined based on the engine ignition trigger time and the preset advance amount; and the first compensation torque and the second compensation torque are determined based on the predicted combustion torque at the target time, so as to ensure that the first compensation torque and the second compensation torque can be calculated before the engine ignition trigger, so that when the engine ignites, the combustion torque of the engine ignition can be synchronously compensated in a timely manner based on the first compensation torque and the second compensation torque calculated in advance, so as to ensure that the combustion torque can be effectively compensated.

[0104] In one implementation, the variation law of the predicted combustion torque is determined based on the waveform of the predicted combustion torque; the variation trajectory of the first compensation torque and the variation trajectory of the second compensation torque are determined in advance based on the waveform of the combustion torque.

[0105] Optionally, a ramp filter is applied to the first and second compensation torques output to the motor controller to limit the maximum allowable change in compensation torque within a single control cycle and to prevent step jumps in compensation torque.

[0106] For example, at time t0, the first and second motors simultaneously transmit the change trajectories of the first and second compensation torques. At time t1, the engine combustion torque begins to rise. Based on the change trajectories of the compensation torques, the first motor and the first compensation torque, along with the second compensation torque of the second motor, rise synchronously. At time t2, the engine combustion torque reaches its peak value. Thus, the first and second compensation torques simultaneously reach their peak values, and the net torque at the wheel end remains zero. At time t3, the combustion torque decays, and the first and second compensation torques decay synchronously. At time t4, the engine ignition process ends, the compensation torque returns to zero, and at this time, the first and second motors resume normal control.

[0107] It should be noted that directly outputting a sudden change in compensation torque would cause a sharp, instantaneous fluctuation in the output torque of the first and second motors, which would then be transmitted to the wheels via the planetary gear mechanism, resulting in additional secondary vibration and impact. Therefore, this application uses ramp filtering to ensure a smooth and gradual output of the compensation torque, maintaining stable torque in the power coupling mechanism throughout the process and avoiding secondary impacts during torque compensation.

[0108] In the above embodiments, the first compensation torque of the first motor and the second compensation torque of the second motor are determined based on the predicted combustion torque of the engine. The first compensation torque compensates for the torque component of the predicted combustion torque transmitted to the first motor, and the second compensation torque compensates for the torque component of the predicted combustion torque transmitted to the second motor. Compared to torque compensation for only a single motor, which leads to secondary impact on the vehicle body, this solution considers the torque component of the engine's combustion torque transmitted to the sun gear and ring gear, and simultaneously compensates for the torque component of the combustion torque transmitted to the sun gear and ring gear through the first and second motors. This ensures that the ignition impact during engine startup can be offset, resulting in zero net torque change at the wheel end. It also avoids residual stress generated inside the planetary gear set, reduces the risk of secondary impact in the transmission system, suppresses vehicle body impact during engine startup, and thus improves vehicle ride comfort.

[0109] Figure 3 This is a schematic flowchart of another torque control method provided in the embodiments of this application.

[0110] Figure 3 The method 300 shown can be performed by a hybrid vehicle, which employs... Figure 1 The planetary gear coupling mechanism shown can be executed either by the vehicle controller in the hybrid vehicle or by the processor or chip of the hybrid vehicle.

[0111] For example, Figure 3 The method 300 shown includes steps S301 to S309, and the steps of S301 to S309 are described in detail below.

[0112] S301, an engine start request has been detected.

[0113] For example, the start request is an enable command signal sent by the vehicle controller, indicating that the vehicle determines that it needs to wake up, drive and ignite the internal combustion engine, which is the triggering point of the entire ignition shock feedforward compensation process.

[0114] S302 obtains the engine's moment of inertia, crankshaft angular velocity, friction loss torque, and internal combustion engine's compression resistance torque.

[0115] For example, the engine's moment of inertia is a fixed parameter of the engine, usually pre-measured and calibrated, and can be directly obtained from the engine's calibration parameters; the crankshaft angular velocity can be obtained by collecting crankshaft gear pulses through a crankshaft position sensor, and the crankshaft speed can be calculated based on the number of gear pulses, and the crankshaft angular velocity can be obtained by converting the crankshaft speed; the engine's friction loss torque and the internal combustion engine's compression resistance torque are related to the vehicle's operating parameters, and are usually obtained by looking up tables based on the operating parameters.

[0116] S303 determines the engine's predicted combustion torque based on rotational inertia, crankshaft angular velocity, frictional loss torque, and compression resistance torque.

[0117] For example, the inertial torque of the engine is determined based on the moment of inertia and crankshaft angular velocity; the sum of the inertial torque, friction loss torque, and compression resistance torque of the internal combustion engine is determined as the predicted combustion torque.

[0118] Alternatively, the implementation methods of S301 to S303 can be found in [reference needed]. Figure 2 The relevant descriptions of S201 will not be repeated here.

[0119] S304, determine the first torque component of the predicted combustion torque transmitted to the sun gear.

[0120] For example, there is a fixed ratio of torque balance in the planetary gear power coupling mechanism: Sun gear torque (first motor torque): Ring gear torque (wheel end torque / second motor torque): Engine torque = 1:ρ:-(1+ρ); Based on this torque balance relationship and the predicted combustion torque, the first torque component is determined. For example, the first torque component can be calculated using the calculation method shown in Formula 2.

[0121] S305, determine the first compensation torque corresponding to the first torque component.

[0122] For example, a first compensation torque corresponding to the first torque component is determined, wherein the first compensation torque is opposite in direction and equal in value to the first torque component; or, a first torque compensation coefficient for the first torque component is determined, and the first compensation torque is obtained based on the first torque component and the first torque compensation coefficient.

[0123] S306, Torque compensation is performed on the first torque component based on the first compensation torque.

[0124] For example, the first motor is controlled to output a first compensation torque, so as to compensate the first torque component with the first compensation torque.

[0125] S307 determines the second torque component of the predicted combustion torque transmitted to the gear ring.

[0126] For example, the second torque component is determined based on the torque balance relationship and the predicted combustion torque. For instance, the second torque component can be calculated using the calculation method shown in Formula 3.

[0127] S308, determine the second compensation torque corresponding to the second torque component.

[0128] For example, a second compensation torque corresponding to the second torque component is determined, wherein the second compensation torque is opposite in direction and equal in value to the second torque component; or, a second torque compensation coefficient for the second torque component is determined, and the second compensation torque is obtained based on the second torque component and the second torque compensation coefficient.

[0129] S309, torque compensation is performed on the second torque component based on the second compensation torque.

[0130] For example, the second motor is controlled to output a second compensation torque, so as to compensate the second torque component with the second compensation torque.

[0131] Alternatively, the implementation methods of S304 to S309 can be found in [reference needed]. Figure 2 The relevant descriptions of S202 and S203 will not be repeated here.

[0132] In the embodiments of this application, the simultaneous execution of torque compensation of the first motor and torque compensation of the second motor can effectively reduce the acceleration peak generated at the moment of engine ignition. Compared with single motor compensation, it can eliminate the internal stress of the planetary gear set, avoid the excitation of the torque damper, and reduce the risk of secondary impact on the vehicle transmission system.

[0133] Figure 4 This is a schematic diagram of a torque control device provided in an embodiment of this application. The torque control device is applied to a hybrid vehicle, which includes an engine, a planetary gear set, a first motor, and a second motor. The engine is connected to the planet carrier of the planetary gear set, the first motor is connected to the sun gear of the planetary gear set, and the second motor is connected to the ring gear of the planetary gear set.

[0134] For example, such as Figure 4 As shown, the device 400 includes: The acquisition module 401 is used to detect the engine start request and acquire the engine's predicted combustion torque; The determination module 402 is used to determine the first compensation torque of the first motor and the second compensation torque of the second motor based on the predicted combustion torque. The first compensation torque is used to compensate the torque component of the predicted combustion torque transmitted to the sun gear, and the second compensation torque is used to compensate the torque component of the predicted combustion torque transmitted to the gear ring. The compensation module 403 is used to perform torque compensation based on the first compensation torque and the second compensation torque.

[0135] In some embodiments, the determining module 402 is specifically configured to: determine a first torque component based on the predicted combustion torque and a first proportional relationship, wherein the first proportional relationship represents the torque ratio between the engine and the sun gear, and the first torque component is the torque component of the predicted combustion torque transmitted to the sun gear; determine a second torque component based on the predicted combustion torque and a second proportional relationship, wherein the second proportional relationship represents the torque ratio between the engine and the gear ring, and the second torque component is the torque component of the predicted combustion torque transmitted to the gear ring; and determine a first compensation torque and a second compensation torque based on the first torque component and the second torque component.

[0136] In some embodiments, the determining module 402 is specifically used to: determine the torque component that is opposite in direction and equal in value to the first torque component as the first compensation torque; and determine the torque component that is opposite in direction and equal in value to the second torque component as the second compensation torque.

[0137] In some embodiments, the determining module 402 is specifically used to: determine a first compensation coefficient and a second compensation coefficient; determine a first compensation torque based on the first compensation coefficient and a first torque component; and determine a second compensation torque based on the second compensation coefficient and a second torque component.

[0138] In some embodiments, the determining module 402 is specifically used to: determine the temperature of the first motor, the temperature of the second motor, the fault state of the first motor, the fault state of the second motor, and the battery charge of the vehicle; and determine a first compensation coefficient and a second compensation coefficient based on the temperature of the first motor, the temperature of the second motor, the fault state of the first motor, the fault state of the second motor, and the battery charge of the vehicle.

[0139] In some embodiments, the determining module 402 is further configured to: predict the engine ignition trigger time when an engine start request is detected; and determine the target time for calculating the first compensation torque and the second compensation torque based on the engine ignition trigger time and a preset advance amount; the compensation module is specifically configured to: determine the first compensation torque and the second compensation torque based on the predicted combustion torque at the target time.

[0140] In some embodiments, the acquisition module 401 is specifically used to: determine the engine's moment of inertia, the engine's crankshaft angular velocity, the engine's frictional loss torque, and the internal combustion engine's compression resistance torque; and determine the predicted combustion torque based on the engine's moment of inertia, the engine's crankshaft angular velocity, the engine's frictional loss torque, and the internal combustion engine's compression resistance torque.

[0141] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0142] For example, such as Figure 5As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a torque control method.

[0143] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a torque control method provided in embodiments of this application.

[0144] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0145] When the functional modules are divided according to their respective functions, the device may also include an acquisition module and a calculation module, etc. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0146] It should be understood that the device provided in this embodiment is used to execute the torque control method described above, and therefore can achieve the same effect as the above implementation method.

[0147] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0148] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0149] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a torque control method provided in the above embodiments.

[0150] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a torque control method provided in the above embodiment.

[0151] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a torque control method provided in the above embodiment.

[0152] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0153] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0154] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0155] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A torque control method, characterized in that, A hybrid vehicle, comprising: an engine, a planetary gear set, a first motor, and a second motor, wherein the engine is connected to the planet carrier of the planetary gear set, the first motor is connected to the sun gear of the planetary gear set, and the second motor is connected to the ring gear of the planetary gear set, the method comprising: The engine start request is detected, and the predicted combustion torque of the engine is obtained; Based on the predicted combustion torque, a first compensation torque of the first motor and a second compensation torque of the second motor are determined. The first compensation torque is used to compensate for the torque component of the predicted combustion torque transmitted to the sun gear, and the second compensation torque is used to compensate for the torque component of the predicted combustion torque transmitted to the gear ring. Torque compensation is performed based on the first compensation torque and the second compensation torque.

2. The method according to claim 1, characterized in that, The step of determining the first compensation torque of the first motor and the second compensation torque of the second motor based on the predicted combustion torque includes: Based on the predicted combustion torque and the first proportional relationship, a first torque component is determined. The first proportional relationship represents the torque ratio between the engine and the sun gear. The first torque component is the torque component of the predicted combustion torque transmitted to the sun gear. Based on the predicted combustion torque and the second proportional relationship, a second torque component is determined. The second proportional relationship represents the torque ratio between the engine and the gear ring. The second torque component is the torque component of the predicted combustion torque transmitted to the gear ring. The first compensation torque and the second compensation torque are determined based on the first torque component and the second torque component.

3. The method according to claim 2, characterized in that, Determining the first compensation torque and the second compensation torque based on the first torque component and the second torque component includes: The torque component that is opposite in direction to the first torque component and has the same value is determined as the first compensation torque. The torque component that is opposite in direction to the second torque component and has the same value is determined as the second compensation torque.

4. The method according to claim 2, characterized in that, Determining the first compensation torque and the second compensation torque based on the first torque component and the second torque component includes: Determine the first compensation coefficient and the second compensation coefficient; The first compensation torque is determined based on the first compensation coefficient and the first torque component; The second compensation torque is determined based on the second compensation coefficient and the second torque component.

5. The method according to claim 4, characterized in that, Determining the first compensation coefficient and the second compensation coefficient includes: Determine the temperature of the first motor, the temperature of the second motor, the fault status of the first motor, the fault status of the second motor, and the battery charge of the vehicle. Based on the temperature of the first motor, the temperature of the second motor, the fault status of the first motor, the fault status of the second motor, and the battery charge of the vehicle, the first compensation coefficient and the second compensation coefficient are determined.

6. The method according to claim 1, characterized in that, The method further includes: When the engine start request is detected, the engine ignition trigger time is predicted; Based on the engine ignition trigger time and the preset advance, the target time for calculating the first compensation torque and the second compensation torque is determined. The step of determining the first compensation torque of the first motor and the second compensation torque of the second motor based on the predicted combustion torque includes: At the target time, the first compensation torque and the second compensation torque are determined based on the predicted combustion torque.

7. The method according to claim 1, characterized in that, The step of obtaining the predicted combustion torque of the engine includes: Determine the engine's moment of inertia, the engine's crankshaft angular velocity, the engine's frictional loss torque, and the internal combustion engine's compression resistance torque; The predicted combustion torque is determined based on the engine's moment of inertia, the engine's crankshaft angular velocity, the engine's frictional loss torque, and the internal combustion engine's compression resistance torque.

8. The method according to any one of claims 1 to 7, characterized in that, The step of obtaining the predicted combustion torque of the engine includes: When the engine start request is detected, the engine coolant temperature and the engine ignition advance angle are obtained; The predicted combustion torque is obtained based on the engine coolant temperature and the engine ignition advance angle, wherein the predicted combustion torque is positively correlated with the ignition advance angle and negatively correlated with the engine coolant temperature.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program code that, when executed, implements the method as described in any one of claims 1 to 8.

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