A method for determining a crank angle, a vehicle, and a storage medium

Abstract

The application provides a method for determining a crankshaft angle, a vehicle and a storage medium. The method is applied to the technical field of hybrid control, and comprises the following steps: obtaining a first rotation angle of a first motor and a second rotation angle of a second motor; substituting the first rotation angle and the second rotation angle into a target relationship formula to determine a current crankshaft angle of an engine; and the target relationship formula is obtained based on a preset rotation speed relationship formula, and the preset rotation speed relationship formula is used to represent a proportional relationship among an angular velocity of a planet carrier, an angular velocity of a gear ring and an angular velocity of a sun gear. The method can provide millisecond-level high-resolution engine crankshaft angle information, and can be used as a redundant backup of the engine crankshaft angle.

Description

Technical Field

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

[0002] In hybrid vehicles, during engine start-up or low-speed operation, the crankshaft rotation generates periodic pumping pulsation torque caused by in-cylinder compression, combustion, expansion, and exhaust. To suppress the impact of this torque on the overall vehicle ride comfort, millisecond-level high-precision estimation of the crankshaft angle is required to achieve active torque compensation control.

[0003] Traditional solutions rely on the top dead center missing tooth signal on the engine flywheel. This signal is triggered by a mechanical gear ring (usually 60-2 teeth or 36-2 teeth), with an angular resolution typically of 6° or 10° and a sampling period limited by engine speed, which can easily lead to a long delay in the calculation of the engine crankshaft angle.

[0004] This low-resolution, long-delay angle information cannot meet the active compensation requirements of high-frequency pulsating torque, resulting in insufficient and ineffective active torque compensation control, which in turn leads to a poor user experience. Summary of the Invention

[0005] This application provides a method for determining the crankshaft angle, a vehicle, and a storage medium. The method can provide millisecond-level high-resolution engine crankshaft angle information and can serve as a redundant backup of the engine crankshaft angle.

[0006] Firstly, a method for determining crankshaft angle is provided, applicable to 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: obtaining a first rotation angle of the first motor and obtaining a second rotation angle of the second motor; substituting the first and second rotation angles into a target relation to determine the current crankshaft angle of the engine; the target relation refers to the relationship between the engine crankshaft angle, the first rotation angle of the first motor, and the second rotation angle of the second motor; the target relation is constructed based on a preset speed relation, which characterizes the proportional relationship between the angular velocity of the planet carrier, the angular velocity of the ring gear, and the angular velocity of the sun gear.

[0007] In the above technical solution, a target relationship between the first rotational angle of the first motor and the second rotational angle of the second motor can be constructed by using a preset rotational speed relationship based on the proportional relationship between the angular velocities of the planetary carrier, the ring gear, and the sun gear. By substituting the first and second rotational angles into the target relationship in real time, the current crankshaft angle of the engine can be directly obtained. The two motors have built-in rotary transformers, and the angle sampling accuracy is much higher than the low-resolution signal of 6° or 10° of the flywheel ring gear. By utilizing the inherent relationship of the planetary gear set mechanical transmission, the crankshaft angle can be calculated in reverse from the angles of the two high-precision motors, which can improve the accuracy of the engine crankshaft angle, obtain a high-resolution, low-latency angle, better meet the active compensation requirements, and also serve as a redundant backup for the engine crankshaft angle, thus improving the user experience.

[0008] In conjunction with the first aspect, in some possible implementations, the target relation is constructed as follows: the preset rotational speed relation is converted into a reference relation for calculating the angular velocity of the planetary carrier; the angular velocity of the planetary carrier in the reference relation is replaced with the crankshaft angle of the engine; the angular velocity of the ring gear in the reference relation is replaced with the ratio of the second rotation angle to the target reduction ratio; and the angular velocity of the sun gear in the reference relation is replaced with the first rotation angle, thus obtaining the target relation; the target reduction ratio is the reduction ratio between the second motor and the ring gear.

[0009] In the above technical solution, by replacing the angular velocity in the reference formula with the corresponding angle through the connection relationship of the first motor, the second motor, the engine and the planetary gear set, the target formula can be constructed. The target formula for calculating the engine crankshaft angle by the rotation angle of the first motor and the rotation angle of the second motor is obtained simply and efficiently, ensuring that the high-precision engine crankshaft angle can be calculated based on the target formula in the subsequent calculation.

[0010] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: constructing a relational expression for calculating the target calibration angle; the target calibration angle is used to represent the deviation between the current crankshaft angle of the engine calculated based on the target relational expression and the actual crankshaft angle of the engine; and updating the target relational expression based on the relational expression for the target calibration angle.

[0011] In the above technical solution, by constructing and updating the target relational formula for calculating the target calibration angle, the current crankshaft angle calculated by the updated target relational formula can be closer to the actual crankshaft angle of the engine, thereby improving the calculation accuracy of the engine crankshaft angle.

[0012] Combining the first aspect and the above implementation methods, in some possible implementation methods, a relational formula for calculating the target calibration angle is constructed, including: based on the first offset angle between the first motor and the sun gear, the second offset angle between the second motor and the gear ring, the initial calibration angle and the target relational formula, a relational formula for calculating the target calibration angle is constructed.

[0013] In the above technical solution, the relationship for calculating the target calibration angle is constructed by using the first offset angle, the second offset angle, and the initial calibration angle. This comprehensively considers the errors caused by the first motor, the second motor, and the planetary gear set, ensuring that after updating the target relationship based on the relationship for calculating the target calibration angle, a more accurate current crankshaft angle of the engine can be obtained.

[0014] In combination with the first aspect and the above implementation, in some possible implementations, the method further includes: obtaining the first initial rotation angle of the first motor and the second initial rotation angle of the second motor when the missing tooth signal triggers an interruption for the first time; wherein the missing tooth signal triggers an interruption for the first time when the crankshaft of the engine passes the first missing tooth position; determining the initial crankshaft angle of the engine based on the missing tooth signal; and calculating the value of the target calibration angle by substituting the first initial rotation angle, the second initial rotation angle, and the initial crankshaft angle into the updated target relation.

[0015] In the above technical solution, the actual initial crankshaft angle of the engine can be determined by triggering an interruption through a missing tooth signal. Substituting the first initial rotation angle of the first motor and the second initial rotation angle of the second motor at the time of triggering the interruption into the updated target relationship, the value of the target calibration angle that conforms to the current actual situation can be obtained by reverse deduction. This ensures that the current crankshaft angle of the engine can be accurately obtained based on the value of the target calibration angle, and further improves the calculation accuracy of the crankshaft angle.

[0016] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: if the duration between the reference time for calculating the value of the target calibration angle and the current time is greater than a preset duration, or if the number of crankshaft rotations of the engine after calculating the value of the target calibration angle is greater than a preset number of rotations, then the value of the target calibration angle is corrected based on the missing tooth signal.

[0017] In the above technical solution, after calculating the value of the target calibration angle, the value of the target calibration angle is recalculated and corrected after a certain time interval or a certain number of engine crankshaft rotations. This ensures the accuracy of the target calibration angle value and avoids excessive error accumulation due to prolonged lack of correction, which could lead to inaccurate engine crankshaft angle calculation.

[0018] In combination with the first aspect and the above implementation methods, in some possible implementation methods, obtaining the first rotation angle of the first motor includes: if a fault is detected in the rotary transformer of the first motor, obtaining the historical rotation angle of the first motor at the moment before the fault occurred; and calculating the first rotation angle of the first motor based on the historical rotation angle and the rotation speed of the first motor.

[0019] In the above technical solution, when the rotary transformer of the first motor is determined to be faulty, the rotation angle of the first motor is calculated based on the historical rotation angle and the rotation speed of the first motor. This ensures that even if one sensor is damaged, the crankshaft angle of the engine can still be calculated based on the calculated rotation angle of the first motor, which improves redundancy reliability and avoids the situation where the crankshaft angle of the engine cannot be calculated due to the failure of a single sensor.

[0020] Combining the first aspect and the above implementation methods, in some possible implementation methods, based on the first offset angle between the first motor and the sun gear, the second offset angle between the second motor and the gear ring, the initial calibration angle, and the target relationship, a relationship for calculating the target calibration angle is constructed, including: obtaining the first coefficient corresponding to the first rotation angle and the second coefficient corresponding to the second rotation angle in the target relationship; multiplying the first coefficient by the relationship of the first offset angle, multiplying the second coefficient by the relationship of the second offset angle, and adding the initial calibration angle to obtain the relationship for calculating the target calibration angle.

[0021] Secondly, a crankshaft angle determination device is provided for use in hybrid vehicles. 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 acquiring a first rotation angle of the first motor and a second rotation angle of the second motor; and a calculation module for substituting the first and second rotation angles into a target relation to calculate the current crankshaft angle of the engine. The target relation refers to the relationship between the engine crankshaft angle, the first rotation angle of the first motor, and the second rotation angle of the second motor. The target relation is constructed based on a preset speed relation, which characterizes the proportional relationship between the angular velocity of the planet carrier, the angular velocity of the ring gear, and the angular velocity of the sun gear.

[0022] 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.

[0023] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes: a second construction module, used to construct a relational expression for calculating the target calibration angle; the target calibration angle is used to represent the deviation between the current crankshaft angle of the engine calculated based on the target relational expression and the actual crankshaft angle of the engine; and the target relational expression is updated based on the relational expression of the target calibration angle.

[0024] Combining the second aspect and the above implementation methods, in some possible implementation methods, the second building module is specifically used to: construct a formula for calculating the target calibration angle based on the first offset angle between the first motor and the sun gear, the second offset angle between the second motor and the gear ring, the initial calibration angle, and the target formula.

[0025] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the calculation module is further used to: obtain the first initial rotation angle of the first motor and the second initial rotation angle of the second motor when the missing tooth signal triggers an interruption for the first time; wherein, the missing tooth signal triggers an interruption for the first time when the crankshaft of the engine passes the first missing tooth position; determine the initial crankshaft angle of the engine based on the missing tooth signal; and calculate the value of the target calibration angle by substituting the first initial rotation angle, the second initial rotation angle, and the initial crankshaft angle into the updated target relational formula.

[0026] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the calculation module is also used to correct the value of the target calibration angle based on the missing tooth signal if the duration between the reference time for calculating the value of the target calibration angle and the current time is greater than a preset duration, or if the number of crankshaft rotations of the engine after calculating the value of the target calibration angle is greater than a preset number of rotations.

[0027] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the acquisition module is specifically used to: if a fault is detected in the rotary transformer of the first motor, acquire the historical rotation angle of the first motor at the moment before the fault occurred; and calculate the first rotation angle of the first motor based on the historical rotation angle and the rotation speed of the first motor.

[0028] Combining the second aspect and the above implementation methods, in some possible implementation methods, the second construction module is specifically used to: obtain the first coefficient corresponding to the first rotation angle and the second coefficient corresponding to the second rotation angle in the target relation; multiply the first coefficient by the relation of the first offset angle, multiply the second coefficient by the relation of the second offset angle and add the initial calibration angle to obtain the relation for calculating the target calibration angle.

[0029] 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.

[0030] 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.

[0031] 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

[0032] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0033] Figure 2 This application provides a method for determining the crankshaft angle.

[0034] Figure 3 This is a schematic diagram of a missing tooth signal provided in an embodiment of this application.

[0035] Figure 4 This is a schematic diagram of the structure of a crankshaft angle determination device provided in an embodiment of this application.

[0036] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0037] 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.

[0038] 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.

[0039] In hybrid vehicles, during engine start-up or low-speed operation, the crankshaft rotation generates periodic pumping pulsation torque caused by in-cylinder compression, combustion, expansion, and exhaust. To suppress the impact of this torque on the overall vehicle ride comfort, millisecond-level high-precision estimation of the crankshaft angle is required to achieve active torque compensation control.

[0040] Traditional solutions rely on a missing tooth signal at top dead center on the engine flywheel to calculate the crankshaft angle and then perform torque compensation based on that angle. This missing tooth signal is triggered by a mechanical ring gear (typically 60-2 or 36-2 teeth), with an angular resolution of approximately 6° (60-2 teeth) or 10° (36-2 teeth). Furthermore, the sampling period is limited by engine speed, typically interrupting the detection of a missing tooth once, with an update cycle of approximately 10-20 ms. This low-resolution, long-delay angular information cannot meet the active compensation requirements for high-frequency pulsating torque (the primary order is the engine ignition order; for example, order 2 in a four-cylinder engine, with a frequency of 33 Hz at 1000 rpm). This results in inaccurate and ineffective active torque compensation control, leading to a poor user experience.

[0041] Some hybrid vehicles employ a planetary gear set power coupling mechanism, where the engine's output power is torque-coupled via the planetary gear set to drive the vehicle. This configuration involves a complex power flow path, with the torques of multiple components—the engine, drive motor, planetary gear set sun gear, ring gear, and planetary carrier—interacting with each other. The specific architecture of this type of vehicle can be described as follows: Figure 1 As shown: Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0042] For example, such as Figure 1As shown, the hybrid vehicle 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] exist Figure 1 The hybrid vehicle shown also needs to compensate for pulsating torque during engine start-up or low-speed operation. Traditional solutions under the above architecture also have the problem that low-resolution, long-delay angle information cannot meet the active compensation requirements for high-frequency pulsating torque.

[0050] based on Figure 1 The architecture shown in this application proposes a method for determining the crankshaft angle. By utilizing the characteristics of dual motors and planetary gear mechanism, the crankshaft angle of the engine can be determined, which can improve the accuracy of the crankshaft angle, obtain a high-resolution, low-latency angle, better meet the needs of active compensation, and improve the driving experience.

[0051] Figure 2 This application provides a method for determining the crankshaft angle. The method is applied to an electronic device, which may specifically be... Figure 1 The vehicle shown is a hybrid vehicle.

[0052] like Figure 1 As shown, 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.

[0053] For example, such as Figure 2 As shown, the method 200 includes: Step 201: Obtain the first rotation angle of the first motor and the second rotation angle of the second motor; Step 202: Substitute the first rotation angle and the second rotation angle into the target relation to determine the current crankshaft angle of the engine.

[0054] The target relationship is the relationship between the engine crankshaft angle, the first rotation angle of the first motor, and the second rotation angle of the second motor. The target relationship is constructed based on the preset speed relationship, which is used to characterize the proportional relationship between the angular velocity of the planet carrier, the angular velocity of the ring gear, and the angular velocity of the sun gear.

[0055] exist Figure 2In the illustrated embodiment, a target relationship between the first rotational angle of the first motor and the second rotational angle of the second motor when calculating the current crankshaft angle can be constructed by using a preset rotational speed relationship based on the proportional relationship between the angular velocities of the planetary carrier, the ring gear, and the sun gear. By substituting the first and second rotational angles into the target relationship in real time, the current crankshaft angle of the engine can be directly obtained. The two motors have built-in rotary transformers, and the angle sampling accuracy is much higher than the low-resolution signal of 6° or 10° of the flywheel ring gear. By utilizing the inherent relationship of the planetary gear set mechanical transmission, the crankshaft angle can be calculated in reverse from the angles of the two high-precision motors, which can improve the accuracy of the engine crankshaft angle, obtain a high-resolution, low-latency angle, better meet the active compensation requirements, and also serve as a redundant backup for the engine crankshaft angle, thus improving the user experience.

[0056] The following is about Figure 2 The specific implementation methods of each step in the illustrated embodiments are explained in detail below: In step 201, the first motor is... Figure 1 The first motor, 101, is also called the GM motor. It is connected to the sun gear of the planetary gear set. The second motor is... Figure 1 The second motor 105, also called the TM motor, is connected to the gear ring of the planetary gear set.

[0057] like Figure 2 As shown, a disengagement mechanism can also be provided between the second motor and the gear ring, i.e. Figure 2 The second clutch 106 in the embodiment connects the second motor and the gear ring when the disengagement mechanism is in the closed state. In this embodiment, when a disengagement mechanism is provided between the second motor and the gear ring, the disengagement mechanism is in the closed state.

[0058] Both the first motor and the second motor are equipped with rotary transformers. The first rotation angle of the first motor can be obtained based on the rotary transformer in the first motor, and the second rotation angle of the second motor can be obtained based on the rotary transformer in the second motor.

[0059] A resolver is a high-precision absolute position sensor installed at the end of the motor rotor, with a typical electrical error of ≤ ±0.1° (electrical angle). Through RDC (Resolver-to-Digital Converter), it can provide a rotor position signal with an update cycle of ≤1ms and a resolution of 0.1° electrical angle.

[0060] Understandably, the resolver outputs an analog sine or cosine modulated signal, which cannot be directly read by the controller to determine the rotor angle and speed. The RDC chip can be used to convert the analog resolver signal into a digital rotor angle or speed signal.

[0061] In some embodiments, obtaining the first rotation angle of the first motor includes: if a fault is detected in the rotary transformer of the first motor, obtaining the historical rotation angle of the first motor at the moment before the fault occurs; and calculating the first rotation angle of the first motor based on the historical rotation angle and the rotational speed of the first motor.

[0062] The aforementioned historical rotation angle refers to the rotation angle of the first motor at the last moment before the first motor failed.

[0063] When a fault is detected in the rotary transformer of the first motor, it can be determined that the rotation angle of the first motor cannot be obtained through the rotary transformer at present. At this time, the moment when the rotary transformer failed is recorded as the reference moment. The moment before the reference moment when the rotary transformer did not fail can be obtained. Then, the rotation signal of the first motor collected by the rotary transformer at the moment before the reference moment can be obtained. Based on the rotation model, the historical rotation angle of the first motor at the last moment when the rotary transformer did not fail can be obtained.

[0064] It is understandable that the rotary transformer may malfunction due to problems such as short circuit in the winding, open circuit in the line, high temperature aging, loose connection of connector, electromagnetic interference, etc., which will cause the rotary transformer to be unable to properly collect and output the rotor position and speed signals of the motor. In this case, the rotation angle of the motor cannot be obtained through the rotary transformer.

[0065] After collecting the historical rotation angles of the first motor, the current rotation angle of the first motor can be calculated based on the historical rotation angles, thus obtaining the first rotation angle. Specifically, the rotational speed of the first motor can be obtained, and the current rotation angle of the first motor can be obtained by integrating the historical rotation angles and the rotational speed. The rotational speed of the first motor can specifically be the angular velocity of the first motor.

[0066] As one implementation method, it can be assumed that the output torque of the first motor is zero. When the torque of the first motor is zero, the motor has no electromagnetic torque, and the rotor motion is only constrained by mechanical transmission. At this time, the rotation angle of the first motor changes linearly with the speed. After obtaining the historical rotation angle of the first motor, the speed of the first motor can be obtained, and the speed can be integrated to calculate the current rotation angle of the first motor in real time. The calculation formula for calculating the current rotation angle of the first motor can be shown in the following formula (1): (1) In the above formula (1), The first rotation angle of the first motor. t0 represents the historical rotation angle of the first motor at the last moment before the rotary transformer failed, t1 represents the current moment, and t0 represents the moment when the rotary transformer failed. Let ω be the angular velocity of the first motor.

[0067] In the above method, when the rotary transformer of the first motor is determined to be faulty, the rotation angle of the first motor is estimated based on the historical rotation angle and the rotation speed of the first motor. This ensures that even if a sensor is damaged, the crankshaft angle of the engine can still be calculated based on the estimated rotation angle of the first motor, which improves redundancy reliability and avoids the situation where the crankshaft angle of the engine cannot be calculated due to the failure of a single sensor.

[0068] In step 201, the preset rotational speed relationship is used to characterize the proportional relationship between the angular velocity of the planetary carrier, the angular velocity of the ring gear, and the angular velocity of the sun gear, and is usually obtained based on the characteristics of the planetary gear set mechanism. The preset rotational speed relationship can be specifically shown in the following formula (2): (2) In the above formula (2), This refers to the angular velocity of the planetary carrier (i.e., the angular velocity of the engine crankshaft). For the angular velocity of the gear ring, Let ω be the angular velocity of the sun gear. The planetary gear ratio is obtained by calculating the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear.

[0069] The coefficient of the angular velocity of the planetary carrier in the above formula (2) is: The coefficient of angular velocity of the ring gear is 1, and the coefficient of angular velocity of the sun gear is... The proportional relationship between the angular velocities of the planet carrier, the ring gear, and the sun gear is: Angular velocity of planet carrier : Angular velocity of ring gear : Angular velocity of sun gear = :1: .

[0070] The angles corresponding to the planet carrier, ring gear, and sun gear (the angle and angular velocity are integral relationships) also satisfy the principle of the same linear combination. Figure 1 In the architecture shown, the engine is connected to the planetary carrier, the first motor is connected to the sun gear, and the second motor is connected to the ring gear. The crankshaft angle of the engine can be converted into the angle of the planetary carrier, the rotation angle of the first motor can be converted into the angle of the sun gear, and the rotation angle of the second motor can be converted into the rotation angle of the ring gear. Therefore, the target relationship for calculating the crankshaft angle of the engine can be pre-constructed through the above-mentioned preset speed relationship.

[0071] The target relationship is the relationship between the engine crankshaft angle, the first rotation angle of the first motor, and the second rotation angle of the second motor. It can be used to characterize the proportional relationship between the engine crankshaft angle and the first rotation angle of the first motor and the second rotation angle of the second motor.

[0072] In some embodiments, the target relation is constructed in the following manner: a preset rotational speed relation is converted into a reference relation for calculating the angular velocity of the planetary carrier; the angular velocity of the planetary carrier in the reference relation is replaced with the crankshaft angle of the engine; the angular velocity of the ring gear in the reference relation is replaced with the ratio of the second rotation angle to the target reduction ratio; and the angular velocity of the sun gear in the reference relation is replaced with the first rotation angle, thus obtaining the target relation; the target reduction ratio is the reduction ratio between the second motor and the ring gear.

[0073] Specifically, the angular velocity of the planetary carrier in the preset rotational speed relationship can be... coefficient Transforming to the other side of the relation, we obtain a reference relation with an angular velocity coefficient of 1. Based on this reference relation, the angular velocity of the planetary carrier can be directly calculated. The reference relation can be shown in the following formula (3): (3) In the above formula (3), the angular velocity of the planetary carrier... The coefficient is 1, and the coefficient of the angular velocity of the gear ring is... The coefficient of the angular velocity of the sun gear is .

[0074] Figure 1 In the architecture shown, the engine 104 is mechanically directly connected to the planetary carrier 1021. Therefore, the crankshaft rotation angle of the engine is equal to the rotation angle of the planetary carrier, and the angular velocity of the planetary carrier can be obtained from the reference relationship. It can be directly replaced with the crankshaft angle of the engine.

[0075] Figure 1 In the architecture shown, the first motor 101 is mechanically directly connected to the sun gear 1022. Therefore, the rotation angle of the first motor is equal to the rotation angle of the planet carrier, which allows the angular velocity of the sun gear to be obtained from the reference relation. It can be directly replaced with the first rotation angle of the first motor.

[0076] Figure 1 In the architecture shown, the second motor 105 is connected to the gear ring 1023 through a reduction mechanism. The reduction mechanism corresponds to the target reduction ratio. The rotation angle of the second motor divided by the target reduction ratio is used to obtain the rotation angle of the gear ring. Therefore, the gear ring angular velocity in the reference formula can be replaced with the ratio of the second rotation angle of the second motor to the target reduction ratio.

[0077] By replacing the above reference relation, the target relation can be specifically shown in the following formula (4): (4) In the above formula (4) For the crankshaft angle of the engine, The second rotation angle of the second motor The first rotation angle of the first motor, For planetary gear ratios, The target reduction ratio is specifically the reduction ratio corresponding to the reduction mechanism between the second motor and the gear ring.

[0078] In the above method, by replacing the angular velocity in the reference formula with the corresponding angle through the connection relationship of the first motor, the second motor, the engine and the planetary gear set, the target formula can be constructed. The target formula for calculating the engine crankshaft angle by the rotation angle of the first motor and the rotation angle of the second motor is obtained simply and efficiently, ensuring that the high-precision engine crankshaft angle can be calculated based on the target formula in the subsequent calculation.

[0079] The first rotation angle of the first motor is obtained. The second rotation angle of the second motor Then, the first rotation angle can be... Second rotation angle Substituting into the above formula (4), the current crankshaft angle of the engine is calculated. .

[0080] It is understandable that the planetary gear ratio in the above formula (4) and target deceleration ratio Since it is a calibration value, the first rotation angle can be directly set. Second rotation angle Substituting into the above formula (4), the current crankshaft angle of the engine is calculated. .

[0081] In some embodiments, the planetary gear ratio of the current vehicle can be obtained. and target deceleration ratio , rotate the first angle Second rotation angle Planetary gear ratio and target deceleration ratio Substituting into the above formula (4), the current crankshaft angle of the engine is calculated. .

[0082] For example, the first rotation angle of the first motor =30°, the second rotation angle of the second motor =60°, planetary gear ratio =2.5, target deceleration ratio =3, substituting the above value into formula (4), the current crankshaft angle of the engine can be calculated. =1 / (1+2.5)*(60° / 3)+2.5 / (1+2.5)*30°≈27.14°.

[0083] In some embodiments, the method further includes: constructing a relational expression for calculating a target calibration angle; the target calibration angle being used to represent the deviation between the current crankshaft angle of the engine calculated based on the target relational expression and the actual crankshaft angle of the engine; and updating the target relational expression based on the relational expression for the target calibration angle.

[0084] The aforementioned target calibration angle refers to the deviation between the current crankshaft angle of the engine calculated based on the above formula (4) and the actual crankshaft angle of the engine. The deviation may include three parts: the deviation caused by the conversion of the angle of the first motor to the angle of the sun gear, the deviation caused by the conversion of the angle of the second motor to the angle of the gear ring, and the deviation caused by the conversion of the angle of the sun gear and the angle of the gear ring to the angle of the planet carrier.

[0085] After obtaining the above formula (4), the relationship for calculating the target calibration angle can also be constructed based on the above three deviations.

[0086] In some embodiments, constructing a relational formula for calculating the target calibration angle includes: constructing a relational formula for calculating the target calibration angle based on a first offset angle between the first motor and the sun gear, a second offset angle between the second motor and the gear ring, an initial calibration angle, and the target relational formula.

[0087] There is a first offset angle between the first motor and the sun gear. Specifically, the first offset angle is the phase deviation between the rotor of the first motor and the sun gear. After the vehicle is manufactured and assembled, this phase deviation value will no longer change. During the vehicle off-line calibration stage, the first offset angle will be measured and stored in the controller. During the operation of the vehicle, the pre-calibrated and stored first offset angle between the first motor and the sun gear can be read directly.

[0088] The second offset angle is a fixed mechanical installation offset angle, which is the phase deviation between the output end of the reduction mechanism and the planetary gear ring after the second motor rotor passes through the reduction mechanism. This phase deviation does not change after the vehicle is manufactured and assembled. During calculation, the rotation angle of the second motor rotor must first be converted to the equivalent angle on the gear ring side based on the transmission ratio of the reduction mechanism, and then this mechanical installation offset angle is added to obtain the true mechanical angle of the gear ring. This offset angle is calibrated and stored in the controller once when the vehicle rolls off the production line. During vehicle operation, this pre-calibrated and stored second offset angle between the second motor and the gear ring can be directly read.

[0089] The initial calibration angle is the deviation caused by converting the angles of the sun gear and the ring gear into the angle of the planet carrier.

[0090] Based on the first offset angle, the deviation caused by converting the angle of the first motor to the angle of the sun gear can be obtained. Based on the second offset angle, the deviation caused by converting the angle of the second motor to the angle of the ring gear can be obtained. Based on the initial calibration angle, the deviation caused by converting the angles of the sun gear and the ring gear to the angles of the planet carrier can be obtained. Therefore, based on the first offset angle, the second offset angle, the initial calibration angle, and the reference relationship, a formula for calculating the target calibration angle can be constructed.

[0091] As one implementation method, the step of constructing a relational expression for calculating the target calibration angle based on the first bias angle, the second bias angle, the initial calibration angle, and the target relational expression may include: replacing the ratio of the second rotation angle to the target deceleration ratio in the target relational expression with the first relational expression, replacing the first rotation angle in the target relational expression with the second relational expression, and adding the initial calibration angle to one side of the first relational expression and the second relational expression to obtain an auxiliary relational expression; the first relational expression represents the sum of the ratio of the second rotation angle to the target deceleration ratio and the second bias angle; the second relational expression represents the sum of the first rotation angle and the first bias angle. The auxiliary relational expression can be specifically shown in the following formula (5): (5) In formula (5), The first relationship is the ratio of the second rotation angle to the target deceleration ratio. Replacement obtained, The second relation is derived from the first rotation angle. Replacement obtained, This is the initial calibration angle. In the first relational expression... For the second offset angle, in the second relationship... This is the first offset angle.

[0092] After obtaining the auxiliary relation shown in formula (5), the ratio in the first relation of the auxiliary relation can be... Second offset angle Multiply by the coefficients of the first relation respectively and the first rotation angle in the second relation and the first offset angle Multiply by the coefficients of the second relation respectively The auxiliary relation is expanded to obtain an expansion of multiple terms. The specific expansion can be shown in the following formula (6): (6) Formula (6) above includes the ratio. Multiply by a coefficient The first item, the second offset angle Multiply by a coefficient The second item, the first rotation angle Multiply by a coefficient The third item, the first offset angle Multiply by a coefficient The fourth item, and the initial calibration angle (the fifth item).

[0093] After obtaining the expansion formula, the terms including the first offset angle, the terms including the second offset angle, and the terms including the initial calibration angle can be added to obtain the formula for calculating the target calibration angle. Specifically, the second, fourth, and fifth terms in formula (6) can be added to obtain the formula for calculating the target calibration angle. The formula for calculating the target calibration angle is shown in the following formula (7): (7) In the above formula (7), To calibrate the angle for the target, For the term that includes the second offset angle (specifically the second term in formula (6)), For the term including the first offset angle (specifically the fourth term in formula (6)). The term includes the initial calibration angle, specifically the initial calibration angle (the fifth term in formula (6)).

[0094] As another implementation, the step of constructing the formula for calculating the target calibration angle based on the first bias angle, the second bias angle, the initial calibration angle and the target formula may include: obtaining the first coefficient corresponding to the first rotation angle and the second coefficient corresponding to the second rotation angle in the target formula, and adding the third formula of the first coefficient multiplied by the first bias angle, the fourth formula of the second coefficient multiplied by the second bias angle and the initial calibration angle to obtain the formula for calculating the target calibration angle.

[0095] The first rotation angle in formula (4) above The corresponding first coefficient is Second rotation angle The corresponding second coefficient is Then the relationship for calculating the target calibration angle is the above formula (7).

[0096] In the above method, the relationship for calculating the target calibration angle is constructed by using the first bias angle, the second bias angle, and the initial calibration angle. This comprehensively considers the errors caused by the first motor, the second motor, and the planetary gear set, ensuring that after updating the target relationship based on the relationship for calculating the target calibration angle, a more accurate current crankshaft angle of the engine can be obtained.

[0097] After obtaining the formula for the target calibration angle, the target formula can be updated based on the formula for the target calibration angle to obtain the updated target formula. The updated target formula may include the above-mentioned formula for calculating the target calibration angle, so as to calibrate the current crankshaft angle of the engine calculated based on formula (4) in the above embodiment, and obtain a current crankshaft angle that is closer to the actual crankshaft angle of the engine.

[0098] Specifically, the target calibration angle can be added to one side of the first rotation angle and the second rotation angle of the target relation to obtain the updated target relation. The updated target relation can be shown in the following formula (8): (8) In the above formula (8) The angle for calibrating the target can be expressed as the above formula (7).

[0099] After obtaining the updated target relation, i.e. the above formula (8), the first rotation angle and the second rotation angle can be substituted into the above formula (8) to calculate the current crankshaft angle of the engine.

[0100] Specifically, it can obtain the planetary gear ratio of the current vehicle. and target deceleration ratio The target calibration angle is calculated based on formula (7). , rotate the first angle Second rotation angle Planetary gear ratio and target deceleration ratio and target calibration angle Substituting into the above formula (4), the current crankshaft angle of the engine is calculated. .

[0101] It is understandable that the second offset angle in formula (7) First offset angle Initial calibration angle All values ​​are pre-calibrated fixed values, and the corresponding values ​​and planetary gear ratios can be obtained by acquiring them. The value of is substituted into formula (7) to calculate the target calibration angle. .

[0102] In the above method, by constructing and updating the target relational formula for calculating the target calibration angle, the current crankshaft angle calculated by the updated target relational formula can be closer to the actual crankshaft angle of the engine, thereby improving the calculation accuracy of the engine crankshaft angle.

[0103] In some embodiments, the second offset angle specified above is... First offset angle Initial calibration angle All of these factors can be affected by the vehicle's different operating conditions, leading to changes in the target calibration angle calculated based on the calibration values. If this is not accurate enough, the target calibration angle can be calculated and updated in real time using the missing tooth signal. The following example illustrates this situation in detail: In some embodiments, the method further includes: in the event of a first-time interruption triggered by a missing tooth signal, obtaining a first initial rotation angle of the first motor and a second initial rotation angle of the second motor; wherein the first-time interruption is triggered when the crankshaft of the engine passes the first missing tooth position; determining the initial crankshaft angle of the engine based on the missing tooth signal; and calculating the value of the target calibration angle by substituting the first initial rotation angle, the second initial rotation angle, and the initial crankshaft angle into the updated target relation.

[0104] The aforementioned missing tooth signal is taken from the engine flywheel ring gear. The flywheel ring gear has evenly distributed sensing teeth, while deliberately reserving 1 to 2 unmachined tooth positions to form a missing tooth structure. The crankshaft speed sensor collects tooth profile pulse signals in real time. The missing tooth position will generate a unique waveform with a pulse gap. The controller can identify the pulse gap feature and accurately locate the crankshaft compression top dead center reference position. This reference corresponds to a fixed crankshaft angle (a preset angle before compression top dead center). This pulse signal is the missing tooth signal.

[0105] The controller hardware continuously reads the flywheel tooth pulses in real time. Normally, each tooth will generate high and low level pulses at fixed intervals. When the flywheel reaches the missing tooth position, the pulses that should appear disappear. The controller detects this abnormal interval and immediately pauses the currently running calculation program, prioritizing the task of "finding the absolute zero point of the crankshaft". This action is called missing tooth signal trigger interrupt.

[0106] Figure 3 This is a schematic diagram of a missing tooth signal provided in an embodiment of this application.

[0107] For example, such as Figure 3 As shown, the engine flywheel has 60 teeth but is missing 2 teeth. Each pulse represents one tooth, and there are two missing teeth in the middle. The pulse is missing at the position where two teeth are missing. This pulse signal is the missing tooth signal.

[0108] When the crankshaft of the engine passes the first missing tooth position, the above missing tooth signal is triggered to interrupt for the first time; at the moment when the missing tooth signal is triggered to interrupt for the first time, the rotation angle of the first motor currently collected by the rotary transformer is obtained to obtain the first initial rotation angle; the rotation angle of the second motor currently collected by the rotary transformer is obtained to obtain the second initial rotation angle.

[0109] The mechanical mounting position of the missing tooth on the flywheel is fixed, and the moment the missing tooth signal triggers the interruption corresponds to the unique fixed mechanical position of the crankshaft. After the controller recognizes the interruption triggered by the missing tooth signal, it can directly determine the absolute angle of the crankshaft at this moment and obtain the initial crankshaft angle of the engine.

[0110] At this time, the initial crankshaft angle, the first initial rotation angle, and the second initial rotation angle of the engine are all the angles at the moment when the missing tooth signal first triggers the interruption. They should satisfy the target relation. The first initial rotation angle, the second initial rotation angle, and the initial crankshaft angle of the engine can be substituted into the updated target relation, i.e., the above formula (8), to calculate the value of the target calibration angle so that the target relation holds.

[0111] For example, the first initial rotation angle =30° and second initial rotation angle =60°, planetary gear ratio =2.5, target deceleration ratio =3, the current crankshaft angle of the engine. =30°, substituting into the above formula (8), we get: 30°=1 / (1+2.5)*(60° / 3)+2.5 / (1+2.5)*30°+ ; Calculation yields ≈30°-27.14°=2.86°.

[0112] When calculating the engine crankshaft angle later, the value of the target calibration angle obtained in this calculation, the real-time rotation angle of the first motor, and the real-time rotation angle of the second motor can be substituted into the updated target relationship, i.e., the above formula (8), to calculate the real-time crankshaft angle of the engine.

[0113] In the above method, the actual initial crankshaft angle of the engine can be determined by triggering an interrupt through a missing tooth signal. Substituting the first initial rotation angle of the first motor and the second initial rotation angle of the second motor at the time of triggering the interrupt into the updated target relationship, the value of the target calibration angle that conforms to the current actual situation can be obtained by reverse deduction. This ensures that the current crankshaft angle of the engine can be accurately obtained based on the value of the target calibration angle, and further improves the calculation accuracy of the crankshaft angle.

[0114] In some embodiments, the method further includes: if the duration between the reference time for calculating the value of the target calibration angle and the current time is greater than a preset duration, or if the number of crankshaft rotations of the engine after determining the target calibration angle is greater than a preset number of rotations, then the value of the target calibration angle is corrected based on the missing tooth signal.

[0115] The moment when the target calibration angle value is obtained by reverse calculation in the above embodiment is recorded as the reference time. The time is started from the reference time to obtain the duration between the reference time and the current time.

[0116] The preset duration is the interval between the values ​​of the target calibration angle that are set in advance. Specifically, it refers to the minimum time interval set between two consecutive executions of the "reverse calculation of target calibration angle based on missing tooth signal" operation, in seconds (s). For example, the preset duration can be 10 seconds.

[0117] If the duration between the reference time and the current time is detected to be longer than the preset duration, it can be determined that the target calibration angle needs to be calculated again based on the missing tooth signal to obtain a new target calibration angle value, and the previous target calibration angle value is updated to the new target calibration angle value to correct the target calibration angle value.

[0118] Starting from the value of the target calibration angle obtained by reverse calculation in the above embodiments, the number of rotations of the engine crankshaft is recorded to obtain the number of rotations of the engine crankshaft after calculating the value of the target calibration angle.

[0119] The preset number of revolutions is the number of engine crankshaft rotations between the time interval of the pre-set target calibration angle value. Specifically, it refers to the minimum number of engine crankshaft rotations set between two consecutive "target calibration angle based on missing tooth signal" operations. The preset number of revolutions can be, for example, 1000 revolutions.

[0120] If the number of crankshaft rotations of the engine exceeds the preset number after the value of the calculated target calibration angle is detected, it can be determined that the value of the target calibration angle needs to be calculated again based on the missing tooth signal to obtain a new value of the target calibration angle. The previous value of the target calibration angle is then updated to the new value of the target calibration angle to correct the value of the target calibration angle.

[0121] The steps of back-deriving the target calibration angle based on the missing tooth signal include: when the duration between the reference time and the current time is greater than the preset duration, after detecting the missing tooth signal and triggering an interrupt, obtaining the third initial rotation angle of the first motor and the fourth initial rotation angle of the second motor; determining the initial crankshaft angle of the engine based on the missing tooth signal; substituting the third initial rotation angle, the fourth initial rotation angle and the initial crankshaft angle of the engine into the updated target relationship, i.e., the above formula (8), back-deriving the target calibration angle.

[0122] In some embodiments, the operation of timing or recording the number of engine crankshaft rotations can be performed cyclically starting from the value of the target calibration angle. Then, when the timing duration is longer than a preset duration or the number of engine crankshaft rotations is greater than a preset number, the value of the target calibration angle is corrected based on the missing tooth signal.

[0123] In some embodiments, when the engine is stopped, the current crankshaft angle of the engine and the value of the target calibration angle calculated during this operation can be recorded so that when the engine is started later, the current crankshaft angle of the engine can be calculated based on the recorded values ​​of the crankshaft angle and the target calibration angle.

[0124] In the above method, after calculating the value of the target calibration angle, the value of the target calibration angle is recalculated and corrected after a certain time interval or a certain number of engine crankshaft rotations. This ensures the accuracy of the target calibration angle value and avoids excessive error accumulation due to prolonged lack of correction, which could lead to inaccurate engine crankshaft angle calculation.

[0125] Figure 4 This is a schematic diagram of a crankshaft angle determination device provided in an embodiment of this application. It 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.

[0126] For example, such as Figure 4 As shown, the device 400 includes: The acquisition module 401 is used to acquire the first rotation angle of the first motor and the second rotation angle of the second motor; The calculation module 402 is used to substitute the first rotation angle and the second rotation angle into the target relation to calculate the current crankshaft angle of the engine. The target relation refers to the relationship between the engine crankshaft angle, the first rotation angle of the first motor and the second rotation angle of the second motor. The target relation is constructed based on the preset speed relation, which is used to characterize the proportional relationship between the angular velocity of the planetary carrier, the angular velocity of the ring gear and the angular velocity of the sun gear.

[0127] In some embodiments, the device 400 further includes: a first construction module, configured to convert a preset rotational speed relationship into a reference relationship for calculating the angular velocity of the planetary carrier; replace the angular velocity of the planetary carrier in the reference relationship with the crankshaft angle of the engine; replace the angular velocity of the ring gear in the reference relationship with the ratio of a second rotation angle to a target reduction ratio; and replace the angular velocity of the sun gear in the reference relationship with a first rotation angle to obtain a target relationship; the target reduction ratio is the reduction ratio between the second motor and the ring gear.

[0128] In some embodiments, the device 400 further includes: a second construction module for constructing a relational expression for calculating a target calibration angle; the target calibration angle is used to represent the deviation between the current crankshaft angle of the engine calculated based on the target relational expression and the actual crankshaft angle of the engine; and the target relational expression is updated based on the relational expression for the target calibration angle.

[0129] In some embodiments, the second building module is specifically used to: build a formula for calculating the target calibration angle based on the first bias angle between the first motor and the sun gear, the second bias angle between the second motor and the gear ring, the initial calibration angle, and the target formula.

[0130] In some embodiments, the calculation module 402 is further configured to, in the event of a first-time interruption triggered by the missing tooth signal, acquire a first initial rotation angle of the first motor and a second initial rotation angle of the second motor; wherein, the first-time interruption is triggered when the crankshaft of the engine passes the first-time missing tooth position; determine the initial crankshaft angle of the engine based on the missing tooth signal; and calculate the value of the target calibration angle by substituting the first initial rotation angle, the second initial rotation angle, and the initial crankshaft angle into the updated target relational expression.

[0131] In some embodiments, the calculation module 402 is further configured to correct the value of the target calibration angle based on the missing tooth signal if the duration between the reference time for calculating the value of the target calibration angle and the current time is greater than a preset duration, or if the number of crankshaft rotations of the engine after calculating the value of the target calibration angle is greater than a preset number of rotations.

[0132] In some embodiments, the acquisition module 401 is specifically used to: if a fault is detected in the rotary transformer of the first motor, acquire the historical rotation angle of the first motor at the moment before the fault occurred; and calculate the first rotation angle of the first motor based on the historical rotation angle and the rotation speed of the first motor.

[0133] In some embodiments, the second construction module is specifically used to: obtain the first coefficient corresponding to the first rotation angle and the second coefficient corresponding to the second rotation angle in the target relation; and add the relation of multiplying the first coefficient by the first offset angle, the relation of multiplying the second coefficient by the second offset angle, and the initial calibration angle to obtain the relation for calculating the target calibration angle.

[0134] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0135] For example, such as Figure 5 As 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 method for determining a crankshaft angle.

[0136] 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 crankshaft angle determination method provided in embodiments of this application.

[0137] 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.

[0138] 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.

[0139] It should be understood that the device provided in this embodiment is used to perform the above-described method for determining the crankshaft angle, and therefore can achieve the same effect as the above-described implementation method.

[0140] 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.

[0141] 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.

[0142] 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 crankshaft angle determination method provided in the above embodiments.

[0143] 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 the crankshaft angle determination method provided in the above embodiment.

[0144] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement the crankshaft angle determination method provided in the above embodiment.

[0145] 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.

[0146] 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.

[0147] 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.

[0148] 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 method for determining crankshaft angles, 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: Obtain the first rotation angle of the first motor and the second rotation angle of the second motor; Substituting the first rotation angle and the second rotation angle into the target relational expression, the current crankshaft angle of the engine is determined; the target relational expression refers to the relationship between the engine crankshaft angle, the first rotation angle of the first motor, and the second rotation angle of the second motor. The target relationship is constructed based on a preset rotational speed relationship, which is used to characterize the proportional relationship between the angular velocity of the planet carrier, the angular velocity of the ring gear, and the angular velocity of the sun gear.

2. The method according to claim 1, characterized in that, The target relation is constructed in the following way: The preset rotational speed relationship is converted into a reference relationship for calculating the angular velocity of the planetary carrier; The target relationship is obtained by 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 the second rotation angle to the target reduction ratio, and replacing the angular velocity of the sun gear in the reference relationship with the first rotation angle; the target reduction ratio is the reduction ratio between the second motor and the ring gear.

3. The method according to claim 2, characterized in that, The method further includes: A formula is constructed to calculate the target calibration angle; the target calibration angle is used to represent the deviation between the current crankshaft angle of the engine calculated based on the target formula and the actual crankshaft angle of the engine. Based on the relationship of the target calibration angle, update the target relationship.

4. The method according to claim 3, characterized in that, The formula for constructing the target calibration angle includes: Based on the first offset angle between the first motor and the sun gear, the second offset angle between the second motor and the gear ring, the initial calibration angle, and the target relationship, a relationship for calculating the target calibration angle is constructed.

5. The method according to claim 3, characterized in that, The method further includes: In the event of the first interruption triggered by the missing tooth signal, the first initial rotation angle of the first motor and the second initial rotation angle of the second motor are obtained; wherein, the first interruption is triggered when the crankshaft of the engine passes the first missing tooth position; The initial crankshaft angle of the engine is determined based on the missing tooth signal; The target calibration angle is calculated by substituting the first initial rotation angle, the second initial rotation angle, and the initial crankshaft angle into the updated target relation.

6. The method according to claim 5, characterized in that, The method further includes: If the time between the reference time for calculating the value of the target calibration angle and the current time is greater than a preset time, or if the number of crankshaft rotations of the engine after calculating the value of the target calibration angle is greater than a preset number of rotations, then the value of the target calibration angle is corrected based on the missing tooth signal.

7. The method according to any one of claims 1 to 6, characterized in that, The step of obtaining the first rotation angle of the first motor includes: If a fault is detected in the rotary transformer of the first motor, the historical rotation angle of the first motor at the moment before the fault occurs is obtained. Based on the historical rotation angle and the rotational speed of the first motor, the first rotation angle of the first motor is calculated.

8. The method according to claim 4, characterized in that, The step of constructing a formula for calculating the target calibration angle based on the first offset angle between the first motor and the sun gear, the second offset angle between the second motor and the gear ring, the initial calibration angle, and the target formula includes: Obtain the first coefficient corresponding to the first rotation angle and the second coefficient corresponding to the second rotation angle in the target relation; The formula for calculating the target calibration angle is obtained by multiplying the first coefficient by the first bias angle, the formula for multiplying the second coefficient by the second bias angle, and the initial calibration angle.

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 a computer program that, when executed, implements the method as described in any one of claims 1 to 8.

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