Vehicle control method and apparatus

Abstract

A vehicle control method and apparatus, which relate to the field of electric vehicles. In the method, at an idle speed of an engine, a correspondence between the angle of a crankshaft of the engine and a rotary transformer of a generator is determined by means of a rotation speed signal collected by the rotary transformer of the generator and in combination with an ignition advance angle of the engine and the angle of the rotary transformer of the generator, the phase waveform of a compensation torque of the generator is generated, an offset phase is calibrated on the basis of a delay, and then a compensation torque of the engine is calculated; further, with the fluctuation of the torque of the engine and the fluctuation of a rotation speed of the generator as targets, adaptive optimization is performed on the compensation torque of the generator, so as to obtain a final compensation torque of the generator; and the final compensation torque is loaded by means of the generator. Therefore, rotation speed pulsation caused by the cancellation of a flywheel and a torsional damper on the engine is reduced, and the NVH performance of the whole vehicle is improved.

Description

A vehicle control method and device

[0001] This application claims priority to Chinese Patent Application No. 202411999716.7, filed with the China National Intellectual Property Administration on December 31, 2024, entitled "A Vehicle Control Method and Apparatus", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of automotive technology, and in particular to a vehicle control method and device. Background Technology

[0003] With the continuous development of hybrid electric vehicle (HEV) technology (such as range-extended electric vehicles), lightweighting and cost reduction of engines and their accessories have become core demands in the industry. In HEV systems, key components such as the engine and its flywheel are often sourced, which are not only costly but also account for a significant portion of the vehicle's weight. To reduce overall vehicle costs and weight, domestic and international manufacturers have begun exploring design solutions that eliminate the engine flywheel and torsional damper. This approach not only helps reduce material and manufacturing costs but also significantly reduces the overall vehicle weight, thereby improving fuel economy and driving performance.

[0004] However, eliminating the flywheel and torsional damper makes the torque variation during different strokes of the engine more significant, resulting in an irregular output torque curve. This irregular output torque leads to larger speed pulsations, which in turn affect the vehicle's noise, vibration, and harshness (NVH) performance. Increased speed pulsations can degrade the driving experience and may even cause mechanical failures; therefore, effective suppression of speed pulsations is essential.

[0005] To address the aforementioned issues, no effective solution has yet been proposed in the existing technology to suppress the speed pulsation of a hybrid engine after the flywheel and torsional damper are removed. Summary of the Invention

[0006] This application provides a vehicle control method and apparatus that can effectively suppress engine speed pulsation after the flywheel and torsional damper are removed.

[0007] Firstly, embodiments of this application provide a vehicle control method. This method can be applied to a vehicle's built-in or external controller, or a component within the controller, such as a chip. As a possible example, the controller can be a motor controller or a body controller. Implementing the above method through a motor controller mainly involves controlling the generator to suppress engine speed pulsations. Data does not need to be acquired externally, making it simple, convenient, and responsive. The following description uses a motor controller as the executing entity. The method includes:

[0008] The motor controller acquires the speed fluctuations of the generator and / or engine, with the generator and engine rigidly connected;

[0009] If the fluctuation condition is not met, the motor controller adjusts the generator's compensation torque until the fluctuation condition is met. The generator's compensation torque is used to adjust the generator's output torque. The fluctuation condition includes a first fluctuation condition for constraining speed fluctuation. Meeting the fluctuation condition includes the generator and / or engine speed fluctuation meeting the first fluctuation condition. The first fluctuation condition includes the generator and / or engine speed fluctuation being less than or equal to a first threshold.

[0010] The motor controller adjusts the generator's output torque based on the final compensation torque, which is the compensation torque when the speed fluctuation of the generator and / or engine meets the first fluctuation condition.

[0011] The vehicle control method proposed in this application accurately acquires the speed fluctuation of the generator under the action of compensating torque, and dynamically adjusts the compensating torque based on the fluctuation conditions until a preset speed fluctuation limit is met, thereby obtaining a better compensating torque and maximizing the reduction of engine noise. This result-oriented adaptive optimization process can effectively reduce the speed fluctuation when the generator and engine are rigidly connected, improve the stability of the vehicle power system, reduce the generation of vibration and noise, and significantly improve driving comfort and ride experience. In particular, by setting the first fluctuation condition as the speed fluctuation of the generator and / or engine being less than or equal to a first threshold, this application embodiment can quantify and accurately control the speed fluctuation range of the generator and / or engine, ensuring that the power system maintains a low speed fluctuation level under various operating conditions, further enhancing the vehicle's NVH performance.

[0012] The aforementioned vehicle control method is applied to a first vehicle, which includes a generator, an electric motor, and a motor controller. The generator is rigidly connected to the engine, meaning they are relatively perpendicular. Exemplarily, the connection between the generator and engine can be a direct connection via bolts, flanges, or a drive shaft. For example, the generator is used to connect to the (range extender) engine via the drive shaft, and the (range extender) engine outputs a target torque to the drive shaft to rotate the generator's rotor. During the process of the range extender engine outputting the target torque to the drive shaft to rotate the generator's rotor, the motor controller outputs current to the generator to control the generator to output a compensating torque to the drive shaft. The compensating torque and the target torque are in opposite directions. Optionally, in this embodiment, the generator and engine are connected via a drive shaft. Since the engine and generator are coaxially connected, the rotational speed of the range extender engine is equal to the rotational speed of the generator.

[0013] Optionally, in the scenario described above where the motor controller obtains the generator's speed fluctuation, it is more convenient and faster for the motor controller to obtain relevant data such as the speed fluctuation of the directly connected generator, and the constraint on the compensation torque is more accurate and has less delay.

[0014] It should be understood that the above-mentioned adjustment of the generator's compensation torque is performed when the speed fluctuation does not meet the fluctuation conditions (including the first fluctuation condition). When the fluctuation conditions are met, the above-mentioned actions related to adjusting the generator's compensation torque are not performed.

[0015] Optionally, the above-mentioned adjustment of the generator's compensation torque includes one or more adjustment operations, but it should be understood that the compensation torque that satisfies the fluctuation conditions, whether after one adjustment operation or after multiple adjustment operations, can be called the final compensation torque.

[0016] In one alternative implementation, the motor controller may also perform the following operations to adjust the generator's compensating torque:

[0017] When the generator's compensation torque is the first compensation torque, and the speed fluctuation of the generator and / or engine does not meet the first fluctuation condition, the motor controller will adjust the first compensation torque to the second compensation torque.

[0018] In this embodiment, the optimal compensation torque is obtained through one or more adjustment operations, which improves the smoothness of the vehicle power system and reduces the generation of vibration and noise.

[0019] In the above embodiments, the first compensation torque can be an initial compensation torque. Optionally, the first compensation torque can be preset, factory-set, or calculated. Optionally, the initial stage of adjusting the generator's compensation torque begins with the first compensation torque, that is, by outputting the first compensation torque, the speed fluctuation of the generator and / or engine is obtained, thereby constraining the compensation torque. When the generator's compensation torque is the first compensation torque, and the speed fluctuation of the generator and / or engine does not meet the first fluctuation condition, the first compensation torque is adjusted to obtain the second compensation torque.

[0020] Optionally, the second compensation torque may be the final compensation torque or an intermediate compensation torque. For example, if the generator's compensation torque is the second compensation torque and the speed fluctuation of the generator and / or engine meets the first fluctuation condition, then the second compensation torque is the final compensation torque. If it does not meet the condition, then the second compensation torque is an intermediate compensation torque. The generator's compensation torque can be adjusted based on the second compensation torque to obtain the third compensation torque. The adjustment operation is continuously performed until the speed fluctuation corresponding to a certain compensation torque meets the fluctuation condition.

[0021] In one alternative implementation, the motor controller may also perform the following operations:

[0022] The motor controller acquires the torque fluctuation of the engine and / or generator, and the fluctuation condition includes a second fluctuation condition for constraining the torque fluctuation of the engine and / or generator. Satisfying the fluctuation condition includes the torque fluctuation of the engine and / or generator satisfying the second fluctuation condition. The second fluctuation condition includes the torque fluctuation of the engine and / or generator being less than or equal to a second threshold.

[0023] While controlling speed fluctuations, this embodiment also considers torque fluctuations. By setting a second fluctuation condition, dual constraints on torque and speed fluctuations are achieved. This dual control strategy is mainly based on the fact that the purpose of this embodiment is to reduce engine torque fluctuations. Starting from this objective, the torque fluctuation constraint condition, combined with the relatively more accurate speed fluctuation constraint condition, not only optimizes the overall performance of the powertrain but also reduces the adverse effects of possible model or prediction operations on adjusting compensation torque. This further reduces the impact of engine and / or generator torque fluctuations on vehicle running smoothness and improves the overall driving quality of the vehicle.

[0024] In one alternative implementation, the motor controller may also perform the following operations before acquiring the speed fluctuations of the generator and / or engine:

[0025] The motor controller acquires the first compensation torque, which is related to the crankshaft angle of the engine and the resolver signal of the generator.

[0026] In this embodiment, before adjusting the compensation torque, a first compensation torque related to the engine crankshaft angle and generator resolver signal is obtained, providing accurate initial data for subsequent dynamic adjustments, ensuring the accuracy and effectiveness of the compensation torque adjustment, thereby improving the stability and reliability of the entire control process.

[0027] In one alternative implementation, in obtaining the first compensation torque described above, the motor controller may further perform the following operations:

[0028] The motor controller acquires the crankshaft angle information and the speed information from the resolver signal of the engine;

[0029] The motor controller determines the first compensation torque based at least on the correspondence between crankshaft angle information and speed information.

[0030] In this embodiment, by acquiring the crankshaft angle information of the engine and the rotational speed information from the resolver signal of the generator, as well as the correspondence between the two, it is possible to avoid the situation of temporarily acquiring relevant engine signals during the later determination of the first compensation torque. This reduces the time delay caused by data acquisition, resulting in a faster compensation torque. In practical applications, it also provides more accurate noise and fluctuation elimination. Compared with the traditional method of acquiring engine signals and then performing compensation torque calculation, this compensation torque calculation method based on actual operating data is faster and can better adapt to changes in demand under different operating conditions.

[0031] In one optional implementation, determining the first compensation torque is based at least on the correspondence between crankshaft angle information and rotational speed information, including:

[0032] Based on the correspondence, the initial compensation torque is determined;

[0033] Determine the delay time for the compensation torque, which is related to the vehicle's information transmission delay;

[0034] The first compensation torque is determined based on the initial compensation torque and the delay time.

[0035] In determining the compensation torque, this embodiment considers not only the initial compensation torque but also the impact of information transmission delay on the compensation torque. By determining the delay time of the compensation torque and adjusting the first compensation torque accordingly, this embodiment further improves the accuracy and timeliness of the compensation torque, avoiding a situation where the waveform of the compensation torque cannot correspond to the actual torque of the engine due to the transmission delay of control information during the output of the first compensation torque, and more effectively reducing the speed fluctuation of the power system.

[0036] In one optional implementation, the above-described acquisition of the engine crankshaft angle information and the rotational speed information in the resolver signal includes the following operations:

[0037] The motor controller acquires crankshaft angle information and speed information from resolver signals while the engine is idling.

[0038] By acquiring crankshaft angle information and rotational speed information from the resolver signal while the engine is idling, the embodiments of this application ensure the stability and accuracy of the data. This data acquisition method avoids interference and errors that may occur when the engine is operating under high load, providing a reliable basis for subsequent calculations and adjustments.

[0039] In one alternative implementation, the correspondence between crankshaft angle information and speed information is determined based on the ignition advance angle of the engine and the angle information in the resolver signal of the generator.

[0040] By determining the correspondence between crankshaft angle information and speed information based on the ignition advance angle and the angle information in the generator resolver signal, the embodiments of this application can more accurately reflect the actual operating state of the engine and generator. Establishing this correspondence provides a more precise basis for the subsequent calculation and adjustment of compensation torque.

[0041] In one alternative implementation, the generator's compensation torque is a square wave torque, and the average of the first compensation torque, the second compensation torque, and the final compensation torque over a single power cycle of the engine is 0.

[0042] The compensation torque in this embodiment is a square wave torque, and its average value over a single engine power cycle is 0. This design not only simplifies the calculation and adjustment process of the compensation torque but also avoids the additional impact of the compensation torque on the engine output power, thereby improving the efficiency and stability of the entire power system.

[0043] Secondly, this application provides another vehicle control method, which can be applied to an electronic device or a controller. It is understood that the executing entity of this method can be the electronic device itself, or a component within the electronic device, such as a chip, or the controller itself, or a component within the controller. If this method is applied to a controller, refer to the relevant description in the first aspect. The second aspect is mainly described using an electronic device as the executing entity. Specifically, it includes the following operations:

[0044] Electronic equipment acquires the crankshaft angle of the engine and the resolver signal of the generator, which is rigidly connected to the engine;

[0045] The electronic equipment determines the first compensation torque of the generator based on the correspondence between crankshaft angle information and speed information. The first compensation torque is used to adjust the speed fluctuations of the generator and / or engine.

[0046] The vehicle control method proposed in this application acquires the crankshaft angle of the engine and the resolver signal of the generator, and determines the first compensation torque of the generator based on the correspondence between the two, thereby achieving precise control of generator speed fluctuations. This method avoids the need to temporarily acquire relevant engine signals during the later determination of the first compensation torque, reducing the time delay caused by data acquisition, resulting in a faster compensation torque, effectively improving the smoothness and reliability of the power system, reducing vibration and noise generation, and enhancing driving comfort and passenger experience.

[0047] In one alternative implementation, determining the first compensation torque based on the correspondence described above includes the following operations:

[0048] The electronic equipment determines the initial compensation torque based on the correspondence.

[0049] The electronic equipment determines the delay time for compensating torque, and this delay time is related to the vehicle's information transmission latency;

[0050] The electronic device determines the first compensation torque based on the initial compensation torque and the delay time.

[0051] When determining the first compensation torque, this embodiment of the application considers not only the initial compensation torque but also the impact of information transmission delay on the compensation torque. By determining the delay time of the compensation torque and adjusting the first compensation torque accordingly, this embodiment of the application further improves the accuracy and timeliness of the compensation torque, thereby more effectively reducing the speed fluctuation of the power system.

[0052] In one optional implementation, acquiring the crankshaft angle information of the engine and the speed information in the resolver signal includes the following operations:

[0053] When the engine is idling, the electronic equipment acquires crankshaft angle information and speed information from the resolver signal.

[0054] By acquiring crankshaft angle information and rotational speed information from the resolver signal while the engine is idling, the embodiments of this application ensure the stability and accuracy of the data. This data acquisition method avoids interference and errors that may occur when the engine is operating under high load, providing a reliable basis for subsequent calculations and adjustments.

[0055] In one alternative implementation, the correspondence between crankshaft angle information and speed information is determined based on the ignition advance angle of the engine and the angle information in the resolver signal of the generator.

[0056] This implementation determines the correspondence between crankshaft angle information and engine speed information by using the ignition advance angle and the angle information in the generator resolver signal, which can more accurately reflect the actual operating state of the engine and generator. Establishing this correspondence provides a more precise basis for the subsequent calculation and adjustment of compensation torque.

[0057] In one alternative implementation, the compensation torque is a square wave torque, and the first compensation torque has an average value of 0 over a single power cycle of the engine.

[0058] The compensation torque in this embodiment is a square wave torque, with an average value of 0 over a single engine power cycle. This design not only simplifies the calculation and adjustment process of the compensation torque but also avoids any additional impact of the compensation torque on the engine's output power, thereby improving the efficiency and stability of the entire powertrain. Simultaneously, this design also helps reduce the vibration and noise levels of the powertrain, further enhancing driving comfort and the passenger experience.

[0059] Thirdly, embodiments of this application provide a vehicle control device, the device comprising:

[0060] The first communication unit is used to acquire the speed fluctuations of the generator and / or engine, wherein the generator and engine are rigidly connected;

[0061] The first control unit is used to adjust the compensation torque of the generator until the fluctuation condition is met if the fluctuation condition is not met. The compensation torque of the generator is used to adjust the output torque of the generator. The fluctuation condition includes a first fluctuation condition for constraining speed fluctuation. Meeting the fluctuation condition includes the speed fluctuation of the generator and / or engine meeting the first fluctuation condition. The first fluctuation condition includes the speed fluctuation of the generator and / or engine being less than or equal to a first threshold.

[0062] The first control unit is also used to adjust the output torque of the generator based on the final compensation torque, which is the compensation torque when the speed fluctuation of the generator and / or engine meets the first fluctuation condition.

[0063] In one alternative implementation, the first control unit is further configured to:

[0064] If the generator's compensation torque is the first compensation torque, and the speed fluctuation of the generator and / or engine does not meet the first fluctuation condition, the first compensation torque will be adjusted to the second compensation torque.

[0065] In one alternative implementation, the first control unit is further configured to:

[0066] The torque fluctuation of the engine and / or generator is obtained, and the fluctuation condition includes a second fluctuation condition for constraining the torque fluctuation of the engine and / or generator. The fluctuation condition is satisfied if the torque fluctuation of the engine and / or generator satisfies the second fluctuation condition, and the second fluctuation condition includes if the torque fluctuation of the engine and / or generator is less than or equal to a second threshold.

[0067] In one alternative implementation, before acquiring the speed fluctuations of the generator and / or engine, the first control unit is further configured to:

[0068] The first compensation torque is obtained, which is related to the crankshaft angle of the engine and the resolver signal of the generator.

[0069] In one alternative embodiment, regarding the acquisition of the first compensated torque, the first control unit is specifically configured to:

[0070] Obtain the crankshaft angle information and speed information from the resolver signal of the engine;

[0071] The first compensation torque is determined based at least on the correspondence between crankshaft angle information and rotational speed information.

[0072] In one optional implementation, the first compensation torque is determined based at least on the correspondence between crankshaft angle information and rotational speed information, and the first control unit is specifically used for:

[0073] Based on the correspondence, the initial compensation torque is determined;

[0074] Determine the delay time for the compensation torque, which is related to the vehicle's information transmission delay;

[0075] The first compensation torque is determined based on the initial compensation torque and the delay time.

[0076] In an optional embodiment, in terms of acquiring the crankshaft angle information of the engine and the speed information in the resolver signal, the first communication unit is further configured to:

[0077] While the engine is idling, acquire crankshaft angle information and speed information from the resolver signal.

[0078] In one alternative implementation, the correspondence between crankshaft angle information and speed information is determined based on the ignition advance angle of the engine and the angle information in the resolver signal of the generator.

[0079] In one alternative implementation, the generator's compensation torque is a square wave torque, and the average of the first compensation torque, the second compensation torque, and the final compensation torque over a single power cycle of the engine is 0.

[0080] Fourthly, embodiments of this application provide yet another vehicle control device, the device comprising:

[0081] The second communication unit is used to acquire the crankshaft angle of the engine and the resolver signal of the generator, which is rigidly connected to the engine.

[0082] The second control unit is used to determine the first compensation torque of the generator based on the correspondence between crankshaft angle information and speed information. The first compensation torque is used to adjust the speed fluctuations of the generator and / or the engine.

[0083] In one optional implementation, regarding the determination of the generator's first compensation torque based on the correspondence between crankshaft angle information and rotational speed information, the second control unit is specifically used for:

[0084] Based on the correspondence, the initial compensation torque is determined;

[0085] Determine the delay time for the compensation torque, which is related to the vehicle's information transmission delay;

[0086] The first compensation torque is determined based on the initial compensation torque and the delay time.

[0087] In one optional implementation, the second control unit acquires the crankshaft angle information of the engine and the speed information in the resolver signal, and is specifically used for:

[0088] While the engine is idling, acquire crankshaft angle information and speed information from the resolver signal.

[0089] In one alternative implementation, the correspondence between crankshaft angle information and speed information is determined based on the ignition advance angle of the engine and the angle information in the resolver signal of the generator.

[0090] In one alternative implementation, the compensation torque is a square wave torque, and the first compensation torque has an average value of 0 over a single power cycle of the engine.

[0091] Fifthly, this application provides an electronic device, the vehicle control device including a processor and a memory, wherein the memory is used to store program instructions; the processor calls the program instructions in the memory, causing the electronic device to execute the method in the first aspect or any possible implementation of the first aspect or to execute the method in the second aspect or any possible implementation of the second aspect.

[0092] In a sixth aspect, this application provides a motor controller for implementing the method in the first aspect or any possible implementation of the first aspect, or for implementing the method in the second aspect or any possible implementation of the second aspect.

[0093] In a seventh aspect, this application provides a vehicle including a generator, an engine, and a motor controller, the motor controller being used to implement the method in the first aspect or any possible implementation of the first aspect, or to implement the method in the second aspect or any possible implementation of the second aspect, wherein the generator is rigidly connected to the engine.

[0094] Eighthly, this application provides a chip including a processor and a data interface, wherein the processor reads instructions stored in a memory through the data interface to execute a method in the first aspect or any optional implementation thereof, or to execute a method in the second aspect or any possible implementation thereof.

[0095] Ninthly, this application provides a computer-readable storage medium including computer instructions that, when executed by a processor, implement the method in the first aspect or any possible implementation of the first aspect, or implement the method in the second aspect or any possible embodiment of the second aspect.

[0096] In a tenth aspect, this application provides a computer program product that, when executed by a processor, implements the method described in the first aspect or any possible embodiment of the first aspect, or implements the method described in the second aspect or any possible embodiment of the second aspect.

[0097] For example, the computer program product is a software installation package.

[0098] The technical effects of the third to tenth aspects mentioned above can be referred to the descriptions of the first or second aspects mentioned above, and will not be repeated here. Attached Figure Description

[0099] Figure 1 is a diagram showing the relationship between output torque and crankshaft angle according to an embodiment of this application;

[0100] Figure 2 is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application;

[0101] Figure 3 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0102] Figure 4 is a waveform diagram of a first compensation torque and the actual compensation torque considering delay provided in an embodiment of this application;

[0103] Figure 5 is a schematic diagram of a process for determining the first compensation torque according to an embodiment of this application;

[0104] Figure 6 is a schematic diagram of a rotational speed fluctuation provided in an embodiment of this application;

[0105] Figure 7 is a schematic diagram of an adaptive optimization process provided in an embodiment of this application;

[0106] Figure 8 is a schematic diagram of torque fluctuation provided in an embodiment of this application;

[0107] Figure 9 is a schematic diagram of a torque waveform provided in an embodiment of this application;

[0108] Figure 10 is a flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0109] Figure 11 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application;

[0110] Figure 12 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0111] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the disclosure. Furthermore, it should be noted that, for ease of description, only the parts relevant to the disclosure are shown in the accompanying drawings.

[0112] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terminology used herein is for the purpose of describing embodiments of this disclosure only and is not intended to be limiting of this disclosure.

[0113] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0114] It should be noted that the terms "first, second, third" used in the embodiments of this disclosure are merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of this disclosure described herein can be implemented in an order other than that illustrated or described herein.

[0115] To reduce overall vehicle costs and weight, domestic and international manufacturers have begun exploring design solutions that eliminate the engine flywheel and torsional damper. Removing the flywheel and torsional damper makes the torque variation at different strokes during the engine's power stroke more significant, resulting in an irregular output torque curve. This irregular output torque leads to larger speed pulsations, and the increased speed pulsations and vibrations result in higher noise levels, including mechanical noise and airflow noise. These noises can be transmitted into the passenger compartment through body gaps and interior components, affecting ride comfort. In some cases, removing the flywheel and torsional damper may also worsen the vibration response of front-end accessories (such as alternators and compressors). This further exacerbates noise and vibration, negatively impacting the overall NVH performance of the vehicle.

[0116] Please refer to Figure 1, which is a diagram showing the relationship between output torque and crankshaft angle according to an embodiment of this application. As shown in Figure 1, the crankshaft rotates twice in one power cycle of the range extender engine, and each cylinder of the four-cylinder range extender engine outputs torque once. When the range extender powertrain is in power generation mode, the torque of the range extender engine fluctuates significantly within one working cycle, while the generator side is usually controlled according to the average torque output. Therefore, there is always a periodic torque fluctuation on the engine side. If this fluctuation is not addressed, it will generate obvious vibration and noise under low-speed and high-power power generation conditions, which will be transmitted to the cabin through the vehicle body, affecting the driving experience.

[0117] Furthermore, considering that the vehicle's engine is unaware of the differences in speed fluctuations caused by engine temperature fluctuations and varying lifespan degradation in different scenarios, optimal noise control cannot be achieved.

[0118] Based on this, the embodiments of this application provide a novel technical solution that can effectively suppress engine speed pulsation, achieve lightweight and low-cost design goals, and take into account various engine operating conditions. The method provided in the embodiments of this application is proposed based on this background, aiming to provide a vehicle control method and related device for suppressing the engine speed of hybrid powertrains, thereby solving the problems existing in the prior art.

[0119] Figure 2 is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application.

[0120] As shown in Figure 2, the vehicle 10 includes a generator 30, an engine 40, a motor controller 50, a vehicle controller 70, and a power battery 80.

[0121] The aforementioned vehicle 10 can be a range-extended electric vehicle. Generally, a range-extended electric vehicle includes a generator and an engine. In this embodiment, the generator 30 and engine 40 are the main power sources for the vehicle 10. In this embodiment, the generator 30, engine 40, and motor controller 50 can be combined to form a range-extended powertrain. The range-extended powertrain also includes a fuel tank (not shown in the figure). The range-extended powertrain can also be called a range extender, and it is used to charge the power battery 80.

[0122] The motor controller 50 controls the operation of the generator 30. It connects to the vehicle controller 70 and controls the generator 30 according to instructions from the vehicle controller 70. The generator 30 can output AC power to the motor controller 50, which then integrates this AC power and outputs current to the power battery 80 for charging. The motor controller 50 can also output current to the generator 30 to control its output torque.

[0123] Optionally, the range-extended powertrain described above also includes an engine controller, which controls the operation of the (range-extended) engine 40, such as controlling the ignition or shutdown of the (range-extended) engine 40.

[0124] The generator is rigidly connected to the engine. In one alternative embodiment, the generator 30 is coaxially connected to the (range extender) engine 40 via a drive shaft. Alternatively, the generator 30 is connected via a reduction gear. The generator 30 and the (range extender) engine 40 rotate at the same speed.

[0125] The (range-extended) engine 40 may include multiple cylinders and multiple pistons. Each piston reciprocates within each cylinder. The piston is connected to the crankshaft via a connecting rod, and the crankshaft converts the reciprocating motion of the piston into rotational motion at its shaft end, thereby outputting torque. At any given time, the positions of the multiple pistons within the cylinders may not be exactly the same, but the relative positions between the multiple pistons are fixed.

[0126] In one possible implementation, the motor controller 50 is connected to a resolver sensor via a signal interface. The resolver sensor is used to detect the rotational speed of the generator 30 controlled by the motor controller. The motor controller 50 is used to receive the rotational speed signal from the resolver sensor, which indicates the rotational speed of the generator 30.

[0127] Specifically, the resolver sensor can be used to detect the position angle of the rotor of the generator 30. The motor controller 50 receives the position signal from the resolver sensor, which indicates the rotor position angle of the generator 30. The resolver sensor can accurately detect the position, direction, and speed of the generator 30 rotor, and is responsible for monitoring and extracting the rotational speed of the generator 30. It has a high sampling rate, and is directly connected to the motor controller 50, resulting in short signal transmission time and higher stability.

[0128] The vehicle controller 70 can control the generator 30 to operate in power generation mode, converting the mechanical energy of the (range-extender) engine 40 into electrical energy to charge the power battery 80, achieving online energy replenishment. As the control center of the electric vehicle, the vehicle controller 70 monitors the SOC information of the power battery 80 and user driving information in real time, and controls the start / stop and power output of the range-extender powertrain after comprehensive judgment to maintain the power battery's charge balance. The vehicle 10 determines whether to start or stop the range-extender powertrain based on the state of charge of the power battery 80 and the vehicle's state. When the range-extender powertrain is working, i.e., the (range-extender) engine 40 is running, after the (range-extender) engine 40 is ignited, it outputs the target torque to the drive shaft, causing the drive shaft to rotate. This, in turn, drives the rotor of the generator 30, converting the engine's kinetic energy into electrical energy to charge the power battery 80. The target torque can be adjusted according to the charging power requirements.

[0129] The range-extended powertrain provided in this application can compensate for the torque fluctuations of the generator 30 and engine 40 by outputting compensation torque on the generator 30 side, thereby actively canceling them out and suppressing the vibration force emitted by the range-extended powertrain composed of the (range-extended) engine 40 and generator 30, and reducing the NVH noise generated by the vibration of the range-extended powertrain itself.

[0130] The (range extender) engine 40 is used to output a target torque through the drive shaft to drive the rotor of the generator 30 to rotate. During this process, the motor controller 50 is used to output current to the generator 30 to control the generator 30 to output a compensating torque to the drive shaft. It should be understood that the target torque is the actual torque of the engine.

[0131] The compensating torque is in the opposite direction to the target torque, and the magnitude of the compensating torque varies with the rotational speed signal (including the rotor position angle) indicated by the resolver sensor. In one possible implementation, the rotor position angle can be detected by the resolver sensor and signaled to the motor controller 50 by the resolver sensor.

[0132] In one possible embodiment, both the target torque and the compensation torque vary periodically, with the same period for both. Within each period of the target torque variation, the amplitude of the compensation torque varies with the amplitude of the target torque.

[0133] It should be noted that during the output of the target torque, a complete power cycle of the (range-extended) engine 40 includes four operating states: compression, power, exhaust, and intake. Torque output is only achieved during the power state; the other three states are in a reactive state. Therefore, the target torque will exhibit periodic changes. To actively suppress the fluctuations in the torque output of the (range-extended) engine 40, a periodically varying compensating torque is required. The period of the compensating torque should be the same as the period of the target torque, and their changing trends should be the same. When the amplitude of the target torque reaches its maximum, the amplitude of the compensating torque also reaches its maximum. When the amplitude of the target torque reaches its minimum, the amplitude of the compensating torque also reaches its minimum.

[0134] In one possible implementation, the motor controller 50 determines the torque fluctuation of the engine and / or generator under the output compensation torque by means of the resolver signal indicated by the resolver sensor, and then adjusts the output current based on the torque fluctuation to control the output ratio of the compensation torque, thereby achieving control of the torque fluctuation of the engine.

[0135] In one possible implementation, the motor controller 50 can also control the output ratio of the compensation torque based on the speed fluctuation of the generator 30, thereby controlling the speed fluctuation of the generator and / or engine.

[0136] In the embodiments of this application, the above system architecture pertains to vehicles. In addition to vehicles traveling on roads, vehicles may also include other forms of vehicles such as drones and aircraft. This application does not limit the form of the vehicle.

[0137] Based on the above, please refer to Figure 3, which is a flowchart illustrating a vehicle control method provided in an embodiment of this application. Optionally, the executing entity of this method may specifically be a controller in the vehicle system involved in Figure 2, such as a motor controller 50 or a vehicle controller 70. For ease of understanding, this embodiment of the application uses a motor controller as an example for illustration. The motor controller may specifically be a controller connected to a generator, or a module within the controller. Here, the module may be a software module and / or a hardware module, such as a chip, a computer executable program, etc.

[0138] The vehicle control method shown in Figure 3 includes one or more steps S301 to S303. It should be understood that Figure 3 is used for clarity in understanding this solution, and therefore the order of steps S301 to S303 is used in the description. However, this application embodiment does not limit the order of execution, execution time, or number of executions of the above one or more steps. Steps S301 to S303 are as follows:

[0139] Step S301: The motor controller acquires the speed fluctuations of the generator and / or engine.

[0140] In this configuration, the generator and engine are rigidly connected. It should be understood that this rigid connection means that the generator and engine are rigidly connected after the engine flywheel and torsional damper are removed; it can also be called a direct shaft connection. It should be noted that a rigid connection means the generator and engine are relatively perpendicular. For example, the connection method used includes direct connections such as bolts, flanges, or drive shafts, rather than splines or other clearance-based connections. It should be understood that the aforementioned direct connection method means that the generator and engine rotate at the same speed.

[0141] In one alternative implementation, the speed fluctuation acquired by the motor controller is the speed fluctuation of the generator and / or engine when the generator's compensation torque is a first compensation torque, wherein the generator's compensation torque is used to adjust the generator's output torque.

[0142] In one alternative implementation, the first compensation torque is an initial compensation torque used to control the NVH of the engine / vehicle.

[0143] The first compensation torque is described below as an example. Optionally, before acquiring the speed fluctuation, the first compensation torque related to the engine crankshaft angle and the generator resolver signal is acquired. Specifically, before acquiring the speed fluctuation of the generator and / or the engine when the generator's compensation torque is the first compensation torque, the above method further includes:

[0144] The motor controller acquires the first compensation torque, which is related to the crankshaft angle of the engine and the resolver signal of the generator.

[0145] Optionally, the above method may further include outputting a first compensation torque, and then obtaining the speed fluctuation based on the output first compensation torque.

[0146] Optionally, in order to perform accurate compensation, the value of the first compensation torque is the same as the value of the generator's target torque at the corresponding moment. Simply put, the first compensation torque is a torque with the same fluctuation frequency and opposite direction as the generator's target torque.

[0147] The aforementioned target torque can also be referred to as the generator's target torque, the engine's calculated torque, the generator's calculated torque, or the motor's calculated torque, etc. It can be determined based on the engine's required power, the generator's efficiency, and the engine's speed.

[0148] Alternatively, the formula for calculating the target torque can be as follows (1):

[0149] Target torque = Engine power demand / Generator efficiency / Engine speed × 9550 (1)

[0150] In this embodiment, the generator torque compensation serves as a feedforward active anti-vibration measure, controlling the vehicle's NVH by using torques with the same fluctuation frequency but opposite directions.

[0151] In one optional implementation, the first compensation torque can be generated each time the vehicle is powered on, or it can be preset at the factory. For example, it can be generated and stored in the vehicle based on relevant data of the vehicle's engine and generator during the vehicle's development process. This application mainly describes the possible implementation of the scenario where the first compensation torque is generated each time the vehicle is powered on. In the case where the first compensation torque is preset at the factory, the determination process of the first compensation torque can refer to the determination process of the first compensation torque described below. This application does not limit whether the specific determination process involved in the case where the first compensation torque is preset at the factory is implemented by the motor controller or by other devices.

[0152] Furthermore, to obtain a more accurate compensation torque, considering that the compensation torque is an instantaneous compensation action, in practical applications, it is necessary to take into account the time delay in calculating the compensation torque, thereby achieving accurate compensation when outputting the compensation torque and avoiding the problem of poor compensation effect caused by delayed compensation. For example, the causes of the compensation torque delay may include: first, the data acquisition delay during the calculation of the compensation torque; second, the delay caused by calculating and outputting the compensation torque. The following sections will explain the two causes of the delay and their corresponding solutions.

[0153] First, the time delay caused by data acquisition during the calculation of compensation torque.

[0154] The delay caused by data acquisition is mainly due to the fact that the execution subject in this embodiment is a motor controller, which is mainly connected to the generator. If it is necessary to obtain relevant information of other devices / components besides the generator during the calculation of the compensation torque, a delay problem will occur due to information transmission. Generally speaking, in the process of calculating the compensation torque, for example, the above formula (1) requires the use of relevant engine data, and these data are constantly changing. Therefore, in the process of calculating the compensation torque, there is a delay problem caused by temporarily obtaining relevant engine data.

[0155] In one optional implementation, by acquiring the crankshaft angle information of the engine and the speed information in the resolver signal of the generator, and determining the correspondence between the two, the relevant engine parameters can be calculated based on the speed information when needed. This avoids temporarily acquiring the relevant engine signals during the later determination of the first compensation torque, reducing the time delay caused by information transmission, resulting in a faster compensation torque. In practical applications, this also leads to more accurate noise reduction. Specifically, acquiring the first compensation torque can be achieved by acquiring the crankshaft angle information of the engine and the speed information in the resolver signal; determining the correspondence between the crankshaft angle information and the speed information; and at least based on the correspondence, determining the first compensation torque.

[0156] Optionally, the correspondence between the crankshaft angle information and the rotational speed information can be implemented by the motor controller, or it can be built into the storage medium of the motor controller and obtained by the motor controller through table lookup, calling or other means. This application does not limit this.

[0157] Optionally, the above correspondence includes establishing a one-to-one correspondence between the first crankshaft angle in the crankshaft angle information of the engine and the first speed in the speed information of the generator. For example, the above correspondence can be implemented by establishing a table. This application does not limit the form of the correspondence.

[0158] It is understandable that the above calculation of compensation torque / target torque is basically based on the crankshaft data of the engine (such as crankshaft angle information). In the scenario applied in this application embodiment, the engine and generator are rigidly connected, and their relevant parameters have a clear direct correspondence. Based on this, by establishing the correspondence between the crankshaft angle information of the engine and the speed information of the generator, the motor controller can obtain the speed information by acquiring the resolver sensor of the directly connected generator during the calculation of compensation torque, and then obtain the crankshaft angle information. Although calculation is required, the time delay is still much shorter than that caused by temporarily obtaining the relevant parameter information of the engine through priority or wireless transmission, direct query, or timed transmission.

[0159] In summary, the time delay caused by data acquisition during the calculation of compensation torque can be reduced or even eliminated by establishing the correspondence between relevant engine parameters and generator parameters.

[0160] Second, calculate and output the time delay caused by the compensation torque.

[0161] It is understandable that calculating the compensation torque takes time, which may result in the output compensation torque not being at the optimal time point. For example, the compensation torque calculated by the motor controller at the first time point (such as the first compensation torque) may be based on relevant data from the generator / engine at the second time point, as the first and second time points are different time points.

[0162] Furthermore, outputting the compensation torque may also take some time. For example, if the motor controller controls the generator's compensation torque output through the generator's current input, then the relevant commands for controlling the generator's current input may also take some time to be transmitted.

[0163] To address this issue, in one alternative implementation, the determination of the first compensation torque based on the correspondence relationship described above can be achieved through the following steps: determining the initial compensation torque based on the correspondence relationship; determining the delay time of the compensation torque, the delay time being related to the vehicle's information transmission delay; and determining the first compensation torque based on the initial compensation torque and the delay time.

[0164] It should be understood that determining the first compensation torque as described above refers to determining both the magnitude and the timing of the first compensation torque.

[0165] The delay time of the aforementioned compensation torque can be calibrated in real time or preset in advance; this application does not limit this.

[0166] Optionally, the delay time of the compensation torque is determined based on the data acquisition delay caused by the above-mentioned calculation of the compensation torque process, and the delay caused by the calculation and output of the compensation torque. Based on the above explanation of the delay, it can be understood that the delay time is related to the information transmission delay of the vehicle.

[0167] Optionally, the delay time of the compensation torque is constant. In other words, the delay time of the compensation torque is a fixed value. It can be calibrated in advance and the calibration result is preset in the relevant module of the motor controller, which is more efficient. This means that the above-mentioned determination of the delay time of the compensation torque is an optional step in this embodiment.

[0168] Alternatively, the delay time of the compensation torque is a variable; in other words, the delay time of the compensation torque is a changing value. The delay time of the compensation torque can be determined by real-time detection and evaluation. The specific process of determining the delay time can be seen in the following example: determine the first delay caused by the calculation operation within the first target order of magnitude, and the second delay of the current control information transmission; determine the delay time of the compensation torque based on the first delay and the second delay, whereby the current control information includes information output by the motor controller for controlling the generator to output the compensation torque.

[0169] Optionally, the initial compensation torque mentioned above can be one or more values. The waveform of the initial compensation torque is calibrated by delaying the time to obtain the first compensation torque. In one optional embodiment, the first compensation torque of the generator is a square wave torque, and the average value of the compensation torque in a single power cycle of the engine is 0 or close to 0.

[0170] Please refer to Figure 4, which is a waveform diagram of a first compensation torque and the actual compensation torque considering the delay provided in an embodiment of this application. The horizontal axis in Figure 4 can be considered as a time scale. As shown in Figure 4, the actual output time of the compensation torque considering the delay is earlier than the target output time of the calculated initial compensation torque. This causes the initial compensation torque to be mismatched with the actual engine output torque due to the delay when it is obtained. Therefore, by calculating and outputting in advance, the time delay problem caused by the calculation and output stages can be solved, ensuring that the waveform of the compensation torque is in sync with the waveform of the target torque, thereby eliminating the impact caused by the time delay.

[0171] To further improve the accuracy of the compensation torque, during the process of acquiring the engine crankshaft angle information, the engine is enabled to idle and the data is checked against actual speed fluctuations. Please refer to Figure 5, which is a schematic flowchart of a process for determining the first compensation torque according to an embodiment of this application. In an optional implementation, the above-mentioned acquisition of the engine crankshaft angle information and the speed information in the resolver signal may specifically include the following operations:

[0172] While the engine is idling, acquire crankshaft angle information and speed information from the resolver signal.

[0173] Understandably, obtaining crankshaft angle and speed information while the engine is idling avoids interference and errors that may occur when the engine is operating under high load. This enables zero-point calibration of the crankshaft angle of the hybrid engine and the generator resolver signal, providing a reliable basis for subsequent calculations and adjustments.

[0174] In one optional implementation, the correspondence between crankshaft angle information and speed information is determined based on the engine's ignition advance angle and the angle information in the generator's resolver signal. For example, the correspondence between the crankshaft angle information and speed information can be determined based on the following operations:

[0175] Obtain the engine's ignition advance angle; based on the engine's ignition advance angle and the angle information in the generator resolver signal, determine the correspondence between the crankshaft angle information and the speed information in the resolver signal.

[0176] It should be noted that the ignition advance angle of the engine refers to the time difference between the generation of the spark by the spark plug and the piston reaching the compression top dead center during the piston compression stroke. This time difference is measured by the angle of crankshaft rotation. Specifically, the ignition advance angle refers to the angle turned by the crankshaft from the ignition moment to the piston reaching the compression top dead center. Specifically, the ignition advance angle is a parameter that describes when the spark plug starts to ignite during the piston compression process and is closely related to the angle of crankshaft rotation.

[0177] Optionally, the corresponding crankshaft angle θ when the engine does work is calculated based on the ignition advance angle θ1, the zero position deviation angle θ2 between the engine and the generator, and the mechanical angle θ3 of the generator, where the crankshaft angle θ = θ1 + θ2 + θ3. <== In an optional implementation manner, during the process of determining the first compensation torque, the following operations are further included:

[0179] Obtain the compensation torque coefficient λ by looking up a table according to the generator speed and torque;

[0180] Determine the first compensation torque based on the compensation torque coefficient.

[0181] Optionally, the above compensation torque coefficient λ may include at least one of two parameters, namely the compensation torque amplitude T1 and the compensation torque ratio M. It should be understood that the above compensation torque coefficient λ can be obtained by looking up a table according to the engine speed and torque.

[0182] Optionally, within the same working cycle, when maintaining the power balance of the "engine - generator system", the sum of the compensation torques in each working cycle is 0, then the corresponding compensation negative torque is T2, and the calculation formula is: T1 * M * θ4 + T2 * (1 - M) * θ4 = 0 (2)

[0183] Where, the crankshaft angle corresponding to one engine work is θ4.

[0184] Optionally, the crankshaft angle θ corresponding to one cycle of the engine totally includes N different working cycle angles θ4, that is, θ = N * θ4. The value of the first compensation torque T of the crankshaft angle in the nth cycle is as follows, where 0 < n ≤ N: When Θ4 * (n - 1) < θ < θ4 * M + θ4 * (n - 1), T = T1 (3); When θ4 * M + θ4 * (n - 1) < θ < θ4 * n, T = T2 (4). !>

[0185] !>The aforementioned compensation of torque at the same frequency, which suppresses the target torque at that frequency, constitutes feedforward control. At this point, closed-loop control is still needed to further optimize the speed; proportional-integral (PI) control is a feasible approach. Here, the final effect of torque compensation is reflected in the engine speed. At a stable speed, the engine torque and generator torque are consistent. When the engine torque is greater than the generator torque, the speed increases; when the generator torque is greater than the engine torque, the speed decreases. The feedforward is specifically for the generator torque.

[0186] In an alternative implementation, the target torque of the generator is superimposed by the calculated compensation torque T, the speed loop PI regulation torque TPI, and the effective working torque Te output by the engine. The generator working torque Tref can be equivalently decomposed into the following form: Tref=T+Te+TPI(5).

[0187] Preferably, the compensation torque T is a square wave torque with an average value of 0 in one engine power cycle. The amplitude, proportion, and initial phase of the square wave torque relative to the engine crankshaft position are adjustable.

[0188] The following is an example of the process of PI control of the speed loop, as follows:

[0189] The speed difference is calculated based on the generator's actual speed and the target speed. Optionally, the speed difference = actual generator speed - target speed. Based on the obtained speed difference, PI control is performed to calculate the engine speed regulating torque (also known as speed control torque).

[0190] First, the torque calculation for speed control (P-term) is performed. Based on the speed difference, the basic torque for P-term (also called the basic value of P-term torque) is calculated. That is, the basic value of P-term torque = f(speed difference); then, the unlimited basic torque for P-term (also called the unlimited basic value of P-term torque) is calculated; finally, the maximum and minimum limits are applied to the unlimited basic value of P-term torque to obtain the torque for P-term (also called the torque value of P-term), and then the torque calculation for speed control (I-term) is performed. Based on the speed difference, the basic torque for I-term (also called the basic value of I-term torque) is calculated. That is, the basic value of I-term torque = f(speed difference);

[0191] Next, based on the speed difference and the actual speed, determine the torque correction coefficient for term I. Then, calculate the unlimited term I base torque (also called the unlimited term I torque base value), and then calculate the integrated term I base torque (also called the integrated term I torque value). It should be noted that term I of PI regulation is related to time accumulation, so it is based on the integral of time, for example, within 100 milliseconds. Finally, apply maximum and minimum limits to the integrated term I torque value to obtain the term I torque (also called the term I torque value), and finally calculate the speed control torque (engine speed control torque).

[0192] Based on the calculated speed control torque and engine target torque (the engine target torque can be calculated by the aforementioned formula (1), the final engine target torque (i.e., engine output torque) is calculated.

[0193] Actively suppressing the torque on the range extender engine side can be achieved by outputting a compensating torque that is opposite to the target torque but has the same amplitude. Thus, the two opposing torques can cancel each other out at the shaft end, making the sum of the total torques on the shaft end always zero. The vibration force on the range extender powertrain is zero, and no obvious vibration or noise will be generated.

[0194] In one possible embodiment, the waveform of the compensating torque is a sine wave curve or a rectangular wave curve.

[0195] In one possible embodiment, the length of a cycle of the compensation torque variation decreases as the rotational speed of the generator detected by the resolver sensor increases, while the amplitude of the compensation torque increases as the rotational speed of the generator detected by the resolver sensor increases.

[0196] It should be understood that the faster the engine speed, the faster the target torque output of the range extender changes, and the shorter the cycle. Therefore, the compensation torque cycle also needs to be shortened, and the amplitude will increase accordingly.

[0197] It should be noted that the compensation torque involved in the above PI adjustment can be the first compensation torque mentioned above, or the second compensation torque, final compensation torque, etc., as described below. For the PI adjustment process of other compensation torques, please refer to the aforementioned implementation, which will not be elaborated further.

[0198] It should be noted that the speed fluctuation in step S301 is used to indicate the change in the speed of the generator and / or engine within a period, specifically divided into three cases: generator speed fluctuation, engine speed fluctuation, and speed fluctuation of both the generator and engine. This application embodiment uses generator speed fluctuation as an example for illustration, specifically referring to Figure 6, which is a schematic diagram of speed fluctuation provided by this application embodiment. In Figure 6, speed fluctuation is used to indicate the difference between the generator's target speed and its actual speed. The generator's target speed indicates the generator's speed under optimal conditions, or a preset target speed value. For example, at a certain moment, the generator's target speed is 10 rpm, and the actual speed is 9 rpm, then the speed fluctuation at that moment is 1 rpm. Optionally, in the scenario where the motor controller obtains the generator's speed fluctuation, it is more convenient and faster for the motor controller to obtain relevant data such as the speed fluctuation of the directly connected generator, resulting in higher accuracy and less delay in the constraint of the compensation torque.

[0199] In an optional implementation, the speed fluctuation obtained in the above steps is the speed fluctuation when the engine has the current compensation torque. The current compensation torque may be the first compensation torque, or it may not be the first compensation torque, but the final compensation torque obtained through adaptive optimization, or the compensation torque obtained through other means.

[0200] Step S302: If the fluctuation condition is not met, the motor controller adjusts the generator's compensation torque until the fluctuation condition is met.

[0201] The fluctuation condition includes a first fluctuation condition for constraining the speed fluctuation of the generator and / or the engine. Meeting the fluctuation condition means that the speed fluctuation of the generator and / or the engine meets the first fluctuation condition. In an optional embodiment, the first fluctuation condition includes that the speed fluctuation of the generator and / or the engine is less than or equal to a first threshold. For example, the first threshold is 2 revolutions per minute (rpm). If the speed fluctuation at a certain moment is 1 rpm, it means that the speed fluctuation at that moment meets the first fluctuation condition; conversely, if the speed fluctuation at a certain moment is 5 rpm, it means that the speed fluctuation at that moment does not meet the first fluctuation condition.

[0202] In an optional implementation, step S302 is an optional step. It should be understood that the above-mentioned adjustment of the generator's compensation torque is performed when the speed fluctuation does not meet the fluctuation conditions (including the first fluctuation condition). When the fluctuation conditions are met, the above-mentioned operation of adjusting the generator's compensation torque is not performed.

[0203] The above-mentioned step S302 can be understood as an adaptive optimization process of compensation torque. In this embodiment, the initial value of the compensation torque of the generator is the first compensation torque. Therefore, in step S302, adjusting the compensation torque of the generator can mean that when the compensation torque of the generator is the first compensation torque and the speed fluctuation of the generator and / or the engine does not meet the first fluctuation condition, the motor controller adjusts the first compensation torque to the second compensation torque. The relevant implementation of the first compensation torque can be referred to the relevant description involved in the aforementioned step S301, which will not be repeated here.

[0204] Optionally, the above-mentioned adjustment of the generator's compensation torque includes one or more adjustment operations, but it should be understood that the compensation torque that satisfies the fluctuation conditions, whether after one adjustment operation or after multiple adjustment operations, can be called the final compensation torque.

[0205] In an optional embodiment, the initial value for adjusting the generator's compensation torque is the final compensation torque obtained in the previous adaptive optimization process. It should be noted that in this embodiment, the speed fluctuation obtained in step S301 is the speed fluctuation when the engine's current compensation torque is present. The current compensation torque can be the final compensation torque obtained after the previous adaptive optimization process.

[0206] The following section uses the example of adjusting the initial value of the generator's compensation torque to the first compensation torque to explain the relevant actions and possible implementation of adjusting the generator's compensation torque.

[0207] It should be understood that when the compensation torque is the first compensation torque, if the speed fluctuation of the generator and / or the engine meets the fluctuation condition, then the first compensation torque is the final compensation torque used for output.

[0208] Accordingly, if the speed fluctuation of the generator and / or the engine does not meet the fluctuation condition when the compensation torque is the first compensation torque, then the first compensation torque needs to be adaptively adjusted until the speed fluctuation meets the fluctuation condition under the corresponding compensation torque. When the fluctuation condition is met, the corresponding compensation torque is the final compensation torque to be output. For example, in adjusting the generator's compensation torque, the motor controller may also perform the following operations: when the generator's compensation torque is the first compensation torque and the speed fluctuation of the generator and / or the engine does not meet the first fluctuation condition, the motor controller adjusts the first compensation torque to a second compensation torque.

[0209] Considering that the adaptive optimization process may be performed multiple times, the compensation torque under the condition of satisfying the fluctuation may be the Nth compensation torque, where N is a positive integer greater than or equal to 1.

[0210] Referring to Figure 7 below, an exemplary description is given of the process of adaptively optimizing the first compensation torque when the speed fluctuation of the generator and / or the engine does not meet the fluctuation condition, provided that the compensation torque is the first compensation torque.

[0211] First, the first compensation torque is adjusted.

[0212] The adjustment action can be implemented based on a preset adjustment threshold. For example, the first adjustment threshold is 2 N·m, and the first compensation torque at a certain time is 20 N·m. When the compensation torque is the first compensation torque, if it is determined that the first speed fluctuation of the corresponding generator and / or the engine does not meet the fluctuation condition, the first compensation torque is adjusted positively and negatively based on the first adjustment threshold to obtain the second compensation torque: 18 N·m and 22 N·m.

[0213] Secondly, determine whether the adjusted compensation torque (such as the second compensation torque mentioned above) meets the fluctuation conditions.

[0214] Following the example above, after determining the adjusted compensation torque (such as the second compensation torque mentioned above) to be 18 N·m and 22 N·m, the corresponding speed fluctuations for each are determined. If, under the condition that the speed fluctuation of the generator and / or the engine meets the fluctuation condition when at least one of the compensation torques is selected, that compensation torque is output as the final compensation torque. If, after determining that the adjusted compensation torque (such as the second compensation torque mentioned above) does not meet the fluctuation condition, the compensation torque is adjusted again.

[0215] Next, it is determined whether the adjusted compensation torque meets the fluctuation conditions.

[0216] Optionally, the readjustment process can be achieved by adjusting the adjustment threshold based on the first compensation torque. For example, the first adjustment threshold can be adjusted to the second adjustment threshold, and the third compensation torque can be obtained based on the first compensation torque and the second adjustment threshold. Alternatively, it can be achieved based on the second compensation torque (such as 18 N·m and 22 N·m as mentioned above) according to the preset adjustment threshold (first adjustment threshold).

[0217] The following example illustrates how the readjustment process is implemented based on the second compensation torque (such as 18 N·m and 22 N·m as described above) and according to the preset adjustment threshold.

[0218] The preset adjustment threshold mentioned above is the first adjustment threshold. Taking a first adjustment threshold of 2 N·m as an example, this will be explained.

[0219] If the adjusted compensation torques are 18 N·m and 22 N·m, then after another positive and negative adjustment process, a third compensation torque can be obtained. Generally, the third compensation torque is 16 N·m, 20 N·m, or 24 N·m. It is necessary to check whether the speed fluctuation at the third compensation torque meets the fluctuation condition. However, in some implementation scenarios, the case where the third compensation torque is 20 N·m does not require testing; it is only necessary to check whether the speed fluctuation at the third compensation torques of 16 N·m and 24 N·m meets the fluctuation condition. If it does not meet the condition, the adjustment operation continues until the Nth compensation torque is reached. If the speed fluctuation still does not meet the fluctuation condition when the generator's compensation torque is the Nth compensation torque, then the adjustment operation is performed again until a compensation torque that meets the fluctuation condition appears.

[0220] Of course, in another implementation scenario, considering that the temperature change of the engine / generator may be at a critical value during the process of adjusting from the first compensation torque to the third compensation torque, it is still necessary to detect whether the speed fluctuation meets the fluctuation condition when the third compensation torque is 20 N·m.

[0221] Optionally, when the Nth compensation torque is the final compensation torque, the Nth compensation torque can be obtained based on the first compensation torque or based on the (N-1)th compensation torque.

[0222] It should be understood that the aforementioned compensation torque and adjustment threshold values ​​are merely examples; specific values ​​should be referred to in the actual implementation, and this application does not impose any limitations. The aforementioned adjustment process is an optional step. In practical applications, if the generator and / or engine speed fluctuations meet the fluctuation conditions when the compensation torque is the first compensation torque, then no adjustment / re-adjustment is required. It should be noted that the compensation torque may differ for different types, models, and sizes of engines under the same conditions; the example of compensation torque in this application is only one possible implementation.

[0223] The positive and negative adjustments in the above adaptive optimization process are explained below.

[0224] First, positive adjustment.

[0225] Taking a second compensation torque of 22 N·m as an example, after determining the second compensation torque, if the speed fluctuation of the generator and / or the engine meets the fluctuation condition when the compensation torque is the second compensation torque, the second compensation torque can be directly output as the final compensation torque. To further improve the optimization effect, the compensation torque with the smallest fluctuation and meeting the fluctuation condition is selected as the final compensation torque. For example, the second speed fluctuation when the compensation torque is the second compensation torque (in this example, the second speed fluctuation meets the fluctuation condition) is compared with the first speed fluctuation when the compensation torque is the first compensation torque. If the second speed fluctuation is less than the first speed fluctuation, it is determined that the compensation torque can still be continuously optimized, and the second compensation torque is adjusted further. Based on the second compensation torque and the first adjustment threshold, the third compensation torque is obtained, which is 24 N·m. The third speed fluctuation when the compensation torque is the third compensation torque is compared with the second speed fluctuation when the compensation torque is the second compensation torque. If the third speed fluctuation is less than the second speed fluctuation, the adjustment and fluctuation comparison operation continues until the speed fluctuation becomes larger than the previous speed fluctuation and the previous speed fluctuation meets the fluctuation condition. The previous compensation torque is then output as the final compensation torque. For example, if the third speed fluctuation is greater than the second speed fluctuation, and the second speed fluctuation meets the fluctuation condition, then the second compensation torque is determined to be the final compensation torque.

[0226] In summary, if the speed fluctuation of the Mth compensation torque meets the fluctuation condition and the speed fluctuation of the Mth compensation torque is less than that of the (M-1)th compensation torque, the Mth compensation torque is adjusted to the Nth compensation torque. The speed fluctuation corresponding to the Nth compensation torque is greater than that corresponding to the (N-1)th compensation torque. The (N-1)th compensation torque is then determined as the final compensation torque, where M is a positive integer greater than or equal to 1.

[0227] Second, negative adjustment.

[0228] Taking a second compensation torque of 22 N·m as an example, and assuming the second compensation torque meets the fluctuation condition, if the second speed fluctuation is greater than the first speed fluctuation, the adjustment is reversed. It should be noted that this is mainly to consider the possibility of incorrect compensation torque adjustment direction at the beginning of the adaptive optimization process. If the adjustment direction is incorrect, such as continuously increasing the compensation torque, the speed fluctuation may become increasingly larger. Therefore, a reverse adjustment is performed to change the compensation torque adjustment direction. Specifically, based on the aforementioned adjustment threshold (e.g., 2 N·m) and the first compensation torque (e.g., 20 N·m), a third compensation torque (18 N·m) is obtained. It is then determined whether the third speed fluctuation corresponding to the third compensation torque meets the fluctuation condition. If it does, the third compensation torque is output as the final compensation torque.

[0229] Optionally, in the scenario of negative adjustment, in order to further improve the optimization effect, the compensation torque with the smallest fluctuation and that meets the fluctuation condition is selected as the final compensation torque. For details, please refer to the implementation involved in the positive adjustment mentioned above, which will not be repeated here.

[0230] To further improve the adaptive optimization effect and enhance the constraint of fluctuation conditions on the compensation torque, in an optional embodiment, the above method further includes the following operations:

[0231] The torque fluctuation of the engine and / or generator is obtained, and the fluctuation condition includes a second fluctuation condition for constraining the torque fluctuation of the engine and / or generator. The fluctuation condition is satisfied if the torque fluctuation of the engine and / or generator satisfies the second fluctuation condition, and the second fluctuation condition includes if the torque fluctuation of the engine and / or generator is less than or equal to a second threshold.

[0232] While controlling generator speed fluctuations, this embodiment also considers engine torque fluctuations. By setting a second fluctuation condition, a dual constraint on engine torque fluctuations is achieved. Please refer to Figure 8, which is a schematic diagram of torque fluctuations provided by this embodiment. Figure 8 mainly illustrates engine torque fluctuations, including the engine's actual torque and required torque. In Figure 8, the engine's actual torque is represented by the solid broken line, and the engine's required torque is represented by the dashed straight line. The required torque is the engine's target output torque, which can also be understood as the engine's output torque under optimal conditions, or as the engine's output torque calculated by the program under various conditions at that moment. It should be understood that this torque fluctuation can be interpreted as the difference between the engine's actual torque and the required torque.

[0233] It should be noted that the first fluctuation condition described above is used to constrain the speed fluctuation of the generator and / or engine, and the second fluctuation condition described above is used to constrain the torque fluctuation of the generator and / or engine. In an optional embodiment, the fluctuation conditions described above are used to constrain both the speed fluctuation of the generator and / or engine and the torque fluctuation of the generator and / or engine. It should be understood that the fluctuation conditions described above are used to constrain both the speed fluctuation of the generator and / or engine and the torque fluctuation of the generator and / or engine, and satisfying the fluctuation conditions means that the speed fluctuation of the generator and / or engine satisfies the first fluctuation condition, and the torque fluctuation of the generator and / or engine satisfies the second fluctuation condition.

[0234] It should be noted that the above-mentioned process of determining speed fluctuation specifically involves outputting the Nth compensation torque and detecting the speed fluctuation of the generator and / or the engine in real time when the compensation torque is the Nth compensation torque. Specifically, the above-mentioned process of determining torque fluctuation may involve outputting the Nth compensation torque and detecting the torque fluctuation of the engine and / or the generator in real time when the compensation torque is the Nth compensation torque.

[0235] In an alternative implementation, the aforementioned compensation torque (including the first compensation torque, the second compensation torque, the third compensation torque, or the Nth compensation torque) can be obtained by considering the delays of various aspects in relation to the aforementioned implementation of the delay.

[0236] Step S303: The motor controller adjusts the generator's output torque based on the final compensation torque.

[0237] The final compensation torque is the compensation torque when the speed fluctuation of the generator and / or the engine meets the first fluctuation condition.

[0238] Output torque can be understood as the actual torque output by the generator, which is based on the final compensation torque and the generator's required torque.

[0239] Optionally, the final compensation torque may also be the compensation torque when the speed fluctuation of the generator and / or the engine meets the first fluctuation condition and the torque fluctuation of the engine meets the second fluctuation condition.

[0240] For example, the final compensation torque can be the Nth compensation torque mentioned above.

[0241] Alternatively, the final compensation torque can also be obtained based on the aforementioned implementation methods related to PI regulation.

[0242] Please refer to Figure 9, which is a schematic diagram of a torque waveform provided in an embodiment of this application. Figure 9 mainly shows the compensated square wave torque, engine torque (actual torque), and theoretical compensated torque. It should be understood that the final compensated torque involved in the embodiment of this application should be equal to the actual torque amplitude of the engine, that is, the theoretical compensated torque in Figure 9. In some possible implementations, the compensated torque (including the final compensated torque) is a square wave torque. The amplitude and proportion of the square wave torque are preferably determined by the adaptive optimization result of the compensated torque.

[0243] The vehicle control method proposed in this application accurately acquires the speed fluctuation of the generator under the action of compensating torque, and dynamically adjusts the compensating torque based on the fluctuation conditions until a preset speed fluctuation limit is met, thereby obtaining a better compensating torque and maximizing the reduction of engine noise. This result-oriented adaptive optimization process can effectively reduce the speed fluctuation when the generator and engine are rigidly connected, improve the stability of the vehicle power system, reduce the generation of vibration and noise, and significantly improve driving comfort and ride experience.

[0244] Considering that the first compensation torque described above can be implemented by a controller (the execution subject in the embodiment corresponding to Figure 3, the motor controller) in practical applications, it can also be obtained at the vehicle factory. Specifically, after the vehicle's engine and generator are installed, relevant data can be tested and the first compensation torque can be calculated. Therefore, the execution subject for calculating the first compensation torque can also be an electronic device or a module in an electronic device. Here, the module can be a software module and / or a hardware module, such as a chip, a computer executable program, etc. For ease of understanding, this application embodiment uses an electronic device as an example for illustration. Please refer to Figure 10, which is a flowchart illustrating another vehicle control method provided by this application embodiment.

[0245] The vehicle control method shown in Figure 3 includes one or more steps S1001 to S1002. It should be understood that Figure 10 uses the order of steps S1001 to S1002 for ease of understanding of this solution, but this application embodiment does not limit the order of execution, execution time, or number of executions of the above one or more steps. Steps S1001 to S1002 are as follows:

[0246] Step S1001: The electronic device acquires the crankshaft angle of the engine and the resolver signal of the generator.

[0247] In one alternative implementation, the electronic device acquires the crankshaft angle information of the engine and the rotational speed information in the resolver signal. The electronic device can perform the following operation: when the engine is idling, the electronic device acquires the crankshaft angle of the engine and the resolver signal of the generator.

[0248] Step S1002: The electronic device determines the first compensation torque of the generator based on the correspondence between the crankshaft angle information and the rotational speed information.

[0249] The first compensation torque is used to adjust the speed fluctuations of the generator and / or the engine, which are rigidly connected.

[0250] In one alternative implementation, the electronic equipment can perform the following operations after determining the first compensation torque of the generator based on the correspondence described above:

[0251] The electronic device determines the initial compensation torque based on the correspondence; the electronic device determines the delay time of the compensation torque, which is related to the information transmission delay of the vehicle; the electronic device determines the first compensation torque based on the initial compensation torque and the delay time.

[0252] In one alternative implementation, the electronic device acquires crankshaft angle information and speed information from the resolver signal of the engine. The electronic device can perform the following operation: when the engine is idling, the electronic device acquires crankshaft angle information and speed information from the resolver signal.

[0253] In one optional implementation, the electronic device can perform the following operations to determine the correspondence between the crankshaft angle information and the speed information: the electronic device acquires the ignition advance angle of the engine; the electronic device determines the correspondence between the crankshaft angle information and the speed information based on the ignition advance angle of the engine and the angle information in the resolver signal of the generator.

[0254] In one alternative implementation, the compensation torque is a square wave torque, and the first compensation torque has an average value of 0 or close to 0 in a single power cycle of the engine.

[0255] It should be noted that the possible implementations and related explanations of steps S1001 to S1002 can be found in the relevant explanations of step S301 in the embodiment corresponding to Figure 3, which will not be repeated in this embodiment.

[0256] The vehicle control method proposed in this application achieves precise control of generator speed fluctuations by acquiring the crankshaft angle of the engine and the resolver signal of the generator, and determining the first compensation torque of the generator based on this information. This method effectively improves the smoothness and reliability of the power system, reduces vibration and noise generation, and enhances driving comfort and passenger experience.

[0257] The methods of the embodiments of this application have been described above. Below, some apparatuses for implementing the aforementioned methods are described. It should be understood that the division of units in the apparatuses provided in the embodiments of this application is only a logical functional division. In actual implementation, all or part of the units can be integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the apparatus can be implemented in the form of a processor calling software; for example, the apparatus includes a processor connected to a memory, the memory storing instructions, and the processor calling the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit of the apparatus. The processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is either internal to the apparatus or external to the apparatus. Alternatively, the units in the device can be implemented as hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC). The functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD). Taking a field-programmable gate array (FPGA) as an example, it can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file, thereby achieving the functionality of some or all of the above units. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0258] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a Central Processing Unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a type of microprocessor), or a digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships of hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as a type of ASIC, such as a Neural Network Processing Unit (NPU), a Tensor Processing Unit (TPU), or a Deep Learning Processing Unit (DPU).

[0259] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0260] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0261] Several possible devices are listed below.

[0262] Please refer to Figure 11, which is a schematic diagram of a vehicle control device provided in an embodiment of this application. Optionally, the vehicle control device 110 can be an independent device, such as a personal computer, a motor controller, etc. Alternatively, the vehicle control device 110 can also be a component in an independent device (such as a node), such as a chip or an integrated circuit. The vehicle control device 110 is used to implement the methods executed by the vehicle control device in the aforementioned vehicle control methods, such as the methods executed by the vehicle control device in any one or more embodiments shown in Figure 3, or the methods executed by the vehicle control device in any one or more embodiments shown in Figure 10.

[0263] As shown in Figure 11, the vehicle control device 110 includes a communication unit 1101 and a control unit 1102. The communication unit 1101 is used to perform one or more operations such as acquiring, receiving, transmitting, establishing a connection, and responding, and further includes other operations for implementing the vehicle control method. The control unit 1102 is used to perform one or more operations such as processing, calculating, determining, and generating, and further includes other operations for implementing the vehicle control method.

[0264] For related descriptions, please refer to the descriptions of the embodiments shown in Figure 4 or Figure 10. It should be understood that communication unit 1101, during the execution of the methods of the embodiment shown in Figure 4, may also be referred to as the first communication unit, and during the execution of the methods of the embodiment shown in Figure 10, it may also be referred to as the second communication unit. Similarly, control unit 1102, during the execution of the methods of the embodiment shown in Figure 4, may also be referred to as the first control unit, and during the execution of the methods of the embodiment shown in Figure 10, it may also be referred to as the second control unit. The specific execution flow will not be described in detail here.

[0265] Please refer to Figure 12, which is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device 120 can be a standalone device, such as a personal computer or other computing device, or a controller installed in a vehicle, such as a vehicle controller or motor controller. Therefore, the device illustrated in Figure 12 can also be called a motor controller. Figure 12 can also be a schematic diagram of the structure of a motor controller provided in this application. In addition, the aforementioned electronic device / motor controller can also be a component included in a device, such as a chip, software module, or integrated circuit. The electronic device 120 can include at least one processor 1201 and a communication interface 1202. Optionally, it can also include at least one memory 1203. Further optionally, it can also include a connection line 1204, wherein the processor 1201, the communication interface 1202, and / or the memory 1203 are connected through the connection line 1204, and / or communicate with each other through the connection line 1204 to transmit control signals and / or data signals.

[0266] in:

[0267] Processor 1201 is a module that performs arithmetic and / or logical operations, and may specifically include one or more of the following modules: filter, modem, power amplifier, low noise amplifier (LNA), baseband processor, radio frequency processor, radio frequency circuit, central processing unit (CPU), application processor (AP), microcontroller unit (MCU), electronic control unit (ECU), graphics processing unit (GPU), microprocessor unit (MPU), application specific integrated circuit (ASIC), image signal processor (ISP), digital signal processor (DSP), field programmable gate array (FPGA), complex programmable logic device (CPLD), or coprocessor, etc.

[0268] The communication interface 1202 can be used to provide information input or output to the at least one processor, or to receive signals sent from the outside and / or send signals to the outside.

[0269] For example, communication interface 1202 may include interface circuitry.

[0270] For example, the communication interface 1202 may include a wired link interface such as an Ethernet cable, or a wireless link interface (Wi-Fi, Bluetooth, general wireless transmission, vehicle short-range communication technology and other short-range wireless communication technologies, etc.).

[0271] Optionally, the communication interface 1202 may also include a radio frequency transmitter, an antenna, etc. When the communication interface 1202 includes an antenna, the number of antennas can be one or more.

[0272] As one possible design, if the electronic device 120 is a standalone device, the communication interface 1202 may include a receiver and a transmitter. The receiver and transmitter may be the same component or different components. When the receiver and transmitter are the same component, this component may be referred to as a transceiver.

[0273] As another possible design, if the electronic device 120 is a chip or circuit, the communication interface 1202 may include an input interface and an output interface. The input interface and the output interface may be the same interface or they may be different interfaces.

[0274] Alternatively, the functions of the communication interface 1202 can be implemented by a transceiver circuit or a dedicated transceiver chip.

[0275] The memory 1203 provides storage space, in which data such as the operating system and computer programs can be stored. The memory 1203 can be one or a combination of several of the following: random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0276] The functions and actions of each module or unit in the electronic device 120 listed above are merely illustrative examples.

[0277] Each functional unit in the electronic device 120 can be used to implement the methods implemented by the electronic device in the aforementioned vehicle control method, such as the methods implemented by the electronic device in the vehicle control method shown in FIG4 or the methods implemented by the electronic device in the vehicle control method shown in FIG10.

[0278] Optionally, the processor 1201 may be a processor specifically designed to perform the aforementioned methods (for ease of distinction, referred to as a dedicated processor), or a processor that performs the aforementioned methods by calling a computer program (for ease of distinction, referred to as a dedicated processor). Optionally, at least one processor may include both dedicated processors and general-purpose processors.

[0279] Optionally, if the electronic device 120 includes at least one memory 1203, and the processor 1201 implements the aforementioned vehicle control method by calling a computer program, the computer program may be stored in the memory 1203.

[0280] This application also provides a chip, which includes logic circuitry and a communication interface. The communication interface is used to receive or transmit signals; the logic circuitry is used to receive or transmit signals through the communication interface. The chip is used to implement the aforementioned vehicle control method, such as the vehicle control method shown in FIG4 or the vehicle control method shown in FIG10.

[0281] This application also provides a computer-readable storage medium storing instructions that, when executed on at least one processor (or electronic device), implement the aforementioned vehicle control method, such as the vehicle control method shown in FIG4 or the vehicle control method shown in FIG10.

[0282] This application also provides a computer program product, which includes computer instructions for implementing the aforementioned vehicle control method, such as the vehicle control method shown in FIG4 or the vehicle control method shown in FIG10.

[0283] This application also provides a terminal that includes the aforementioned vehicle control device 110 and / or electronic device 120.

[0284] As one possible implementation, the terminal includes a terminal node, wherein the terminal can be a smart terminal or transportation tool such as a vehicle, drone, or robot.

[0285] In the description of this application, the terms “center,” “upper,” “lower,” “vertical,” “horizontal,” “inner,” “outer,” “left,” “side,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0286] In the embodiments of this application, the term "end" appearing in terms such as "one end", "the other end", "left end", "right end", "upper end", "lower end", and "connecting end" is not limited to end head, end point, or end face, but also includes a portion extending axially and / or radially from the end head, end point, or end face on the device or element to which the end head, end point, or end face belongs.

[0287] In this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0288] In this application, "at least one" in the embodiments refers to one or more items, and "more than one" refers to two or more items. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship.

[0289] Furthermore, unless otherwise stated, the use of ordinal numbers such as "first" and "second" in the embodiments of this application is for distinguishing multiple objects and is not for limiting the order, timing, priority, or importance of multiple objects. Similarly, terms like "first angle measurement data" and "second angle measurement data" are merely for the convenience of describing new parameters in different implementations and do not indicate differences in their execution operations, importance, data content, etc.

[0290] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

Claims

1. A vehicle control method, characterized in that, The method includes: The rotational speed fluctuations of the generator and / or engine are acquired, wherein the generator is rigidly connected to the engine; If the fluctuation condition is not met, the compensation torque of the generator is adjusted until the fluctuation condition is met. The compensation torque of the generator is used to adjust the output torque of the generator. The fluctuation condition includes a first fluctuation condition for constraining the speed fluctuation. Meeting the fluctuation condition includes the speed fluctuation of the generator and / or the engine meeting the first fluctuation condition. The first fluctuation condition includes the speed fluctuation of the generator and / or the engine being less than or equal to a first threshold. The output torque of the generator is adjusted based on the final compensation torque, which is the compensation torque when the speed fluctuation of the generator and / or the engine meets the first fluctuation condition.

2. The method according to claim 1, characterized in that, The adjustment of the generator's compensation torque includes: If the generator's compensation torque is the first compensation torque, and the speed fluctuation of the generator and / or the engine does not meet the first fluctuation condition, the first compensation torque is adjusted to the second compensation torque.

3. The method according to claim 1 or 2, characterized in that, The method further includes: The torque fluctuation of the engine and / or the generator is obtained, and the fluctuation condition includes a second fluctuation condition for constraining the torque fluctuation of the engine and / or the generator. The satisfaction of the fluctuation condition includes the torque fluctuation of the engine and / or the generator satisfying the second fluctuation condition. The second fluctuation condition includes the torque fluctuation of the engine and / or the generator being less than or equal to a second threshold.

4. The method according to any one of claims 1-3, characterized in that, Prior to acquiring the speed fluctuations of the generator and / or the engine, the method further includes: A first compensation torque is obtained, which is related to the crankshaft angle of the engine and the resolver signal of the generator.

5. The method according to claim 4, characterized in that, The process of obtaining the first compensation torque includes: Obtain the crankshaft angle information of the engine and the rotational speed information in the resolver signal; The first compensation torque is determined based at least on the correspondence between the crankshaft angle information and the rotational speed information.

6. The method according to claim 5, characterized in that, Determining the first compensation torque based at least on the correspondence between the crankshaft angle information and the rotational speed information includes: Based on the aforementioned correspondence, the initial compensation torque is determined; The delay time for determining the compensation torque is related to the vehicle's information transmission delay; The first compensation torque is determined based on the initial compensation torque and the delay time.

7. The method according to claim 5, characterized in that, The process of acquiring the crankshaft angle information of the engine and the rotational speed information in the resolver signal includes: While the engine is idling, the crankshaft angle information and the rotational speed information in the resolver signal are acquired.

8. The method according to any one of claims 5-7, characterized in that, The correspondence between the crankshaft angle information and the rotational speed information is determined based on the ignition advance angle of the engine and the angle information in the resolver signal of the generator.

9. The method according to any one of claims 1-8, characterized in that, The generator's compensation torque is a square wave torque, and the average value of the first compensation torque, the second compensation torque, and the final compensation torque during a single power cycle of the engine is 0.

10. A vehicle control method, characterized in that, The method includes: The crankshaft angle of the engine and the resolver signal of the generator are acquired, wherein the generator is rigidly connected to the engine; Based on the correspondence between the crankshaft angle information and the rotational speed information, a first compensation torque for the generator is determined. The first compensation torque is used to adjust the rotational speed fluctuations of the generator and / or the engine.

11. The method according to claim 10, characterized in that, The determination of the first compensation torque of the generator based on the correspondence between the crankshaft angle information and the rotational speed information includes: Based on the aforementioned correspondence, the initial compensation torque is determined; The delay time for determining the compensation torque is related to the vehicle's information transmission delay; The first compensation torque is determined based on the initial compensation torque and the delay time.

12. The method according to claim 10 or 11, characterized in that, The process of acquiring the crankshaft angle information of the engine and the rotational speed information in the resolver signal includes: While the engine is idling, the crankshaft angle information and the rotational speed information in the resolver signal are acquired.

13. The method according to any one of claims 10-12, characterized in that, The correspondence between the crankshaft angle information and the rotational speed information is determined based on the ignition advance angle of the engine and the angle information in the resolver signal of the generator.

14. The method according to any one of claims 10-13, characterized in that, The compensation torque is a square wave torque, and the average value of the first compensation torque in a single power cycle of the engine is 0.

15. A vehicle control device, characterized in that, The device includes: A first communication unit is used to acquire the speed fluctuations of a generator and / or an engine, wherein the generator is rigidly connected to the engine; A first control unit is configured to adjust the compensation torque of the generator until the fluctuation condition is met if the fluctuation condition is not met. The compensation torque of the generator is used to adjust the output torque of the generator. The fluctuation condition includes a first fluctuation condition for constraining the speed fluctuation. Meeting the fluctuation condition includes the speed fluctuation of the generator and / or the engine meeting the first fluctuation condition. The first fluctuation condition includes the speed fluctuation of the generator and / or the engine being less than or equal to a first threshold. The first control unit is further configured to adjust the output torque of the generator based on the final compensation torque, wherein the final compensation torque is the compensation torque when the speed fluctuation of the generator and / or the engine meets the first fluctuation condition.

16. A vehicle control device, characterized in that, The device includes: The second communication unit is used to acquire the crankshaft angle of the engine and the resolver signal of the generator, wherein the generator is rigidly connected to the engine; The second control unit is used to determine the first compensation torque of the generator based on the correspondence between the crankshaft angle information and the speed information. The first compensation torque is used to adjust the speed fluctuation of the generator and / or the engine.

17. An electronic device, characterized in that, The electronic device includes a processor and a memory for storing software programs. The processor enables the electronic device to perform the method as described in any one of claims 1 to 14 by running or executing the software programs stored in the memory.

18. A motor controller, characterized in that, The controller is used to implement the method as described in any one of claims 1 to 14.

19. A vehicle, characterized in that, The vehicle includes the motor controller as described in claim 18.

20. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store program code executed by a processor, the program code including instructions for implementing the method as described in any one of claims 1 to 14.

21. A computer program product, characterized in that, Includes program code that, when a computer runs the computer program product, causes the computer to perform the method as described in any one of claims 1 to 14.

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