阅读说明：本技术 一种增程式电动汽车的转速控制方法 (Rotating speed control method of range-extended electric automobile ) 是由 高先进 龚笑舞 段军 赵子超 于 2021-08-23 设计创作，主要内容包括：本发明涉及增程式电动汽车技术领域,公开一种增程式电动汽车的转速控制方法,包括：S1、接收目标功率得到P-(obj),根据P-(obj)得出N和T-(0)；S2、发动机在定转速闭环模式下进行工作；S3、发电机控制模块接收发动机的运行参数；S4、发电机位置获取模块得到发动机的相位角度；S5、根据第一表格获得K-(1)；根据第二表格获得K-(2)；S6、计算ΔT-(1)＝T-(0)×K-(1)×K-(21)×K-(22)×K-(23)×K-(24)×K-(25)；S7、根据P-(now)和P-(obj)获得ΔT-(2),发电机以T-(0)+ΔT-(1)+ΔT-(2)在扭矩闭环模式下运行。本发明公开的增程式电动汽车的转速控制方法,解决了现有技术存在的发动机的转速波动大导致的发动机的可靠性低和整车的舒适性差的问题。(The invention relates to the technical field of range-extended electric automobiles, and discloses a rotating speed control method of a range-extended electric automobile, which comprises the following steps: s1, obtaining P by receiving target power obj According to P obj To obtain N and T 0 (ii) a S2, the engine works in a constant rotating speed closed loop mode; s3, the generator control module receives the operation parameters of the engine; s4, the generator position obtaining module obtains a phase angle of the engine; s5, obtaining K according to the first table 1 (ii) a Obtaining K according to the second table 2 (ii) a S6, calculating delta T 1 ＝T 0 ×K 1 ×K 21 ×K 22 ×K 23 ×K 24 ×K 25 (ii) a S7, according to P now And P obj Obtaining Delta T 2 Generators with T 0 +ΔT 1 +ΔT 2 In the torque closed loop modeThe operation was carried out as follows. The invention discloses a rotating speed control method of an extended range electric automobile, which solves the problems of low reliability of an engine and poor comfort of the whole automobile caused by large rotating speed fluctuation of the engine in the prior art.)

1. A rotating speed control method of an extended range electric automobile is characterized by comprising the following steps:

s1, the generator control module receives the target power P sent by the vehicle control module₀And obtains the target request power P_objThe torque calculation module obtains a target rotating speed N and a target torque T according to the target requested power₀；

S2, the engine receives the target rotating speed and works in a constant rotating speed closed-loop mode at the target rotating speed;

s3, the generator control module receives operation parameters of the engine, wherein the operation parameters comprise top dead center information of each cylinder of the engine, the number of times of oil injection and the advance angle of oil injection corresponding to each time of oil injection, and the number of times of oil injection of each cylinder is at most 5;

s4, the generator control module acquires a circulation angle with top dead center information of each cylinder, and the generator position acquisition module acquires a real-time electric angle of a generator and maps the real-time electric angle to the circulation angle of the engine to obtain a phase angle of the engine;

s5, the basic compensation coefficient calculation module calculates the target torque T according to the phase angle of the engine₀Looking up the first table to obtain the first correction coefficient K₁(ii) a The correction compensation coefficient calculation module searches a second table according to the phase angle of the engine and the fuel injection advance angle corresponding to each fuel injection of each cylinder to obtain a second correction coefficient K₂The second correction coefficients corresponding to the five injections are respectively K₂₁、K₂₂、K₂₃、K₂₄And K₂₅If the oil injection times are less than 5, the second correction coefficient corresponding to the non-injection times is 1;

s6, the torque compensation module calculates a compensation torque delta T₁＝T₀×K₁×K₂₁×K₂₂×K₂₃×K₂₄×K₂₅；

S7, the generator control module controls the generator according to the actual power P of the generator control module_nowAnd the target requested power P_objObtaining a corrected torque DeltaT₂The closed loop control module controls the generator with T₀+ΔT₁+ΔT₂Is operated in a torque closed loop mode.

2. The method of claim 1, wherein the target power P is received through a CAN bus in S1₀Then firstly aiming at the target power P₀Performing slope treatment to obtainTarget requested power P_objAnd then according to the target request power P_objCalculating the target speed N and the target torque T₀。

3. The method of claim 2, wherein the torque calculation module first calculates the target requested power P_objThe target speed N for operating the engine in the fuel economy region is obtained, and then the torque calculation module is used for calculating the target requested power P_objAnd calculating the target torque T from the target speed N₀，Wherein P is_objIn kW.

4. The method of claim 1, wherein the engine parameter obtaining module sends the top dead center information of each cylinder of the engine to the generator control module in a form of pulse through a pin, and a time width of the pulse is between a first preset time period and a second preset time period.

5. The method of claim 1, wherein the generator control module receives the operating parameters of the engine via a CAN bus, and the CAN bus sends the operating parameters via a phased cycle varying method.

6. The method of claim 1, wherein the phase angle β of the engine is α × C/C_allWherein, alpha is the angle of crankshaft rotation of the engine completing one working cycle, C is the accumulated value of the current electric angle, C_allAn accumulated value of electrical degrees for one working cycle of the engine is completed.

7. According to claim 1The method of controlling the rotational speed of the extended range electric vehicle is characterized in that the generator corrects the torque in S7Wherein P is_objAnd P_nowThe units of (A) are all kW.

8. The method of claim 1, further comprising, before S1:

s011, when the engine injects oil under the preset phase angle and the preset target torque, compensating the first test compensation torque T for the engine_sj1Until the difference between the preset target torque and the actual running torque of the engine is between a first preset torque deviation and a second preset torque deviation, at the moment, the first test compensation torque T_sj1The ratio of the target torque to the preset target torque is a first correction coefficient K₁；

S012, changing the preset phase angle to obtain a first correction coefficient K of the engine under different preset phase angles₁(ii) a Changing the preset target torque to obtain a first correction coefficient K of the engine under different preset target torques₁(ii) a Simultaneously changing the preset phase angle and the preset target torque to obtain a first correction coefficient K of the engine under different preset phase angles and different preset target torques₁；

S013, preparing first correction coefficients K corresponding to the different preset phase angles and the different preset target torques according to S012₁The first table of (1).

9. The method of claim 1, further comprising, before S1:

s021, when the engine runs under the preset phase angle and the oil injection advance angle deviating from the preset oil injection advance angle, compensating a second test compensation torque T for the engine_sj2Up to saidThe difference value of the preset target torque and the actual operation torque of the engine is positioned between a third preset torque deviation and a fourth preset torque deviation, and the second test compensation torque T is obtained_sj2The ratio of the preset target torque to the preset target torque is a second correction coefficient K₂；

S022, changing the preset phase angle to obtain a second correction coefficient K of the engine under different preset phase angles₂(ii) a Changing the oil injection advance angle to obtain a second correction coefficient K of the engine under different oil injection advance angles₂(ii) a Simultaneously changing the preset phase angle and the oil injection advance angle to obtain a second correction coefficient K of the engine under different preset phase angles and different oil injection advance angles₂；

S023, and obtaining second correction coefficients K corresponding to the different preset phase angles and the different oil injection advance angles according to S012₂The second table of (1).

10. The method of claim 1, wherein in step S4, the generator position obtaining module obtains a real-time electrical angle of the generator through a rotary encoder.

Technical Field

The invention relates to the technical field of range-extended electric automobiles, in particular to a rotating speed control method of a range-extended electric automobile.

Background

With the popularization of new energy technology and the promotion of national policies, the range-extending electric vehicle is more and more widely applied. The diesel range extender mainly comprises an engine, a generator and a controller thereof, and is characterized by simple structure, relatively stable working condition and two conventional working modes, wherein the first mode is that the engine works in a torque mode and the generator works in a rotating speed mode; the second is that the engine operates in speed mode and the generator operates in torque mode.

The advantages of "miniaturization" and "lightweight" brought by the integrated range extender are increasingly recognized. As is known, in order to weaken the rotation speed fluctuation of a four-stroke engine caused by firing cycle, a flywheel disc with a large rotational inertia is arranged at the output end of the engine, and for an integrated range extender, in order to shorten the axial distance of the integrated range extender, a motor rotor is directly used for replacing the flywheel disc of an original engine, and after the motor rotor replaces the flywheel disc, the rotational inertia of the engine is greatly reduced, and the rotation speed fluctuation is increased, so that the Noise, Vibration and Harshness (NVH) of the system can be increased, the reliability of the engine and the comfort of the whole vehicle are reduced, and therefore, the important significance is achieved on how to reduce the rotation speed fluctuation of the integrated range extender.

Disclosure of Invention

Based on the above, the invention aims to provide a rotating speed control method of an extended range electric vehicle, which solves the problems of low reliability of an engine and poor comfort of the whole vehicle caused by large rotating speed fluctuation of the engine in the prior art.

In order to achieve the purpose, the invention adopts the following technical scheme:

a rotating speed control method of an extended range electric automobile comprises the following steps:

s1, the generator control module receives the target power P sent by the vehicle control module₀And obtains the target request power P_objThe torque calculation module is based on the purposeObtaining target rotating speed N and target torque T by target requested power₀；

S2, the engine receives the target rotating speed and works in a constant rotating speed closed-loop mode at the target rotating speed;

s3, the generator control module receives operation parameters of the engine, wherein the operation parameters comprise top dead center information of each cylinder of the engine, the number of times of oil injection and the advance angle of oil injection corresponding to each time of oil injection, and the number of times of oil injection of each cylinder is at most 5;

s4, the generator control module acquires a circulation angle with top dead center information of each cylinder, and the generator position acquisition module acquires a real-time electric angle of a generator and maps the real-time electric angle to the circulation angle of the engine to obtain a phase angle of the engine;

s5, the basic compensation coefficient calculation module calculates the target torque T according to the phase angle of the engine₀Looking up the first table to obtain the first correction coefficient K₁(ii) a The correction compensation coefficient calculation module searches a second table according to the phase angle of the engine and the fuel injection advance angle corresponding to each fuel injection of each cylinder to obtain a second correction coefficient K₂The second correction coefficients corresponding to the five injections are respectively K₂₁、K₂₂、K₂₃、K₂₄And K₂₅If the oil injection times are less than 5, the second correction coefficient corresponding to the non-injection times is 1;

s6, the torque compensation module calculates a compensation torque delta T₁＝T₀×K₁×K₂₁×K₂₂×K₂₃×K₂₄×K₂₅；

S7, the generator control module controls the generator according to the actual power P of the generator control module_nowAnd the target requested power P_objObtaining a corrected torque DeltaT₂The closed loop control module controls the generator with T₀+ΔT₁+ΔT₂Is operated in a torque closed loop mode.

As a preferable scheme of the rotating speed control method of the extended range electric vehicle, in S1, the target power P is received through the CAN bus₀Back headFirstly aiming at the target power P₀Performing ramp processing to obtain the target request power P_objAnd then according to the target request power P_objCalculating the target speed N and the target torque T₀。

As a preferable scheme of the rotating speed control method of the extended range electric automobile, firstly, the torque calculation module is used for calculating the target requested power P_objThe target speed N for operating the engine in the fuel economy region is obtained, and then the torque calculation module is used for calculating the target requested power P_objAnd calculating the target torque T from the target speed N₀，Wherein P is_objIn kW.

As a preferred scheme of the rotating speed control method of the extended range electric automobile, an engine parameter acquisition module sends top dead center information of each cylinder of the engine to a generator control module in a pulse mode through a pin, and the time width of the pulse is located between a first preset time length and a second preset time length.

As a preferable scheme of the rotating speed control method of the extended range electric automobile, the generator control module receives the operation parameters of the engine through a CAN bus, and the CAN bus sends the operation parameters through a phase-change period method.

As a preferable configuration of the rotation speed control method of the extended range electric vehicle, the phase angle β of the engine is α × C/C_allWherein, alpha is the angle of crankshaft rotation of the engine completing one working cycle, C is the accumulated value of the current electric angle, C_allAn accumulated value of electrical degrees for one working cycle of the engine is completed.

As a preferable aspect of the method for controlling the rotational speed of the extended range electric vehicle, the corrected torque of the generator in S7Wherein P is_objAnd P_nowThe units of (A) are all kW.

As a preferable aspect of the method for controlling the rotation speed of the extended range electric vehicle, before S1, the method further includes:

s011, when the engine injects oil under the preset phase angle and the preset target torque, compensating the first test compensation torque T for the engine_sj1Until the difference between the preset target torque and the actual running torque of the engine is between a first preset torque deviation and a second preset torque deviation, at the moment, the first test compensation torque T_sj1The ratio of the target torque to the preset target torque is a first correction coefficient K₁；

S012, changing the preset phase angle to obtain a first correction coefficient K of the engine under different preset phase angles₁(ii) a Changing the preset target torque to obtain a first correction coefficient K of the engine under different preset target torques₁(ii) a Simultaneously changing the preset phase angle and the preset target torque to obtain a first correction coefficient K of the engine under different preset phase angles and different preset target torques₁；

S013, preparing first correction coefficients K corresponding to the different preset phase angles and the different preset target torques according to S012₁The first table of (1).

As a preferable aspect of the method for controlling the rotation speed of the extended range electric vehicle, before S1, the method further includes:

s021, when the engine runs under the preset phase angle and the oil injection advance angle deviating from the preset oil injection advance angle, compensating a second test compensation torque T for the engine_sj2And obtaining the second test compensation torque T until the difference value of the preset target torque and the actual operation torque of the engine is between a third preset torque deviation and a fourth preset torque deviation_sj2The ratio of the preset target torque to the preset target torque is a second correction coefficient K₂；

S022, changing the preset phase angle to obtain a second correction coefficient K of the engine under different preset phase angles₂(ii) a Varying the injection advanceAngle to obtain a second correction coefficient K of the engine under different fuel injection advance angles₂(ii) a Simultaneously changing the preset phase angle and the oil injection advance angle to obtain a second correction coefficient K of the engine under different preset phase angles and different oil injection advance angles₂；

S023, and obtaining second correction coefficients K corresponding to the different preset phase angles and the different oil injection advance angles according to S012₂The second table of (1).

As a preferable scheme of the method for controlling the rotation speed of the extended range electric vehicle, in S4, the generator position obtaining module obtains the real-time electrical angle of the generator through a rotary encoder.

The invention has the beneficial effects that: the rotating speed control method of the extended range electric automobile disclosed by the invention inhibits the rotating speed fluctuation of the engine by compensating the torque of the generator, is suitable for generators with different pole pairs and engines with different cylinder numbers, greatly reduces the rotating speed fluctuation of the engine, improves the reliability of the engine and the comfort level of the whole automobile, and enhances the anti-interference capability.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.

FIG. 1 is a flowchart illustrating a method for controlling a rotational speed of an extended range electric vehicle according to an embodiment of the present invention;

FIG. 2 is a phase relationship diagram of an in-line four cylinder engine and a three pole pair generator provided by an exemplary embodiment of the present invention.

Detailed Description

In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.

In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

The embodiment provides a method for controlling a rotation speed of a range-extended electric vehicle, which is not only applicable to a range-extended electric vehicle with an integrated range extender, but also applicable to a range-extended electric vehicle with a non-integrated range extender, as shown in fig. 1, the method for controlling a rotation speed of a range-extended electric vehicle includes:

s1, the generator control module receives the target power P sent by the vehicle control module₀And obtains the target request power P_objThe torque calculation module obtains a target rotating speed according to the target requested powerN and target Torque T₀；

S2, the engine receives the target rotating speed and works in a constant rotating speed closed-loop mode at the target rotating speed;

s3, the generator control module receives operation parameters of the engine, wherein the operation parameters comprise top dead center information of each cylinder of the engine, oil injection times and an oil injection advance angle corresponding to each oil injection, and the oil injection times of each cylinder are at most 5 times;

s4, the generator control module acquires a circulation angle with top dead center information of each cylinder, and the generator position acquisition module acquires a real-time electric angle of the generator and maps the real-time electric angle to the circulation angle of the engine to obtain a phase angle of the engine;

s5, the basic compensation coefficient calculation module calculates the target torque T according to the phase angle of the engine₀Looking up the first table to obtain the first correction coefficient K₁(ii) a The correction compensation coefficient calculation module searches a second table according to the phase angle of the engine and the fuel injection advance angle corresponding to each fuel injection of each cylinder to obtain a second correction coefficient K₂The second correction coefficients corresponding to the five injections are respectively K₂₁、K₂₂、K₂₃、K₂₄And K₂₅If the oil injection times are less than 5, the second correction coefficient corresponding to the non-injection times is 1;

s6, the torque compensation module calculates a compensation torque delta T₁＝T₀×K₁×K₂₁×K₂₂×K₂₃×K₂₄×K₂₅；

S7, the generator control module controls the power generator according to the actual power P of the generator control module_nowAnd target requested power P_objObtaining a corrected torque DeltaT₂The closed loop control module controls the generator with T₀+ΔT₁+ΔT₂Is operated in a torque closed loop mode.

It should be noted that the number of times of oil injection for each cylinder is five at most, and is respectively a main injection, a first pre-injection, a second pre-injection, a first post-injection and a second post-injection, generally speaking, two times of oil injection for each cylinder of an engine are respectively a main injection and a first pre-injection, and at this time, the second correction coefficients respectively corresponding to the second pre-injection, the first post-injection and the second post-injection all take 1.

The rotating speed control method of the extended range electric automobile provided by the embodiment restrains the rotating speed fluctuation of the engine by compensating the torque of the generator, is suitable for generators with different pole pair numbers and engines with different cylinder numbers, greatly reduces the rotating speed fluctuation of the engine, improves the reliability of the engine and the comfort level of the whole automobile, and enhances the anti-interference capability.

Specifically, in S1, the target power P is received through the CAN bus₀Then firstly to the target power P₀Performing ramp processing to obtain target request power P_objTo prevent from being influenced by the target power P₀Sudden change of power results in violent vibration of range extender, and then the power is requested according to the target_objCalculating a target speed N and a target torque T₀. Calculating a target speed N and a target torque T₀The method comprises the following specific steps: first, the torque calculation module calculates the target requested power P_objA target speed N for operating the engine in a fuel economy zone is obtained, and then a torque calculation module calculates a target requested power P based on the target requested power_objCalculating a target torque T from a target rotational speed N₀，Wherein P is_objIn kW.

In S3, the engine parameter obtaining module sends the top dead center information of each cylinder of the engine to the generator control module in the form of a pulse through a pin, where the pin is a digital pin, and the time width of the pulse is between a first preset duration and a second preset duration, that is, only if the time width Δ t of the pulse is within this range, the pulse is considered to be valid. It should be noted that the first preset time period and the second preset time period are set according to the specific structure and the operating state of the engine.

In S3, the generator control module receives the operating parameters of the engine through the CAN bus, and the CAN bus sends the operating parameters by a phase change period method, that is, when the rotation speed of the engine changes, the operating period of the engine changes, and for better data transmission, the CAN bus sends the operating parameters when the same operating phase as before is reached, so that the generator control module receives the operating parameters.

In S4, the generator position acquisition module acquires a real-time electrical angle of the generator from the rotary encoder, and maps the real-time electrical angle of the generator to a cycle angle of the engine, where the phase angle β of the engine is α × C/C_allWherein beta is a phase angle, alpha is an angle which the crankshaft rotates after the engine completes one working cycle, C is a cumulative value of the current electrical angle, C_allAnd defining the electric angle of the generator to be zero when the top dead center information of each cylinder of the engine is sent to the generator control module through a pin in a pulse mode for the accumulated value of the electric angle of the engine completing one working cycle. Specifically, the engine of the extended range electric vehicle of the present embodiment is an in-line four-cylinder engine, and the generator is a generator with three pairs of electrodes, that is, α of the present embodiment is 720 °, the number of cylinders of the engine is four, the generator has three pairs of electrodes, and the three pairs of electrodes correspond to 6 cycles of the electrical angle signal within 720 °. In other embodiments, the number of cylinders of the engine and the number of pole pairs of the generator are not limited to the definition of the embodiment, and the cylinder type of the engine is not limited to the definition of the embodiment, and may be a V type or another type.

Further, as shown in fig. 2, a in the figure is an engine phase, a crankshaft rotates through 720 ° in one working cycle of the engine, that is, the crankshaft rotates through two circles, the tooth missing positions of J1 and J2 are mechanical zero positions of the engine, TDC1, TDC2, TDC3 and TDC4 are actual top dead centers of 1 cylinder, 2 cylinder, 3 cylinder and 4 cylinder of the engine respectively, the engine control module outputs a pulse signal B at the top dead center of the 1 cylinder, a time width Δ t of the pulse signal B is between a first preset time period and a second preset time period, the generator control module calculates a relative position of the top dead center of each cylinder according to the signal time, C is an electrical angle of the generator, 3 poles correspond to 6 times of electrical angle cycles within 720 °, that D1 to D2 are first electrical angle cycles, D2 to D3 are second electrical angle cycles, D3 to D4 are third electrical angle cycles, and D4 to D5 are fourth electrical angle cycles, D5-D6 are the fifth electrical angle cycle and D6-D1 are the sixth electrical angle cycle, and the generator control module corresponds 6 electrical angle cycles to 4 cylinders of the engine.

Further, 0 ° to 720 ° are divided according to the number of cylinders and the cylinder interval of the engine, and a phase angle corresponding to the cylinder reaching the top dead center is defined to be 0 °, and then the first correction coefficient K is set when the phase angle is between 0 ° and 90 °₁A first correction factor K for positive values for increasing the torque of the engine, the phase angle lying between 90 DEG and 180 DEG₁Negative value for reducing the torque of the engine, and a first correction factor K when the phase angle is between 180 DEG and 270 DEG₁A first correction factor K when the phase angle is between 270 DEG and 360 DEG is positive₁Negative value, first correction factor K when phase angle is between 360 DEG and 450 DEG₁A first correction factor K when the phase angle is between 450 DEG and 540 DEG is positive₁Negative, first correction factor K for phase angles between 540 DEG and 630 DEG₁A first correction factor K when the phase angle is between 630 and 720 DEG is positive₁Is negative.

At S7, the corrected torque of the generatorWherein, P_objAnd P_nowIn kW, the corrected torque DeltaT₂The closed-loop control module controls the generator to operate in a torque closed-loop mode by taking the engine to complete one working cycle as a unit, wherein the working cycle is obtained through PI control calculation. The compensation of the correction torque is carried out on the generator, the deviation of the output power caused by the torque compensation is eliminated, and the accuracy of the whole vehicle power of the extended range electric vehicle is met.

Specifically, the generator control module of the present embodiment includes a torque calculation moduleThe system comprises a generator position acquisition module, a basic compensation coefficient calculation module, a correction compensation coefficient calculation module, a torque compensation module and a closed-loop control module, wherein the torque calculation module is used for obtaining a target rotating speed N and a target torque T according to target requested power₀The generator position obtaining module obtains a real-time electrical angle of the generator and maps the real-time electrical angle to a cycle angle of the engine to obtain a phase angle of the engine, and the basic compensation coefficient calculating module obtains the phase angle of the engine and a target torque T according to the phase angle of the engine and the target torque T₀Looking up the first table to obtain the first correction coefficient K₁The correction compensation coefficient calculation module searches a second table according to the phase angle of the engine and the fuel injection advance angle corresponding to each fuel injection of each cylinder to obtain a second correction coefficient K₂The torque compensation module calculates a compensation torque Δ T₁The closed loop control module controls the generator with T₀+ΔT₁+ΔT₂Is operated in a torque closed loop mode.

To obtain the first table, before S1, the method further includes:

s011, when the engine injects oil under the preset phase angle and the preset target torque, compensating the first test compensation torque T for the engine_sj1Until the difference between the preset target torque and the actual running torque of the engine is between the first preset torque deviation and the second preset torque deviation, the first test compensation torque T is obtained_sj1The ratio of the target torque to the preset target torque is a first correction coefficient K₁；

S012, changing the preset phase angle to obtain a first correction coefficient K of the engine under different preset phase angles₁(ii) a Changing the preset target torque of the engine to obtain a first correction coefficient K of the engine under different preset target torques₁(ii) a Simultaneously changing the preset phase angle and the preset target torque to obtain a first correction coefficient K of the engine under different preset phase angles and different preset target torques₁；

S013, preparing first correction coefficients K corresponding to different preset phase angles and different preset target torques according to S012₁The first table of (1).

In particular, the amount of the solvent to be used,defining a first trial compensation torque for increasing the engine torque as a positive value, and obtaining a first correction factor K₁Also positive, defining a first trial compensation torque for reducing the engine torque as negative, with a first resulting modification factor K₁Also negative, generally speaking the first correction factor K₁Between-2 and 2.

It should be noted that, S011 through S013 are obtained through testing on a test bench, and in order to obtain the preset phase angle and the preset target torque of the engine, S1 through S4 are executed on the test bench to obtain the preset phase angle and the preset target torque of the engine, so as to obtain the first correction coefficient K of the engine at different preset phase angles and different preset target torques₁. The first correction factor K in the first table for different engines₁There are differences.

Before S1, further comprising:

s021, when the engine runs under the preset phase angle and the oil injection advance angle deviating from the preset oil injection advance angle, compensating the second test compensation torque T for the engine_sj2And obtaining a second test compensation torque T until the difference value of the preset target torque and the actual running torque of the engine is between the third preset torque deviation and the fourth preset torque deviation_sj2The ratio of the target torque to the preset target torque is a second correction coefficient K₂；

S022, changing the preset phase angle to obtain a second correction coefficient K of the engine under different preset phase angles₂(ii) a Changing the advance angle of oil injection to obtain a second correction coefficient K of the engine under different advance angles of oil injection₂(ii) a Simultaneously changing the preset phase angle and the fuel injection advance angle to obtain a second correction coefficient K of the engine under different preset phase angles and different fuel injection advance angles₂；

S023, and obtaining second correction coefficients K corresponding to different preset phase angles and different oil injection advance angles according to S012₂The second table of (1).

Specifically, the second correction coefficient K of the second table of the present embodiment₂According to the preset phase angle and the advance of oil injectionThe angle is found. In other embodiments, the second correction factor K₂The fuel injection system can also be obtained according to a preset phase angle and a fuel injection advance angle deviation, wherein the fuel injection advance angle deviation is the difference value of the preset fuel injection advance angle and the fuel injection advance angle, and when the fuel injection advance angle is earlier than the preset fuel injection advance angle, the fuel injection advance angle deviation is defined as a positive value; when the fuel injection advance angle lags behind the preset fuel injection advance angle, the fuel injection advance angle deviation is defined as a negative value.

It should be noted that S021 to S023 are obtained through testing on a test bench, S011 to S013 can be performed before S021 or after S023, and in order to obtain the preset phase angle and the preset injection advance angle of the engine, S1 to S4 are performed on the test bench to obtain the preset phase angle and the preset injection advance angle of the engine, so as to obtain the second correction coefficient K of the engine under different preset phase angles and different injection advance angles₂. There is a difference in the second correction coefficient in the second table for different engines.

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.