CN114228697A - Engine stop control method and device, hybrid power vehicle and medium - Google Patents

Engine stop control method and device, hybrid power vehicle and medium Download PDF

Info

Publication number
CN114228697A
CN114228697A CN202111662917.4A CN202111662917A CN114228697A CN 114228697 A CN114228697 A CN 114228697A CN 202111662917 A CN202111662917 A CN 202111662917A CN 114228697 A CN114228697 A CN 114228697A
Authority
CN
China
Prior art keywords
engine
generator
angle signal
controller
crankshaft position
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202111662917.4A
Other languages
Chinese (zh)
Other versions
CN114228697B (en
Inventor
赵慧超
李伟亮
李帅
李芝炳
刘亚川
贾琪
师浩浩
邓洋
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FAW Group Corp
Original Assignee
FAW Group Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by FAW Group Corp filed Critical FAW Group Corp
Priority to CN202111662917.4A priority Critical patent/CN114228697B/en
Publication of CN114228697A publication Critical patent/CN114228697A/en
Application granted granted Critical
Publication of CN114228697B publication Critical patent/CN114228697B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0685—Engine crank angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

The embodiment of the invention discloses an engine stop control method and device, a hybrid vehicle and a medium. The method comprises the following steps: when the working mode of the whole vehicle is switched from the series mode to the pure electric mode, an engine stop instruction is generated; the generator controller determines a first generator electrical angle signal, and obtains sample engine crankshaft position information from the engine controller and determines a sample engine angle signal; determining a signal update period and determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information; a target engine angle signal is determined from the updated engine angle signal and an engine stop is controlled based on the target engine angle signal to stop the engine crankshaft position at the target engine crankshaft position. The engine stopping time is reduced, and the stopping position precision is improved, so that the engine starting success rate is improved, and the engine starting noise and vibration are reduced.

Description

Engine stop control method and device, hybrid power vehicle and medium
Technical Field
The embodiment of the invention relates to the technical field of vehicle control, in particular to an engine stop control method and device, a hybrid vehicle and a medium.
Background
Because the domestic new energy subsidies and moves back the slope, the double-integral policy is continuously tightened, and the state guides the fuel vehicle to continuously reduce the fuel consumption. By combining Chinese regulations and actual road conditions, the conventional vehicle generally adopts double motors, so that the power performance and the comfort of the whole vehicle can be ensured, the actual use oil consumption of a user can be reduced, and the popularization and application values are good. For a vehicle with a dual-motor hybrid system, because the vehicle is influenced by factors such as cost and space, a high-voltage battery with lower electric quantity is usually selected when the high-voltage battery stores electric quantity for model selection, and therefore the whole vehicle of the dual-motor hybrid vehicle mostly works in a series mode and an EV mode.
When the whole vehicle works in a series mode, the engine consumes fuel, the generator is driven to run through the speed reducer, the generator controller generates electricity according to the instruction of the whole vehicle controller, and the generated electricity is used for driving the whole vehicle to run and charging the high-voltage battery. When the electric quantity of the high-voltage battery is charged to a higher level, the whole vehicle is switched to an EV mode, the engine stops working, the driving motor obtains energy from the high-voltage battery to drive the whole vehicle to run, the driving motor controller receives a torque instruction of the whole vehicle controller to control the driving motor to work, and at the moment, the energy of the high-voltage battery is gradually consumed. When the energy of the high-voltage battery is consumed to a certain degree, the whole vehicle enters the series connection mode again, and the engine is started to charge the high-voltage battery. Because the high-voltage battery has less energy storage, the engine needs to be frequently started and stopped in order to ensure the driving performance of the whole vehicle and the service life of the battery. Therefore, how to provide an engine stop control method, an engine stop control device, a hybrid vehicle and a medium, which can improve the success rate of starting the engine and reduce the noise and vibration in the starting process and the stopping process of the engine is a technical problem.
Disclosure of Invention
The embodiment of the invention provides an engine stop control method and device, a hybrid vehicle and a medium, which are used for reducing the stop time of an engine, reducing the stop jitter of the engine and improving the stop position precision, thereby improving the starting success rate of the engine and reducing the starting noise and vibration of the engine.
In a first aspect, an embodiment of the present invention provides an engine stop control method, including:
when the whole vehicle working mode is switched from the series mode to the pure electric mode, the whole vehicle controller controls the engine torque and the generator torque to be reset, and generates an engine stop instruction, wherein the engine stop instruction is used for controlling the engine to stop;
during the engine torque zero clearing period, if the current engine torque of the engine is smaller than the first engine torque, controlling the engine to be switched to a fuel cut-off state through the vehicle control unit, and controlling the rotating speed of the generator and the rotating speed of the engine to be reduced;
when the engine rotating speed is lower than the first engine rotating speed, the generator controller determines a first generator electrical angle signal corresponding to the generator position signal according to the obtained generator position signal, obtains sample engine crankshaft position information from the engine controller, and determines a sample engine angle signal according to the first generator electrical angle signal and the sample engine crankshaft position information;
determining a signal update period of engine crankshaft position information transmitted by the engine controller to the generator controller via a CAN bus, and determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information;
a target engine angle signal is determined from the updated engine angle signal and an engine stop is controlled based on the target engine angle signal to stop the engine crankshaft position at a target engine crankshaft position.
Further, controlling the generator speed and the engine speed to drop comprises:
and controlling the rotating speed of the generator to be reduced through the vehicle control unit, controlling the rotating speed of the engine to be reduced from the current rotating speed of the engine, and simultaneously maintaining the torque of the generator at the first torque of the generator.
Further, before determining a sample engine angle signal from the first generator electrical angle signal and the sample engine crankshaft position information, further comprising:
the generator controller acquires initial engine crankshaft position information from the engine controller through a CAN bus;
and determining an initial engine angle signal corresponding to the initial engine crankshaft position information according to the initial engine crankshaft position information, and determining the target engine crankshaft position from preset engine crankshaft position information on the basis of the initial engine crankshaft position information.
Further, determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information includes:
the generator controller judges whether to update the engine angle signal according to the signal updating period, the sample engine angle signal and the sample engine crankshaft position information;
and determining to update the engine angle signal according to the result of judging whether to update the engine angle signal.
Further, when the generator controller determines whether to update the engine angle signal according to the signal update period, the sample engine angle signal, and the sample engine crankshaft position information, the method further includes:
and when the rotating speed of the engine is lower than the rotating speed of a second engine and the position of the engine crankshaft corresponding to the position information of the engine crankshaft is within a preset range of the position of the engine crankshaft, controlling the generator controller to stop updating the electrical angle signal of the engine.
Further, determining a target engine angle signal based on the updated engine angle signal includes:
if the updated engine angle signal is within the corresponding updated engine crankshaft position range, controlling the target engine angle information to be the updated engine angle signal;
and if the updated engine angle signal is not in the corresponding updated engine crankshaft position range, controlling the target engine angle information to be the engine crankshaft position corresponding to the updated engine crankshaft position range.
Further, the engine stop control method further includes:
and when the vehicle control unit sends an engine stop instruction, the generator controller stops controlling the engine to stop.
In a second aspect, an embodiment of the present invention further provides an engine stop control device, where the engine stop control device includes a driving motor, a first speed reducer, a driving motor controller, a high-voltage power supply, a generator controller, an engine controller, a second speed reducer, and a vehicle control unit; the engine stop control device realizes an engine stop control method provided by the embodiment of the first aspect of the invention;
the driving motor is connected with wheels of the hybrid vehicle through a first speed reducer, the driving motor is electrically connected with the driving motor controller, the driving motor controller is electrically connected with the generator controller, the high-voltage power supply is respectively connected with the driving motor controller and the generator controller, the generator controller is electrically connected with the generator, the generator is connected with the engine through a second speed reducer, the engine is electrically connected with the engine controller, and the whole vehicle controller is respectively connected with the driving motor, the generator controller and the engine controller.
In a third aspect, embodiments of the present invention also provide a hybrid vehicle including an engine stop control apparatus provided in an embodiment of the second aspect of the present invention.
In a fourth aspect, the embodiments of the present invention further provide a computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements an engine stop control method provided in the embodiments of the first aspect of the present invention.
According to the technical scheme of the embodiment of the invention, when the working mode of the whole vehicle is switched from the series connection mode to the pure electric mode, the whole vehicle controller controls the torque of the engine and the torque of the generator to be reset, and generates an engine stop instruction, wherein the engine stop instruction is used for controlling the engine to stop; during the engine torque zero clearing period, if the current engine torque of the engine is smaller than the first engine torque, controlling the engine to be switched to a fuel cut-off state through the vehicle control unit, and controlling the rotating speed of the generator and the rotating speed of the engine to be reduced; when the engine rotating speed is lower than the first engine rotating speed, the generator controller determines a first generator electrical angle signal corresponding to the generator position signal according to the obtained generator position signal, obtains sample engine crankshaft position information from the engine controller, and determines a sample engine angle signal according to the first generator electrical angle signal and the sample engine crankshaft position information; determining a signal update period of engine crankshaft position information transmitted by the engine controller to the generator controller via a CAN bus, and determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information; a target engine angle signal is determined from the updated engine angle signal and an engine stop is controlled based on the target engine angle signal to stop the engine crankshaft position at a target engine crankshaft position. The problems that the engine is frequently started and stopped, the position of the crankshaft of the engine is not accurately adjusted, and the range is limited in the prior art are solved, the engine stopping time is shortened, the engine stopping jitter is reduced, and the stopping position precision is improved, so that the starting success rate of the engine is improved, and the starting noise and vibration of the engine are reduced.
Drawings
FIG. 1 is a flow chart of a method for controlling engine shutdown in accordance with an embodiment of the present invention;
FIG. 2 is a schematic representation of rotational speed and generator torque over time as provided by an embodiment of the present invention;
FIG. 3 is a schematic illustration of engine stop position adjustment over time provided by an embodiment of the present invention;
fig. 4 is a structural diagram of an engine stop control apparatus according to a second embodiment of the present invention; .
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention are described in further detail below with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention.
It should be further noted that, for the convenience of description, only some but not all of the relevant aspects of the present invention are shown in the drawings. Before discussing exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although a flowchart may describe the operations (or steps) as a sequential process, many of the operations can be performed in parallel, concurrently or simultaneously. In addition, the order of the operations may be re-arranged. The process may be terminated when its operations are completed, but may have additional steps not included in the figure. The processes may correspond to methods, functions, procedures, subroutines, and the like.
Example one
Fig. 1 is a flowchart of an engine stop control method according to an embodiment of the present invention, which is applicable to a dual-motor hybrid vehicle in which an engine stop is controlled according to a correspondence relationship between rotational speeds and positions of a generator and an engine connected through a speed reducer. The engine stop control method specifically comprises the following steps:
and S110, when the working mode of the whole vehicle is switched from the series mode to the pure electric mode, the whole vehicle controller controls the torque of the engine and the torque of the generator to be reset, and generates an engine stop instruction, wherein the engine stop instruction is used for controlling the engine to stop.
The dual-motor hybrid vehicle may be a dual-motor pure electric vehicle or a dual-motor hybrid vehicle, which is not limited in this embodiment.
The whole vehicle working mode of the double-motor hybrid vehicle is a series mode, the generator, the engine and the driving motor all work normally, the whole vehicle controller controls the engine to work in a high-efficiency area, the generator is dragged to generate electricity, the generator generates electricity according to instructions of the whole vehicle controller, and meanwhile generated electricity is used for controlling the driving motor to drive and charge the high-voltage power supply.
When the whole vehicle working mode of the double-motor hybrid vehicle is a pure electric mode, the engine and the generator stop working, only the driving motor works, and the whole vehicle controller controls the driving motor to output torque, so that the purpose of driving the whole vehicle to run is achieved.
In the embodiment, when the whole vehicle working mode of the dual-motor hybrid vehicle is switched from the series mode to the pure electric mode, the whole vehicle controller coordinately controls the engine torque and the generator torque, and clears the engine torque and the generator torque. And meanwhile, an engine stop instruction is generated and used for controlling the engine to stop, the engine receives the engine stop instruction sent by the vehicle controller, the engine stops oil injection and ignition, the engine enters a follow-up rotation state, the generator also receives the engine stop instruction sent by the vehicle controller, and the generator starts to assist in engine stop control.
And S120, during the period of zero clearing of the engine torque, if the current engine torque of the engine is smaller than the first engine torque, controlling the engine to be switched to a fuel cut-off state through the vehicle controller, and controlling the rotating speed of the generator and the rotating speed of the engine to be reduced.
The first engine torque is a critical value of the engine torque, that is, a smaller threshold value, and the embodiment does not limit the specific value thereof, and the first engine torque is used for calibrating a torque node value of the vehicle controller for controlling the engine to switch to the fuel cut-off state.
Specifically, during the period that the vehicle control unit coordinately controls the torque of the engine and the torque of the generator and clears the torque of the engine and the torque of the generator, when the current torque of the engine is smaller than a critical value, the vehicle control unit controls the engine to be switched to the fuel cut-off state, and when the engine feeds back the fuel cut-off state to the vehicle control unit, the vehicle control unit controls the rotating speed of the generator to be reduced.
Further, on the basis of the above embodiment, controlling the generator speed and the engine speed to decrease includes: and controlling the rotating speed of the generator to be reduced through the vehicle control unit, controlling the rotating speed of the engine to be reduced from the current rotating speed of the engine, and simultaneously maintaining the torque of the generator at the first torque of the generator.
And when the first generator torque is controlled by the generator in a torque mode, the generator torque controls a corresponding generator torque value according to a preset torque curve.
In the embodiment, since the engine operates in the high-efficiency region, the engine speed in the engine high-efficiency region is higher than the idle speed, and during the engine torque zero clearing period, the engine speed does not need to be reduced to the idle speed first, and can be directly reduced from the current operating speed, that is, the engine speed is reduced from the current engine speed. Meanwhile, in the process of controlling the reduction of the rotating speed of the engine, the generator is controlled by adopting a torque mode according to a preset torque curve, the torque is gradually reduced from zero, after the torque is reduced to a certain value (namely the torque of the first generator), the torque of the generator is kept unchanged at the torque of the first generator, and meanwhile, the abnormal shaking of the whole vehicle cannot be caused in the process of stopping the vehicle when the torque of the generator is kept unchanged at the torque of the first generator.
S130, when the engine rotating speed is lower than the first engine rotating speed, the generator controller determines a first generator electrical angle signal corresponding to the generator position signal according to the obtained generator position signal, obtains sample engine crankshaft position information from the engine controller, and determines the sample engine angle signal according to the first generator electrical angle signal and the sample engine crankshaft position information.
The first engine speed is the highest speed that will not cause resonance of the vehicle powertrain in the engine fuel cut-off state, optionally, the first engine speed may be 300rpm, the first engine speed may be adjusted according to differences of the vehicle control system, and the embodiment does not limit any specific value of the first engine speed.
In this embodiment, when the engine speed is lower than the first engine speed, the engine stop control method of this embodiment starts to enter the stop position rough adjustment process, fig. 3 is a schematic diagram of the change of the speed and the generator torque with time provided by the embodiment of the present invention, referring to fig. 2, during the reduction of the speed and the generator torque, the engine stop time can be effectively reduced by the rough adjustment of the stop position. Specifically, the engine and the generator are connected through the speed reducer, so that the engine crankshaft position information and the generator position information have a corresponding relationship. The generator controller obtains engine crankshaft position information Angle from the engine controller through the CAN busEngineUsing engine crankshaft position information AngleEngineAs the control object.
For example, in a dual-motor hybrid system, the position information of the crankshaft of the engine is represented by 0-119, the position signal of the generator is represented by 0-4095AD in an electrical angle form, and the generator and the rotary transformer are 4 opposite poles, so that the generator mechanically rotates by one circle and rotates by 4 × 4096 AD. The generator is connected with the engine through a speed reducer, the speed ratio is 2.5, namely, the engine mechanically rotates up for one circle, the generator mechanically rotates up for 2.5 circles, the generator electrically rotates for 10 circles, 120 pieces of position information of the engine correspond to 40960 pieces of position information of the generator electrically, the generator rotates for 1AD, and the equivalent engine rotates for 0.00879 degrees.
The generator controller determines a first generator Angle signal corresponding to the generator position signal according to the acquired generator position signalGM(tk)And the generator electrical Angle signal to be updated for estimating the next update periodGM(tk+1)And obtaining sample engine crankshaft position information from an engine controller and determining an engine angle signal corresponding thereto based on the sample engine crankshaft position information
Figure BDA0003450597880000091
Further, the estimated sample engine angle signal is updated in real time through the following formula
Figure BDA0003450597880000101
The method specifically comprises the following steps:
Figure BDA0003450597880000102
as can be appreciated, the sample engine angle signal
Figure BDA0003450597880000103
The update period for updating the estimation in real time may be 1ms, or may be other time lengths, which is not limited in this embodiment, and the specific update period may be selected and set by a person skilled in the art according to actual needs.
It should be noted that although Angle is used in the above formulaGM(tk+1)-AngleGM(tk)However, since the generator position signal is in a sawtooth wave form, special processing may be required near the zero crossing point to ensure that the difference between the generator position signal and the generator position signal is within a reasonable range.
Further, on the basis of the above embodiment, before determining a sample engine angle signal from the first generator electrical angle signal and the sample engine crankshaft position information, the method further includes: the generator controller acquires initial engine crankshaft position information from the engine controller through a CAN bus; and determining an initial engine angle signal corresponding to the initial engine crankshaft position information according to the initial engine crankshaft position information, and determining the target engine crankshaft position from preset engine crankshaft position information on the basis of the initial engine crankshaft position information.
Specifically, when the generator controller obtains initial engine crankshaft position information Angle from the engine controller through the CAN busEngine(t0)Then, it is converted into an estimated initial engine angle signal
Figure BDA0003450597880000104
Namely, the engine angle signal is calculated by the following formula when being assigned for the first time, specifically:
Figure BDA0003450597880000105
it should be noted that the initial engine angle signal is estimated
Figure BDA0003450597880000106
Meanwhile, the generator electrical Angle signal Angle _ GM (t0) at this time is latched, and similarly, the corresponding generator electrical Angle signal at this time is latched each time the engine Angle signal is estimated, so as to be used later.
Because the control precision of the generator is high and the speed is high, the closed-loop control of the position of the crankshaft of the engine in the generator controller is realized at high speed and high precision. Target Position of engine crankshaft PositionaimThe calibration is carried out on the whole vehicle, and the calibration basis is that the resistance is smaller when the engine is started when the whole vehicle is started, the cylinder pressure of the engine is smaller, the starting noise of the whole vehicle is smaller, and the seat vibration is smaller.
Illustratively, for a four cylinder engine, there are generally four optimal target positionsaim[4]. In the generator controller, according to the initial engine crankshaft position information, the nearest target is found from the four optimal positions to be used as the target engine crankshaft position of the current stop position
Figure BDA0003450597880000111
Engine stop position control in the present embodiment uses engine crankshaft position information AngleEngineAnd target engine crankshaft position for this stop position
Figure BDA0003450597880000112
And as an input signal, the generator is subjected to closed-loop control through a position, rotating speed and torque three-layer PID controller. In order to guarantee the fastest stop speed, the engine is allowed to rotate reversely in the stop position control. Meanwhile, in the closed-loop control process, the maximum rotating speed and the maximum torque in the engine stop position control process are limited. The highest rotating speed is obtained according to calibration, and the calibration basis is that the whole vehicle cannot shake in the process of stopping the engine; the maximum torque is obtained according to the system characteristics, the torque can be adjusted by the system, the system abnormality can be identified, and the torque output is limited, but when the system is abnormal (such as missing teeth, entering of foreign matters and the like), the torque of the motor cannot be output excessively, and the problem that the hardware of an engine, a speed reducer or other parts is damaged can be caused.
S140, determining a signal updating period of engine crankshaft position information transmitted to the generator controller by the engine controller through a CAN bus, and determining an updated engine angle signal based on the signal updating period, the sample engine angle signal and the sample engine crankshaft position information.
The signal updating period of the engine crankshaft position information transmitted to the generator controller by the engine controller through the CAN bus CAN be set by a person skilled in the art according to actual requirements, and optionally, the signal updating period is 10 ms.
Specifically, the generator position signal and the engine crankshaft position signal are synchronized to obtain an engine angle signal with improved accuracy
Figure BDA0003450597880000121
At this stage, the engine angle is high-precisionThe degree signal is only evaluated and does not participate in the engine stop position control to prepare for the next stage control.
On the basis of the above-described embodiment, determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information includes: the generator controller judges whether to update the engine angle signal according to the signal updating period, the sample engine angle signal and the sample engine crankshaft position information; and determining to update the engine angle signal according to the result of judging whether to update the engine angle signal.
Specifically, after determining the signal update period of the engine crankshaft position information transmitted to the generator controller by the engine controller through the CAN bus, each time the generator controller receives the engine crankshaft position information from the engine controller through the CAN bus, the generator controller estimates the engine angle signal and the crankshaft position signal at that time.
In this embodiment, taking the signal update period as 10ms as an example, the engine angle signal is determined to be updated through the following processing logic, specifically:
Figure BDA0003450597880000122
wherein the content of the first and second substances,
Figure BDA0003450597880000123
is a sample engine angle signal;
Figure BDA0003450597880000124
sample engine crankshaft position information.
It will be appreciated that at this point, the sample engine angle signal is not modified, i.e., the sample engine angle signal
Figure BDA0003450597880000125
Directly as an updated engine angle signal
Figure BDA0003450597880000126
When in use
Figure BDA0003450597880000127
At this time, the sample engine angle signal is measured
Figure BDA0003450597880000128
Modified by updating the engine angle signal at this time to
Figure BDA0003450597880000129
When in use
Figure BDA0003450597880000131
At this time, the sample engine angle signal is measured
Figure BDA0003450597880000132
Modified by updating the engine angle signal at this time to
Figure BDA0003450597880000133
Further, on the basis of the above embodiment, when the generator controller determines whether to update the engine angle signal according to the signal update cycle, the sample engine angle signal, and the sample engine crankshaft position information, the method further includes: and when the rotating speed of the engine is lower than the rotating speed of a second engine and the position of the engine crankshaft corresponding to the position information of the engine crankshaft is within a preset range of the position of the engine crankshaft, controlling the generator controller to stop updating the electrical angle signal of the engine.
Specifically, in the engine stop control method of the embodiment, when the engine speed is determined to be lower than the second engine speed and the engine crankshaft position corresponding to the engine crankshaft position information is within the range of the preset engine crankshaft position, the engine stop control method exits from the process of rough stop position adjustment and directly enters the process of next-step precise stop position adjustment.
The rotating speed of the second engine can be 10rpm, the rotating speed of the second engine is adjusted according to the system condition, and the position change of the crankshaft of the engine corresponding to the adjacent frame message does not exceed a preset range; the preset engine crankshaft position range can be selected and set by a person skilled in the art, and the embodiment does not limit the preset engine crankshaft position range in any way.
It will be appreciated that exiting the coarse adjustment of the park position requires only that the two conditions are met simultaneously, and no repeated confirmation is required.
And S150, determining a target engine angle signal according to the updated engine angle signal, and controlling the engine to stop based on the target engine angle signal so as to stop the engine crankshaft position at the target engine crankshaft position.
The high-precision engine angle signal is continuously carried out at the stage
Figure BDA0003450597880000134
Estimating, and performing engine stop control according to the signal, wherein the high-precision engine angle signal estimation at the stage uses open-loop voltage control.
On the basis of the above embodiment, determining a target engine angle signal from the updated engine angle signal includes: if the updated engine angle signal is within the corresponding updated engine crankshaft position range, controlling the target engine angle information to be the updated engine angle signal; and if the updated engine angle signal is not in the corresponding updated engine crankshaft position range, controlling the target engine angle information to be the engine crankshaft position corresponding to the updated engine crankshaft position range.
Specifically, taking the updated engine crankshaft position range as 5 as an example, the high-precision engine angle signal processing logic in this stage is substantially the same as that in the previous stage, and the updated engine angle signal is estimated only inside the generator controller
Figure BDA0003450597880000141
Crankshaft position signal corresponding to current
Figure BDA0003450597880000142
The comparison processing part has differences.
When in use
Figure BDA0003450597880000143
At this time, the engine angle signal is updated
Figure BDA0003450597880000144
No modification is made;
when in use
Figure BDA0003450597880000145
Or when
Figure BDA0003450597880000146
While updating the engine angle signal
Figure BDA0003450597880000147
Correcting the engine angle signal according to the formula
Figure BDA0003450597880000148
The engine stopping process adopts open-loop voltage control, so that the position of the engine can not rotate after the engine is stopped due to the elasticity of a transmission system. Target engine crankshaft position at this stop position
Figure BDA0003450597880000149
In the same electrical cycle as the generator position at the time of entering this phase.
The amplitude and phase angle of the voltage vector are directly given, the voltage phase angle is given according to the rule shown in FIG. 3, FIG. 4 is a schematic diagram of the engine stop position adjustment provided by the embodiment of the invention changing along with time, and the target position in FIG. 3 is the target engine crankshaft position
Figure BDA00034505978800001410
The former stage rotates at a constant speed of 1rpm, and gradually slows down until a steady stop when the distance angle is less than 1 degree, and fig. 3 is a schematic diagram of the engine stop position adjustment over time provided by the embodiment of the invention. The voltage amplitude is given by a fixed value that corresponds to the amplitude of the output voltage vector of the generator operating at 5Nm @1 rpm. And after the system stays at the target position for 1s, gradually reducing the given voltage amplitude to zero. At the moment, the generator controller feeds back a finished mark of the shutdown control of the whole vehicle controller.
On the basis of the above embodiment, when the vehicle control unit sends an engine stop instruction, the generator controller stops controlling the engine to stop.
Specifically, in the engine stop process of the embodiment, if the vehicle control unit stops sending the engine stop command, that is, sends the engine stop command, the generator controller can respond and quit the engine stop control at any time.
According to the technical scheme of the embodiment of the invention, when the working mode of the whole vehicle is switched from the series connection mode to the pure electric mode, the whole vehicle controller controls the torque of the engine and the torque of the generator to be reset, and generates an engine stop instruction, wherein the engine stop instruction is used for controlling the engine to stop; during the engine torque zero clearing period, if the current engine torque of the engine is smaller than the first engine torque, controlling the engine to be switched to a fuel cut-off state through the vehicle control unit, and controlling the rotating speed of the generator and the rotating speed of the engine to be reduced; when the engine rotating speed is lower than the first engine rotating speed, the generator controller determines a first generator electrical angle signal corresponding to the generator position signal according to the obtained generator position signal, obtains sample engine crankshaft position information from the engine controller, and determines a sample engine angle signal according to the first generator electrical angle signal and the sample engine crankshaft position information; determining a signal update period of engine crankshaft position information transmitted by the engine controller to the generator controller via a CAN bus, and determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information; a target engine angle signal is determined from the updated engine angle signal and an engine stop is controlled based on the target engine angle signal to stop the engine crankshaft position at a target engine crankshaft position. The problems that the engine is frequently started and stopped, the position of the crankshaft of the engine is not accurately adjusted, and the range is limited in the prior art are solved, the engine stopping time is shortened, the engine stopping jitter is reduced, and the stopping position precision is improved, so that the starting success rate of the engine is improved, and the starting noise and vibration of the engine are reduced.
Example two
Fig. 4 is a structural diagram of an engine stop control device according to a second embodiment of the present invention, which is applicable to a case where an engine stop is controlled according to a correspondence relationship between rotation speeds and positions of a generator and an engine connected through a reducer, and is applied to a two-motor hybrid vehicle.
As shown in fig. 4, the engine stop control device includes a driving motor, a first speed reducer, a driving motor controller, a high-voltage power supply, a generator controller, an engine controller, a second speed reducer, and a vehicle control unit; the engine stop control device realizes the engine stop control method provided by the embodiment of the invention, can execute the engine stop control method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of executing the engine stop control method.
The driving motor is connected with wheels of the hybrid vehicle through a first speed reducer and electrically connected with the driving motor controller, the driving motor is controlled by the driving motor controller due to the fact that the whole vehicle is driven to run, and high-voltage power supply of the driving motor controller comes from a high-voltage power supply; the driving motor controller is electrically connected with the generator controller, the high-voltage power supply is electrically connected with the driving motor controller and the generator controller respectively, and the high-voltage power supply supplies power to the generator controller and other high-voltage parts besides the driving motor controller; the generator controller is electrically connected with the generator, and the generator is controlled by the generator controller; the generator is electrically connected with the engine through the second speed reducer and is used for starting and stopping the engine and generating power to charge the high-voltage battery; the engine is electrically connected with the engine controller, and the engine is controlled by the engine controller; and the vehicle control unit is electrically connected with the driving motor, the generator controller and the engine controller respectively. The vehicle controller receives information of an accelerator pedal and a brake pedal, judges driver requirements, gives consideration to high-voltage power supply information from the high-voltage battery controller, and carries out arbitration selection when the vehicle is in a pure electric mode and a series mode.
EXAMPLE III
The embodiment of the invention also provides a hybrid vehicle which can be a double-motor hybrid vehicle or a double-motor pure electric vehicle, the hybrid vehicle comprises the engine stop control device provided by the embodiment, the engine stop control device realizes the engine stop control method provided by the embodiment of the invention, the engine stop control method provided by any embodiment of the invention can be executed, and the hybrid vehicle has the corresponding functional modules and the beneficial effects of executing the engine stop control method.
According to the hybrid vehicle provided by the embodiment of the invention, when the working mode of the whole vehicle is switched from the series mode to the pure electric mode, the whole vehicle controller controls the torque of the engine and the torque of the generator to be reset, and generates an engine stop instruction, wherein the engine stop instruction is used for controlling the engine to stop; during the engine torque zero clearing period, if the current engine torque of the engine is smaller than the first engine torque, controlling the engine to be switched to a fuel cut-off state through the vehicle control unit, and controlling the rotating speed of the generator and the rotating speed of the engine to be reduced; when the engine rotating speed is lower than the first engine rotating speed, the generator controller determines a first generator electrical angle signal corresponding to the generator position signal according to the obtained generator position signal, obtains sample engine crankshaft position information from the engine controller, and determines a sample engine angle signal according to the first generator electrical angle signal and the sample engine crankshaft position information; determining a signal update period of engine crankshaft position information transmitted by the engine controller to the generator controller via a CAN bus, and determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information; a target engine angle signal is determined from the updated engine angle signal and an engine stop is controlled based on the target engine angle signal to stop the engine crankshaft position at a target engine crankshaft position. The problems that the engine is frequently started and stopped, the position of the crankshaft of the engine is not accurately adjusted, and the range is limited in the prior art are solved, the engine stopping time is shortened, the engine stopping jitter is reduced, and the stopping position precision is improved, so that the starting success rate of the engine is improved, and the starting noise and vibration of the engine are reduced.
Example four
A fourth embodiment of the present invention further provides a storage medium containing computer-executable instructions, which when executed by a computer processor, perform an engine stop control method, the engine stop control method comprising:
when the whole vehicle working mode is switched from the series mode to the pure electric mode, the whole vehicle controller controls the engine torque and the generator torque to be reset, and generates an engine stop instruction, wherein the engine stop instruction is used for controlling the engine to stop;
during the engine torque zero clearing period, if the current engine torque of the engine is smaller than the first engine torque, controlling the engine to be switched to a fuel cut-off state through the vehicle control unit, and controlling the rotating speed of the generator and the rotating speed of the engine to be reduced;
when the engine rotating speed is lower than the first engine rotating speed, the generator controller determines a first generator electrical angle signal corresponding to the generator position signal according to the obtained generator position signal, obtains sample engine crankshaft position information from the engine controller, and determines a sample engine angle signal according to the first generator electrical angle signal and the sample engine crankshaft position information;
determining a signal update period of engine crankshaft position information transmitted by the engine controller to the generator controller via a CAN bus, and determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information;
a target engine angle signal is determined from the updated engine angle signal and an engine stop is controlled based on the target engine angle signal to stop the engine crankshaft position at a target engine crankshaft position.
Of course, the storage medium provided by the embodiment of the present invention contains computer-executable instructions, and the computer-executable instructions are not limited to the operations of the method described above, and can also execute the relevant operations in the engine stop control method provided by any embodiment of the present invention.
From the above description of the embodiments, it is obvious for those skilled in the art that the present invention can be implemented by software and necessary general hardware, and certainly, can also be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods according to the embodiments of the present invention.
It should be noted that, in the above-mentioned embodiment of the engine stop control device, the included units and modules are merely divided according to the functional logic, but are not limited to the above division, as long as the corresponding functions can be realized; in addition, specific names of the functional units are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.
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.

Claims (10)

1. An engine stop control method applied to a two-motor hybrid vehicle, characterized by comprising:
when the whole vehicle working mode is switched from the series mode to the pure electric mode, the whole vehicle controller controls the engine torque and the generator torque to be reset, and generates an engine stop instruction, wherein the engine stop instruction is used for controlling the engine to stop;
during the engine torque zero clearing period, if the current engine torque of the engine is smaller than the first engine torque, controlling the engine to be switched to a fuel cut-off state through the vehicle control unit, and controlling the rotating speed of the generator and the rotating speed of the engine to be reduced;
when the engine rotating speed is lower than the first engine rotating speed, the generator controller determines a first generator electrical angle signal corresponding to the generator position signal according to the obtained generator position signal, obtains sample engine crankshaft position information from the engine controller, and determines a sample engine angle signal according to the first generator electrical angle signal and the sample engine crankshaft position information;
determining a signal update period of engine crankshaft position information transmitted by the engine controller to the generator controller via a CAN bus, and determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information;
a target engine angle signal is determined from the updated engine angle signal and an engine stop is controlled based on the target engine angle signal to stop the engine crankshaft position at a target engine crankshaft position.
2. The engine stop control method according to claim 1, wherein controlling the generator speed and the engine speed to decrease includes:
and controlling the rotating speed of the generator to be reduced through the vehicle control unit, controlling the rotating speed of the engine to be reduced from the current rotating speed of the engine, and simultaneously maintaining the torque of the generator at the first torque of the generator.
3. The engine stop control method according to claim 1, further comprising, prior to determining a sample engine angle signal from the first generator electrical angle signal and the sample engine crankshaft position information:
the generator controller acquires initial engine crankshaft position information from the engine controller through a CAN bus;
and determining an initial engine angle signal corresponding to the initial engine crankshaft position information according to the initial engine crankshaft position information, and determining the target engine crankshaft position from preset engine crankshaft position information on the basis of the initial engine crankshaft position information.
4. The engine stop control method according to claim 1, wherein determining an updated engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information comprises:
the generator controller judges whether to update the engine angle signal according to the signal updating period, the sample engine angle signal and the sample engine crankshaft position information;
and determining to update the engine angle signal according to the result of judging whether to update the engine angle signal.
5. The engine stop control method according to claim 4, characterized by, when the generator controller judges whether or not to update an engine angle signal based on the signal update period, the sample engine angle signal, and the sample engine crankshaft position information, further comprising:
and when the rotating speed of the engine is lower than the rotating speed of a second engine and the position of the engine crankshaft corresponding to the position information of the engine crankshaft is within a preset range of the position of the engine crankshaft, controlling the generator controller to stop updating the electrical angle signal of the engine.
6. The engine stop control method according to claim 1, wherein determining a target engine angle signal based on the updated engine angle signal comprises:
if the updated engine angle signal is within the corresponding updated engine crankshaft position range, controlling the target engine angle information to be the updated engine angle signal;
and if the updated engine angle signal is not in the corresponding updated engine crankshaft position range, controlling the target engine angle information to be the engine crankshaft position corresponding to the updated engine crankshaft position range.
7. The engine stop control method according to claim 1, characterized by further comprising:
and when the vehicle control unit sends an engine stop instruction, the generator controller stops controlling the engine to stop.
8. The engine stop control device is characterized by comprising a driving motor, a first speed reducer, a driving motor controller, a high-voltage power supply, a generator controller, an engine controller, a second speed reducer and a whole vehicle controller; the engine stop control apparatus implements an engine stop control method according to any one of claims 1 to 7;
the driving motor is connected with wheels of the hybrid vehicle through a first speed reducer, the driving motor is electrically connected with the driving motor controller, the driving motor controller is electrically connected with the generator controller, the high-voltage power supply is respectively connected with the driving motor controller and the generator controller, the generator controller is electrically connected with the generator, the generator is connected with the engine through a second speed reducer, the engine is electrically connected with the engine controller, and the whole vehicle controller is respectively connected with the driving motor, the generator controller and the engine controller.
9. A hybrid vehicle characterized by comprising the engine stop control apparatus of claim 8.
10. A computer-readable storage medium, on which a computer program is stored, characterized in that the program, when executed by a processor, implements an engine stop control method according to any one of claims 1 to 7.
CN202111662917.4A 2021-12-31 2021-12-31 Engine stop control method and device, hybrid vehicle and medium Active CN114228697B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111662917.4A CN114228697B (en) 2021-12-31 2021-12-31 Engine stop control method and device, hybrid vehicle and medium

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111662917.4A CN114228697B (en) 2021-12-31 2021-12-31 Engine stop control method and device, hybrid vehicle and medium

Publications (2)

Publication Number Publication Date
CN114228697A true CN114228697A (en) 2022-03-25
CN114228697B CN114228697B (en) 2024-03-26

Family

ID=80744958

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111662917.4A Active CN114228697B (en) 2021-12-31 2021-12-31 Engine stop control method and device, hybrid vehicle and medium

Country Status (1)

Country Link
CN (1) CN114228697B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114810379A (en) * 2022-04-26 2022-07-29 哈尔滨东安汽车发动机制造有限公司 Starting and stopping method and system for extended range electric automobile engine

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101181897A (en) * 2006-11-13 2008-05-21 现代自动车株式会社 Method of controlling engine stop position in hybrid electric vehicle
US20080127935A1 (en) * 2006-11-13 2008-06-05 Young Kug Park Method of controlling engine stop position in hybrid electric vehicle
JP2009173164A (en) * 2008-01-24 2009-08-06 Toyota Motor Corp Driving apparatus, vehicle for mounting the same, and control method of driving apparatus
CN103958859A (en) * 2011-12-14 2014-07-30 丰田自动车株式会社 Stop control device of internal combustion engine
CN104149778A (en) * 2014-05-19 2014-11-19 东风汽车公司 Automobile engine shutdown position control method based on ISG system
US9827974B1 (en) * 2016-09-12 2017-11-28 Ford Global Technologies, Llc Methods and system for positioning an engine
JP2018199373A (en) * 2017-05-26 2018-12-20 日産自動車株式会社 Crank angle estimation method of hybrid vehicle, crank angle control method of hybrid vehicle, and crank angle estimation device of hybrid vehicle
CN111824110A (en) * 2020-07-22 2020-10-27 中国第一汽车股份有限公司 Engine stop control method, device, equipment and storage medium

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101181897A (en) * 2006-11-13 2008-05-21 现代自动车株式会社 Method of controlling engine stop position in hybrid electric vehicle
US20080127935A1 (en) * 2006-11-13 2008-06-05 Young Kug Park Method of controlling engine stop position in hybrid electric vehicle
JP2009173164A (en) * 2008-01-24 2009-08-06 Toyota Motor Corp Driving apparatus, vehicle for mounting the same, and control method of driving apparatus
CN103958859A (en) * 2011-12-14 2014-07-30 丰田自动车株式会社 Stop control device of internal combustion engine
CN104149778A (en) * 2014-05-19 2014-11-19 东风汽车公司 Automobile engine shutdown position control method based on ISG system
US9827974B1 (en) * 2016-09-12 2017-11-28 Ford Global Technologies, Llc Methods and system for positioning an engine
JP2018199373A (en) * 2017-05-26 2018-12-20 日産自動車株式会社 Crank angle estimation method of hybrid vehicle, crank angle control method of hybrid vehicle, and crank angle estimation device of hybrid vehicle
CN111824110A (en) * 2020-07-22 2020-10-27 中国第一汽车股份有限公司 Engine stop control method, device, equipment and storage medium

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
赵治国;唐旭辉;付靖;范佳琦;: "功率分流混合动力系统发动机停机优化控制", 汽车工程, no. 08, 25 August 2020 (2020-08-25) *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114810379A (en) * 2022-04-26 2022-07-29 哈尔滨东安汽车发动机制造有限公司 Starting and stopping method and system for extended range electric automobile engine

Also Published As

Publication number Publication date
CN114228697B (en) 2024-03-26

Similar Documents

Publication Publication Date Title
JP3019682B2 (en) Power generation control method for hybrid vehicles
US11007897B2 (en) Hybrid vehicle and method for controlling same
EP3266644B1 (en) Vehicle and control method therefor
CN109677271A (en) A kind of control method and device of engine
JP5734339B2 (en) Series hybrid vehicle
CN112356819B (en) Range extender power following control method for new energy automobile
US10279797B2 (en) Control device for hybrid vehicle and control method for hybrid vehicle
WO2018216579A1 (en) Control device and on-board system
CN110758125A (en) Control system and method for power quick response of range extender for electric automobile
CN113006996B (en) ISG dragging torque control method, device and unit of plug-in hybrid electric vehicle
US8919467B2 (en) Method for operating a hybrid vehicle and control unit for implementing the method
JP3214285B2 (en) Power generation control method and device in series hybrid vehicle
CN114228697A (en) Engine stop control method and device, hybrid power vehicle and medium
JP2018184060A (en) Hybrid vehicle
JPH0847107A (en) Generating controlling method for series hybrid vehicle
CN108661838B (en) Hybrid electric vehicle and starting method, device and equipment of engine of hybrid electric vehicle
JPH0847109A (en) Generation controlling method for series hybrid vehicle
JP3800012B2 (en) Control system for generators for series hybrid electric vehicles
CN111114531B (en) Limp-home method and control system of hybrid power system based on P2 structure
JPH0746772A (en) Controller of vehicle generator
JP2007126968A (en) Engine control device
JP3800739B2 (en) Control device for internal combustion engine for hybrid type vehicle
JP2018027733A (en) Charge controller of hybrid vehicle
JP2021059265A (en) Charge control method for hybrid vehicle and charge control device for hybrid vehicle
WO2023095281A1 (en) Control method for vehicle and control device for vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant