CN118128647A

CN118128647A - Engine stopping method, device, equipment and storage medium

Info

Publication number: CN118128647A
Application number: CN202410110124.9A
Authority: CN
Inventors: 刘健; 许永亮; 周许英; 郭晓伟
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2024-01-25
Filing date: 2024-01-25
Publication date: 2024-06-04

Abstract

The embodiment of the application provides an engine stopping method, an engine stopping device, engine stopping equipment and a storage medium, wherein the method comprises the following steps: and responding to the receiving of the stopping instruction, acquiring a first moment stopping angle difference value of a crankshaft of the engine, and controlling the generator to stop according to a first preset angle range to which the first moment stopping angle difference value belongs so that the final moment stopping angle difference value of the crankshaft is in the preset stopping angle range, wherein the final moment stopping angle difference value is determined based on the rotation signal under the condition that the first moment stopping angle difference value is smaller than a reference precision threshold value. By adopting the embodiment of the application, the angle difference value is determined based on the rotation signal with higher precision, so that the precision of controlling the stop position of the crankshaft of the engine can be improved, the precise control of the stop position of the crankshaft of the engine can be realized, the resistance of starting the engine can be reduced, and the algorithm is simple and can be applied to various engine systems.

Description

Engine stopping method, device, equipment and storage medium

Technical Field

The present application relates to the field of vehicle engineering technologies, and in particular, to an engine stopping method, an engine stopping device, an engine stopping apparatus, and a storage medium.

Background

With the development of vehicle engineering technology, hybrid vehicles have seen their body and shadow in everyday travel scenes nowadays due to their low emissions, high fuel efficiency and low noise and vibration. When the hybrid electric vehicle is started, the engine does not spray oil, and the resistance overcome by starting the engine is related to the stop position of the crankshaft of the engine, so that the control of the position of the crankshaft when the engine stops each time is particularly important.

However, currently, when the engine is stopped, the position of the piston in the cylinder can be determined according to the positions of the camshaft, the exhaust camshaft and the crankshaft, and the stopping position of the crankshaft of the engine is controlled through the position ring. However, when the real-time position of the piston is determined in this way, the feedback quantity is large, so that the requirement on the synchronism of signals is high, the control is complex, the control precision is low, and the starting of the engine is influenced.

Therefore, how to control the position of the crankshaft when the engine is stopped is a technical problem that needs to be solved currently.

Disclosure of Invention

The embodiment of the application provides an engine stopping method, an engine stopping device, engine stopping equipment and a storage medium, which can improve the accuracy of controlling the stopping position of a crankshaft of an engine and are beneficial to reducing the resistance to be overcome when the engine is started.

In a first aspect, an embodiment of the present application provides an engine shutdown method applied to an electronic device including an engine and a generator, the method including:

In response to receiving a shutdown instruction, obtaining a first moment shutdown angle difference value of a crankshaft of the engine;

controlling the generator to stop according to a first preset angle range of the first moment stop angle difference value, so that the final moment stop angle difference value of the crankshaft is within the preset stop angle range;

And under the condition that the first moment shutdown angle difference value is smaller than a reference precision threshold value, determining the final moment shutdown angle difference value based on a rotation change signal.

In a second aspect, embodiments of the present application provide an engine stop apparatus for use with an electronic device including an engine and a generator, including

An acquisition unit for acquiring a first-moment shutdown angle difference value of a crankshaft of the engine in response to receiving a shutdown instruction;

The stopping unit is used for controlling the generator to stop according to a first preset angle range to which the first moment stopping angle difference value belongs so as to enable the final moment stopping angle difference value of the crankshaft to be in the preset stopping angle range;

In a third aspect, an embodiment of the present application provides an electronic device, including:

One or more processors;

And a memory for storing one or more programs that, when executed by the one or more processors, cause the electronic device to implement the engine shutdown method as set forth in the first aspect.

In a fourth aspect, embodiments of the present application provide a computer-readable storage medium storing computer-readable instructions that, when executed by a processor of a computer, cause the computer to perform an engine shutdown method as set forth in the first aspect.

In the embodiment of the application, the first time shutdown angle difference value of the engine crankshaft is obtained by responding to the shutdown instruction, so that the generator can be controlled to perform shutdown processing according to the angle range to which the first time shutdown angle difference value belongs, and the final time shutdown angle difference value of the crankshaft is in the preset shutdown angle range. The control is realized through the angle range of the angle difference value, the algorithm is simple, and the method can be applied to various engine systems to realize the rapid stop control. And, under the condition that the first moment shutdown angle difference value is smaller than the reference precision threshold value, the final moment shutdown angle difference value can be obtained based on the rotation change signal. Therefore, the precision of the stop position of the crankshaft of the engine can be improved due to the higher precision of the rotation signal of the generator, and the precise control of the stop position of the crankshaft of the engine can be realized to a certain extent, so that the resistance of starting the engine is reduced, and the noise, vibration and vibration roughness during starting are improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of an architecture of an engine shutdown system provided by an embodiment of the present disclosure;

FIG. 2 is a flow chart of an engine shutdown method provided by an embodiment of the present disclosure;

FIG. 3 is a schematic diagram of an engine shutdown method according to an embodiment of the present disclosure;

FIG. 4 is a timing diagram of an engine shutdown method according to an embodiment of the present disclosure;

FIG. 5 is a schematic illustration of an engine stop arrangement according to an embodiment of the present application;

Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of a hybrid electric vehicle according to an embodiment of the present application.

Detailed Description

It should be noted in advance that, in order to enable those skilled in the art to better understand the technical solutions provided by the embodiments of the present application, the embodiments of the present application will be clearly and completely described in connection with one or more drawings. Moreover, the drawings shown in the embodiments of the present application are only exemplary, and for example, the execution sequence of each step in the drawings may be adaptively adjusted according to the actual application scenario. Furthermore, in the embodiments of the present application, the block diagrams shown in the drawings are merely functional entities, and do not necessarily correspond to physically independent entities. That is, the functional entities may be implemented in software or in one or more hardware modules or integrated circuits or in different networks and/or processor devices and/or microcontroller devices.

Before describing embodiments of the present application in further detail, the terms and terminology involved in the embodiments of the present application will be described, and the terms and terminology involved in the embodiments of the present application will be used in the following explanation.

1. Crankshaft

The crankshaft, which refers to the rotating machine, is the most important component in the engine, and is a mechanical component that can convert between reciprocating and rotating motion. The crankshaft can bear the force transmitted by the connecting rod, convert the force into torque, output the torque through the crankshaft and drive other accessories on the engine to work.

In the embodiment of the application, since the engine does not perform the oil injection action when starting, the resistance overcome by the starting of the engine is related to the stop position of the crankshaft when stopping.

2. Crank shaft signal

The crankshaft signal, which may also be referred to as a crankshaft missing tooth signal, refers to a signal collected by a crankshaft position sensor and other auxiliary sensors and transmitted to a vehicle-mounted terminal or other electronic devices, for determining the rotational speed and position of the crankshaft, that is, the rotational angle of the crankshaft.

The method and the device can be used for determining the position angle of the crankshaft according to the crankshaft signal, namely determining the rotation angle of the crankshaft.

3. Rotary variable signal

The rotation signal refers to a signal collected by a sensor of rotation (rotary transformer) in the generator and transmitted to a vehicle-mounted terminal or other electronic equipment, and is used for indicating the rotation state of the motor.

When the method and the device are applied to the embodiment of the application, the crankshaft of the engine is connected with the generator shaft, so that the position angle of the crankshaft can be determined according to the rotation signal, and compared with the position angle determined by the crankshaft signal, the position angle determined based on the rotation signal has higher precision.

During the control of the stop position of the crankshaft of the engine of the electronic device, it is found that: the position of the camshaft, the position of the exhaust camshaft and the position of the crankshaft are obtained in real time, namely the position of the piston in the cylinder, and further the shutdown position of the crankshaft of the engine is controlled in real time based on the position ring. If the deviation of the stop position of the crankshaft is large, the starting torque of the engine is large at the next starting, namely the resistance to be overcome is large, so that the noise, vibration and harshness (Noise, vibration, harshness, NVH) performance of the engine is affected.

Therefore, the application provides an engine stopping scheme which can be applied to a scene of stopping an engine system, and particularly can be applied to a scene of stopping electronic equipment with an engine crankshaft connected with a generator shaft. It is understood that the electronic device connected to the engine crankshaft and the generator shaft may be a Hybrid electric vehicle, for example, a Plug-in Hybrid electric vehicle (Plug-in Hybrid ELECTRIC VEHICLE, PHEV), a Hybrid electric vehicle (Hybrid ELECTRIC VEHICLE, HEV), an extended range Hybrid electric vehicle (Ranqe Extend ELECTRIC VEHICLE), or other electronic devices. The electronic equipment can respond to receiving the shutdown instruction, acquire a first moment shutdown angle difference value of a crankshaft of an engine of the electronic equipment, and further control the generator to perform shutdown processing according to a first preset angle range to which the first moment shutdown angle difference value belongs, so that the final moment shutdown angle difference value of the crankshaft is within the preset shutdown angle range. The control is realized through the angle range of the angle difference value, the algorithm is simple, and the method can be applied to various engine systems to realize the rapid stop control. And under the condition that the first time shutdown angle difference value is smaller than the reference precision threshold value, acquiring the final time shutdown angle difference value based on the rotation signal. Therefore, the precision of the stop position of the crankshaft of the engine can be improved due to the fact that the precision of the rotation change signal of the generator is higher, and the precision of the stop position of the crankshaft of the engine can be controlled to a certain extent, so that the resistance of starting the engine is reduced, and the NVH performance during starting is improved.

Referring to fig. 1, fig. 1 is a schematic structural diagram of an engine shutdown system according to an embodiment of the present application, and as shown in fig. 1, the engine shutdown system may include an electronic device 10 and an operation device 20, where the electronic device 10 and the operation device 20 may be directly or indirectly connected through a wired or wireless manner. Alternatively, the electronic device 10 and the computing device 20 may be the same electronic device, i.e., the electronic device 10 has functions of signal, data operation, and the like. Alternatively, the electronic device 10 and the computing device 20 may be two different electronic devices, which is not limited in the present application.

It should be noted that the number and the form of the apparatus shown in fig. 1 are used as examples, and not limiting the embodiments of the present application, and the engine shutdown system may include an operation device 20 for respectively performing operations on instructions, signals, data, etc. that need to be processed by the electronic device 10 in practical applications. The embodiment of the application takes the electronic device 10 and the computing device 20 as the same device for drawing and explanation. Specifically, as shown in fig. 1, in response to receiving the shutdown instruction, the electronic device 10 obtains a first time shutdown angle difference value of a crankshaft of the engine, and controls the generator to perform shutdown processing according to a first preset angle range to which the first time shutdown angle difference value belongs, so that the final time shutdown angle difference value of the crankshaft is within the preset shutdown angle range. And under the condition that the first moment shutdown angle difference value is smaller than the reference precision threshold value, determining the final moment shutdown angle difference value based on the rotation change signal.

In which an engine 101 and a generator 102 are disposed in the electronic device 10. Engine 101 is a mechanical device that converts fuel chemical energy into mechanical energy to drive the movement of electronic device 10. The generator 102 is a mechanical device that can convert mechanical energy into electrical energy to power electrical devices in the electronic device 10. The generator 102 includes a generator controller (Generator Control Unit, GCU) that can be used to control the generator 102, and in the case where the electronic device 10 is a hybrid vehicle, the GCU can be used to start the engine 101 and convert the energy of the engine 101 into electrical energy to charge a battery and power a drive motor. In the electronic device 10, the crankshaft in the engine 101 is coupled to the generator 102, and the GCU controls the position of the generator and thus the position of the engine crankshaft. The GCU may also provide a processor function, among other things, that may be used to control the rotational speed of the generator based on the crankshaft signal or the rotational-variation signal.

It will be understood that the engine shutdown system described in the embodiments of the present application is for more clearly describing the technical solution of the embodiments of the present application, and is not limited to the technical solution provided in the embodiments of the present application, and those skilled in the art can know that, with the evolution of the system architecture and the appearance of new service scenarios, the technical solution provided in the embodiments of the present application is equally applicable to similar technical problems.

Based on the above-described engine shutdown scheme and engine shutdown system, the embodiment of the present application provides an engine shutdown method, which may be performed by an electronic device, which may be the electronic device 10 in the engine shutdown system shown in fig. 1, and the electronic device 10 may be a hybrid vehicle in which an engine crankshaft and a generator shaft are connected. Referring to fig. 2, fig. 2 is a flowchart of an engine stopping method according to an embodiment of the present application, the engine stopping method includes steps S201 to S202:

s201, responding to receiving a stop instruction, and acquiring a first moment stop angle difference value of a crankshaft of the engine.

In the embodiment of the present application, the stop command is a command for indicating the stop of the engine, which may be received by the vehicle controller, where the stop command may be a control command input when the driver wants to stop driving while driving the vehicle, or a stop command generated when the vehicle is about to be powered down, or may be received in other manners, for example, sent by a mobile terminal remotely connected to the vehicle, which is not limited in this application. After the whole vehicle controller receives the shutdown command, the whole vehicle controller can transmit the shutdown command to the GCU of the hybrid electric vehicle, and the GCU controls the generator so as to control the shutdown position of the crankshaft of the engine.

The first-time shutdown angle difference may be understood as an angle difference between a position angle of a crankshaft of the engine and an optimal shutdown position at the first time. Specifically, the GCU may obtain a target stop angle of the crankshaft of the engine, that is, an optimal stop position, and obtain a position angle of the crankshaft of the engine at a first moment, and then difference the two to obtain the first moment stop angle difference value. For convenience of description, the target stop angle is defined as θ, and the acquired position angle of the crankshaft of the engine at the first time is defined as α, the first time stop angle difference Δθ=θ—α. Illustratively, explanation is given by taking θ as an example of 70 °, where Δθ is 20 ° when α is 50 °.

It should be noted that the target stop angle may be obtained based on an experimental test and may be a preset position angle. The crankshaft mounting positions of different vehicle types are different, so that the target stop angles are also different, manufacturers, engine models and types of engines (such as a double-cylinder engine, a three-cylinder engine, a four-cylinder engine, a five-cylinder engine and the like) are different, and the target stop angles are also different.

In one possible implementation manner, after the GCU receives a shutdown instruction transmitted by the whole vehicle controller, the GCU may switch to a shutdown position control mode, so that the generator may be controlled to slow down in the mode, and the current rotation speed of the engine may be obtained in real time, and under the condition that the current rotation speed of the generator is less than a preset rotation speed threshold, the current time is determined to be a first time, and a first time position angle difference value of a crankshaft of the engine is obtained. Since the engine and the generator are directly connected, that is, the crankshaft of the engine is connected to the generator shaft, the rotational speed of the engine is the same as that of the generator, and if an accelerator or a decelerator is disposed between the engine and the generator, the rotational speed of the engine and the rotational speed of the generator are in the same-ratio relationship, and when the rotational speed of the generator is reduced, the rotational speed of the engine is reduced accordingly.

It will be appreciated that the GCU may control the generator to decrease in speed, and thus the engine to decrease in speed, and may then obtain the engine or generator speed in real time based on the signals transmitted by the one or more sensors, and thereby determine the current engine speed. The GCU may determine, as the first time, a time when the obtained current rotational speed is less than the preset rotational speed threshold, and further obtain a stop angle difference at the first time. The preset rotation speed threshold value can be 0 or larger than 0, and a smaller value can be preset by a hybrid electric vehicle in factory, for example, 200 (r/min), and the application is not limited to the preset rotation speed threshold value, which means that the engine rotation speed is reduced to 0, or the control of the stop position of the crankshaft can be realized under a certain rotation speed. When the engine speed is low, the generator can be driven by the generator to perform subsequent operation.

After the GCU is switched to the stop position control mode, a crankshaft signal can be captured, a real-time position angle of a crankshaft of the engine is determined based on the crankshaft signal, and then after a first moment is determined, the position angle of the crankshaft at the first moment is determined according to the crankshaft signal. And determining a first time stopping angle difference value according to the difference between the target stopping angle and the position angle at the first time. The crankshaft signals output by the crankshaft sensor and other auxiliary sensors are pulse signals, and one period comprises 58 pulses, namely 116 rising edges and 116 falling edges, which respectively correspond to 58 tooth grooves of the target wheel on the crankshaft. Of the 58 slots, the last slot is wider for generating a synchronization pulse, which can also be understood as a missing tooth signal, which can be used to indicate the position of the return origin of one revolution of the crankshaft.

For one 360 ° turn, each rising edge or falling edge corresponds to 3.1 °, and after receiving the crankshaft signal, the GCU may record 3.1 ° cumulatively when receiving the rising edge and the falling edge, so that the position angle of the crankshaft may be determined in real time. Wherein the accuracy information of the crankshaft signal is 3.1 °, the crankshaft signal cannot identify an angular position smaller than 3.1 °, for example, the GCU can only know that the angular position of the crankshaft is 3.1 °, 6.2 ° or the like based on the crankshaft signal, and cannot identify an angular position smaller than 3.1 °, such as 2.8 °. When the missing tooth signal is received, the accumulated record can be cleared and re-recorded.

Thus, the GCU can determine the position angle at the first time based on the crankshaft signal, and further determine the first time stop angle difference based on the difference between the target stop angle and the position angle at the first time. Furthermore, the GCU may control the generator to perform the shutdown process based on a first preset angle range to which the shutdown angle difference value at the first time belongs.

S202, controlling the generator to stop according to a first preset angle range of the first moment stop angle difference value, so that the final moment stop angle difference value of the crankshaft is in the preset stop angle range.

In the embodiment of the application, the first preset angle range is one of a plurality of preset interval ranges, and the GCU can control the generator to stop based on the first preset angle range under the condition that the difference value of the stop angle at the first moment is determined to be in the first preset angle range, so that the control of the stop position of the crankshaft of the engine is realized. The final time stop angle difference may be a difference between a position angle of a crankshaft of the engine at the final time and a target stop angle, and the preset stop angle range may be understood as an error range between an angle position of the crankshaft at the final stop and the target stop angle. For example, in the case where the preset stop angle range is 0, it may be indicated that the angular position of the crankshaft at the time of final stop coincides with the target stop angle, that is, the stop position of the crankshaft at this time is the optimal position. The first preset angle range and the preset shutdown angle range can be obtained based on experimental tests and are preset values.

Specifically, the GCU controlling the generator to perform the shutdown process may be understood that the GCU may determine the target generator rotational speed according to the corresponding relationship between the angle range and the generator rotational speed and the first preset angle range, and further adjust the rotational speed of the generator to the target generator rotational speed. After the rotation speed of the generator is adjusted, if the rotation speed is not 0, that is, if the difference value of the stop angle at the current moment is not within the preset stop angle range, the generator can be further controlled to perform stop processing according to the position angle acquired in real time until the rotation speed of the final target generator is 0, and the difference value of the stop angle at the final moment is within the preset stop angle range.

Since the accuracy information of the crankshaft signal is 3.1 °, that is, a position angle smaller than 3.1 ° cannot be determined based on the crankshaft signal, in order to improve accuracy of determining the crankshaft position angle, the GCU may determine the angular position of the crankshaft in real time according to the rotation signal, and for the GCU, may switch to further determine the angular position of the crankshaft based on the rotation signal when the crankshaft signal cannot indicate the angular position with higher crankshaft accuracy. The precision of the rotation change signal can reach 0.1 degrees, the high-precision and high-reliability control on the stop position of the crankshaft of the engine is realized based on the combination of the crankshaft signal and the selective coding signal, and the rotation change signal is transmitted by the configured rotation change sensor, namely, the position angle of the crankshaft is determined based on the existing element, so that the rotation change sensor does not need to add additional elements and cost, has universality to a certain extent, and can be applied to various engine systems.

Specifically, the GCU may obtain accuracy information of the crankshaft signal and determine a reference accuracy threshold based on the target stop angle and the accuracy information. And further, when the shutdown angle difference value at a certain moment is larger than or equal to the reference precision threshold value, the crankshaft signal provides angle feedback, otherwise, when the shutdown angle difference value at a certain moment is smaller than the reference precision threshold value, the rotational-transformation signal provides angle feedback. Alternatively, the position angle at the first time may be determined by a crankshaft signal or a rotational signal, which is not limited in this regard. In one implementation, the position angle at the first time is determined by default from the crankshaft signal.

The precision information phi of the crankshaft signal is 3.1 degrees and is obtained by 360 degrees/116 (the number of rising edges and falling edges), and after [ theta/3.1 ] pulses (rising edges and falling edges) are passed through the crankshaft, the rest angle (remainder) part is fed back by the rotation signal, and the remainder is the reference precision threshold value because the precision of the crankshaft signal does not reach the rest angle part. Illustratively, let us say that the target stop angle θ=70° is illustrated, and [70/3.1] =22, then after 22 pulses, the remaining angle is Δθ ₁ =1.8°, provided by a rotation signal, and this 1.8 degree is the angle value that determines the reference accuracy threshold, which may also be referred to as a rotation intervention.

In one possible implementation manner, when the first time shutdown angle difference value determined by the GCU is smaller than the reference precision threshold, the angle feedback is provided by the rotation signal at this time, the GCU may acquire, in real time, the position angle of the crankshaft of the engine after the rotation speed of the generator is adjusted, to obtain the position angle of the second time, and further determine the second time shutdown angle difference value based on the difference value between the position angle of the second time and the target shutdown angle, and since the angle position of the crankshaft is closer to the target position angle in the control process, the second time shutdown angle difference value is smaller than the first time shutdown angle difference value, at this time, the GCU may control the generator to perform shutdown processing according to a second preset angle range to which the second time shutdown angle difference value belongs, so that a third time shutdown angle difference value determined based on the rotation signal is within the preset shutdown angle range at this time, and the third time shutdown angle difference value may be the final time shutdown angle difference value.

It can be understood that in the process of adjusting, the angle position of the crankshaft gradually approaches the target stop angle, the stop angle difference obtained at this time gradually decreases, after the stop angle difference is determined, the preset angle range to which the angle difference belongs can be determined, and the rotation speed of the generator is gradually reduced according to the rotation speed of the generator corresponding to the preset angle range, so that the stop position of the crankshaft is near the target stop angle, and the error is the preset stop angle range.

In another possible implementation manner, when the first time shutdown angle difference is greater than or equal to the reference precision threshold, it may be understood that the angular position of the crankshaft is far away from the target shutdown angle at this time, so after the rotation speed of the generator is adjusted, the fourth time shutdown angle difference of the crankshaft may be determined based on the crankshaft signal first, and when the fourth time shutdown angle difference is not within the preset shutdown angle range, the GCU may control the generator to perform shutdown processing according to the third preset angle range to which the fourth time shutdown angle difference belongs, that is, adjust the rotation speed of the engine according to the engine rotation speed corresponding to the third preset angle range, and further receive the crankshaft signal, that is, determine the fifth time shutdown angle difference of the crankshaft based on the crankshaft signal.

Further, under the condition that the fifth time stop angle difference value is not in the preset stop angle range and is smaller than the reference precision threshold value, the generator is controlled to stop according to a fourth preset angle range to which the fifth time stop angle difference value belongs, and likewise, the rotating speed of the engine is adjusted according to the rotating speed of the engine corresponding to the fourth preset angle range.

It can be understood that, in the initial adjustment process, the angular position of the crankshaft is far away from the target stop angle, and the engine is controlled to stop in real time based on the feedback of the crankshaft signal, that is, the control is performed based on the rotation speed of the generator corresponding to the preset angle range to which the stop angle difference value belongs. After the angle position of the crankshaft gradually reaches the target stop position to a certain extent, after the crankshaft signal can not provide more accurate angle indication, the control can be switched to feedback real-time control of the engine based on the rotation signal to stop the engine, and specifically, the control can also be performed according to the rotation speed of the generator corresponding to the preset angle range to which the stop angle difference value belongs.

Referring to fig. 3 together, fig. 3 is a schematic diagram of an engine stopping method according to an embodiment of the present application, as shown in fig. 3, a GCU may calculate an angle difference value based on a crankshaft signal or a rotation signal and a target stopping angle (e.g., a target angle θ in fig. 3), obtain a stopping angle difference value at a certain moment, further determine a preset angle range to which the angle difference value belongs, and determine a generator rotation speed corresponding to the preset angle range. Further, the generator is controlled by the motor rotation speed loop, as shown in M (motorr) in fig. 3, the rotation speed of the generator is adjusted to a rotation speed of the generator corresponding to the preset angle range, and further, the crank signal or the rotation signal may be fed back to the GCU based on the position angle of the crank shaft of the engine after the rotation speed is adjusted, and in fig. 3, the GCU may be switched to the GCU based on the rotation signal feedback (indicated by a dotted line in fig. 3) when the shutdown angle difference is smaller than the reference precision threshold.

The first preset angle range, the second preset angle range, the third preset angle range and the fourth preset angle range all represent preset angle intervals, and the first preset angle range, the second preset angle range, the third preset angle range and the fourth preset angle range may be the same or different, and may be specifically determined based on the preset angle ranges to which the actual shutdown angle difference value belongs. For example, two or more angle thresholds may be preset, such as a first threshold β1 and a second threshold β2, where β1 > β2, so that three angle intervals may be determined based on the first threshold β1 and the second threshold β2, that is, three preset angle ranges may be obtained. Illustratively, explanation is given by taking the shutdown angle difference as delta theta as an example, the three preset angle ranges can be, for example, delta theta not less than beta 1 β2 is equal to or less than Δθ < β1, and Δθ ₁≤Δθ＜β2,Δθ₁ is the reference accuracy threshold.

Wherein the precision information δ, δ of the rotation signal may have a value of 0.1 °. If the angle range only uses the precision information of the rotation signal as a threshold parameter, the preset angle range can also comprise delta theta less than or equal to delta and delta less than delta theta 1, so that a plurality of preset angle ranges can be obtained. In addition, taking the accuracy information of the crankshaft signal as Φ, for example, 360/116=3.1°, the control accuracy can be made to be from 3.1 ° to 0.1 °, and the control accuracy can be improved by combining the crankshaft signal and the rotation variation signal.

Further, the generator rotation speed corresponding to each preset angle range can be determined according to the corresponding relation between the angle range and the generator rotation speed. The correspondence between the angular range and the rotation speed of the generator may be obtained based on experimental tests, or may be obtained in other manners, which is not limited in the present application. For example, the generator rotation speed corresponding to the preset angle range ΔθΣβ1 may be calibrated to be W1, the generator rotation speed corresponding to the preset angle range β2 ΣΔθβ1 is equal to or less than W2, the generator rotation speed corresponding to the preset angle range Δθ ₁ Δθ < β2 is equal to or less than W3, the generator rotation speed corresponding to the preset angle range δ < Δθ < Δθ1 is also W3, and the generator rotation speed corresponding to the preset angle range Δθ is equal to or less than δ is a preset value. It can be appreciated that W1 > W2 > W3 > the preset value, and a tendency of slow down is exhibited. Since the rotation speed of the generator corresponding to the preset angle range Δθ is equal to or less than δ is a preset value, the preset value may be 0, and it may be understood that the value of δ may be used as a threshold value for GCU torque control.

Specifically, the correspondence between the angle threshold and the generator rotation speed may be as shown in table 1:

Angular range	Rotational speed
		Δθ≥β1	W1
β2≤Δθ＜β1	W2
		Δθ₁≤Δθ＜β2	W3
δ＜Δθ＜Δθ₁	W3
		Δθ≤δ	Preset value

TABLE 1

It should be noted that, since the reference accuracy threshold Δθ ₁ is calibrated before, in general, Δθ ₁ is less than or equal to Φ, that is, the reference accuracy threshold Δθ ₁ is less than the accuracy information Φ (e.g., 3.1 °) of the crankshaft signal. And providing angle feedback by the crankshaft signal when the shutdown angle difference is greater than or equal to the reference precision threshold value delta theta ₁, and providing angle feedback by the rotation variation signal when the shutdown angle difference is less than the reference precision threshold value delta theta ₁, thereby calibrating the precision delta of the rotation variation signal and the value range of the reference precision threshold value delta theta ₁, specifically delta < delta theta ₁ and delta theta ₁ < beta 2.

In one possible implementation manner, after obtaining the first time shutdown angle difference Δθ, the GCU may control the engine to perform shutdown processing based on a first preset angle range to which the first time shutdown angle difference Δθ belongs, and explaining by taking the first time shutdown angle difference Δθ is smaller than the reference precision threshold Δθ ₁ as an example, where in the case where Δθ is less than Δθ ₁, the first preset angle range may be δ < Δθ ₁, where the GCU may determine that the target generator rotational speed is W3, and determine the second time shutdown angle difference Δθ of the crankshaft based on the rotation signal after adjusting the generator rotational speed to W3, where it is noted that, although the angle difference at each time is represented by the parameter Δθ, the meaning and the value thereof are different. The GCU may control the engine to stop based on a second preset angle range to which the second moment stop angle difference Δθ belongs, where the position angle of the crankshaft gradually approaches the target position angle, the second preset angle range may be Δθ less than or equal to δ, and the GCU may determine that the corresponding generator rotational speed is a preset value, where the preset value may be 0, and may adjust the generator rotational speed to 0, so as to complete stopping. At this time, the third time of the stop angle difference value is within the preset stop angle range, the third time is the final time, and the third time of the stop angle difference value can be used as the final time of the stop angle difference value.

In another possible implementation manner, explanation is given by taking the case that the first time shutdown angle difference Δθ is smaller than the reference precision threshold Δθ ₁, in the case that the GCU determines that Δθ is smaller than Δθ ₁, the GCU may determine whether the first time shutdown angle difference is the first time determined shutdown angle difference, and in the case that the determination result is that the first time shutdown angle difference is the first time determined shutdown angle difference, determine that a first preset angle range to which the first time shutdown angle belongs is Δθ smaller than Δθ ₁, and the corresponding generator rotation speed value is a preset value, where the preset value may be 0. The GCU can adjust the generator speed to 0 to complete the shutdown. At this time, the first time of the stop angle difference value is within the preset stop angle range, the first time is the final time, and the first time of the stop angle difference value can be used as the final time of the stop angle difference value. It should be noted that this is a particular case, and the difference in the stop angle for the first acquisition is already within a preset stop angle range, which may be, for example, Φ (3.1 °) as described above.

It can be understood that when the error between the crankshaft signal and the target stop angle is within 3.1 ° and the error is the optimal stop position of the crankshaft, the accuracy of the crankshaft signal cannot reach below 3.1 °, and when Δθ < Δθ ₁ is only determined, the stop position of the crankshaft can be determined to meet the stop requirement, and the subsequent adjustment of the rotation speed is not needed, which is a special case.

In another possible implementation manner, explanation is given by taking the case that the first time shutdown angle difference value Δθ is greater than or equal to the reference precision threshold value Δθ ₁, in the case that Δθ is greater than or equal to Δθ ₁, the first preset angle range may be Δθ is greater than or equal to β1, the GCU may determine that the corresponding target generator rotational speed is W1, further adjust the generator rotational speed to W1, determine the fourth time shutdown angle difference value Δθ of the crankshaft by using the crankshaft signal, and in the process that the position angle of the crankshaft is close to the target shutdown angle, the third preset angle range to which the fourth time shutdown angle difference value Δθ belongs may be β2 is less than or equal to Δθ < β1, and then the GCU may determine that the corresponding generator rotational speed is W2, and adjust the generator rotational speed to W2.

Further, if the third preset angle range to which the shutdown angle difference Δθ of the GCU at the fifth moment determined based on the crankshaft signal belongs is Δθ ₁ +.Δθ < β2, the GCU may adjust the rotation speed of the generator according to the rotation speed W3 of the generator corresponding to the third preset angle range. If the shutdown angle difference Δθ at the fifth moment may be smaller than the reference accuracy threshold Δθ ₁, the GCU switches to obtain angle feedback of the rotation signal, that is, determines the shutdown angle difference Δθ at the sixth moment based on the rotation signal. In one implementation, if Δθ falls within a preset angle interval of δ < Δθ ₁, the rotational speed of the generator is kept unchanged at W3, and the position angle of the crankshaft is further made to approach the target stop angle. In another implementation, if Δθ belongs to a preset angle interval where Δθ is less than or equal to δ, the GCU determines that the corresponding generator rotational speed is a preset value, if the preset value is 0, adjusts the generator rotational speed to 0, and completes shutdown. At this time, the difference value of the stopping angle at the sixth moment is within the preset stopping angle range, the sixth moment is the final moment, and the difference value of the stopping angle at the sixth moment can be used as the difference value of the stopping angle at the final moment.

Referring to fig. 4 together, fig. 4 is a timing diagram of an engine shutdown method according to an embodiment of the present application, as shown in fig. 4, after a vehicle controller receives a shutdown command, the shutdown command may be transmitted to a GCU, the GCU may enter a shutdown position control mode, and further the GCU may obtain a position angle of a crankshaft of an engine in real time based on a crankshaft signal. Further, the GCU may determine whether the current rotational speed of the generator is less than a preset rotational speed threshold, and if so, may determine a first time stop angle difference, otherwise, if not, may continue to obtain, in real time, a position angle of a crankshaft of the engine based on the crankshaft signal. After the crankshaft position angle of the engine is acquired, the number of times of acquiring the crankshaft position angle is determined through a counter i, i=0, i++, i=1 when acquiring for the first time, and the like.

Under the condition that the GCU judges that the current rotating speed of the generator is smaller than the preset rotating speed threshold, for example, the current rotating speed of the generator is 0, a first time stopping angle difference value can be determined, namely, a first time stopping angle difference value delta theta is determined according to the target stopping angle of the crankshaft and the position angle at the first time, the GCU can further judge the magnitude relation between the delta theta and the reference precision threshold, so that a signal for providing angle feedback is determined, and under the condition that the delta theta is larger than or equal to delta theta ₁, the signal for providing angle feedback is a crankshaft signal, otherwise, the signal for providing angle feedback is a rotary signal.

Specifically, when Δθ is equal to or greater than Δθ ₁, a preset angle range to which Δθ belongs may be determined, if Δθ is equal to or greater than β1, if yes, the rotation speed of the generator may be adjusted to W1, if no, further determination may be made as to whether Δθ is within an angle range of β2 equal to or less than Δθ < β1, if yes, the rotation speed of the generator may be adjusted to W2, if no, determination may be made as to whether Δθ is within an angle range of Δθ ₁ equal to or less than Δθ < β2, and if yes, the rotation speed of the generator may be adjusted to W3.

Specifically, in the case where Δθ < Δθ ₁ is determined (that is, in the case where the determination result of Δθ being equal to or greater than Δθ ₁ is no), it may be determined whether or not the position angle of the crankshaft is acquired for the first time, that is, whether or not i is 1 is determined, the rotation speed of the generator is adjusted to a preset value, which may be 0 in the case where i=1 is determined, in the case where i is not 1 is determined, whether or not Δθ is further determined to be δ < Δθ < Δθ1, in the case where the determination result is yes, the rotation speed of the generator is adjusted to W3, and in the case where the determination result is no, the rotation speed of the generator is adjusted to a preset value, which may be 0. Wherein, the rotation speed of the generator is regulated by a motor rotation speed ring. It should be noted that, here, after determining the generator rotation speed and transmitting the generator rotation speed to the click rotation speed ring to adjust the generator rotation speed, the adjustment is not ended, but is ended when the rotation speed of the generator is adjusted to a preset value (0), that is, the GCU will adjust the rotation speed of the generator in real time based on the crankshaft signal or the rotation signal and based on the preset angle range to which the shutdown angle difference value belongs, until the determined generator rotation speed is the preset value.

Further, after the motor rotation speed loop control is finished, the GCU may determine whether Δθ is smaller than δ, or satisfy Δθ < Δθ1 and the value of i is 1, and if the determination result is no, may continue to control the stop position of the crankshaft, that is, the GCU may acquire the position angle of the crankshaft again, i+1=2, and perform further control. If the determination result is yes, it may be determined that the crankshaft of the generator is in a shutdown state at this time, and the GCU may feed back the shutdown position state to the vehicle controller, where the shutdown position state may be state indication information indicating whether the crankshaft is stopped at the target shutdown angle, that is, the state indication information is used to indicate that the shutdown angle of the crankshaft is near the target shutdown angle (within a certain error range), that is, the shutdown angle difference is within a preset shutdown angle range, or the state indication information is used to indicate that the shutdown angle of the crankshaft is not near the target shutdown angle, that is, the shutdown angle difference is not within the preset shutdown angle range. Therefore, the accurate control of the stop position of the engine crankshaft can be realized, the engine crankshaft is controlled to be stopped at the optimal position, the engine start is realized by the minimum starting torque, the starting torque is reduced, and the starting NVH performance is improved.

Referring to fig. 5, fig. 5 is a schematic structural diagram of an engine stopping device according to an embodiment of the present application, and the engine stopping device 50 shown in fig. 5 may include: an acquisition unit 501, a shutdown unit 502, and a determination unit 503. Wherein, the detailed description of each unit is as follows:

In a possible implementation manner, the stopping unit 502 is configured to control the generator to perform stopping processing according to a first preset angle range to which the first moment stopping angle difference value belongs, and specifically is configured to:

determining a target generator rotating speed according to the corresponding relation between the angle range and the generator rotating speed and the first preset angle range;

And adjusting the rotating speed of the generator to the target generator rotating speed.

In one possible implementation, the first time shutdown angle difference is less than the reference precision threshold; the engine stop device 50 further includes:

A determining unit 503, configured to determine a second moment shutdown angle difference of the crankshaft based on the rotation variation signal;

The stopping unit 502 is further configured to control, when the second time stopping angle difference is not within the preset stopping angle range, the generator to perform stopping processing according to a second preset angle range to which the second time stopping angle difference belongs, so that a third time stopping angle difference determined based on the rotation variation signal is within the preset stopping angle range, and the third time stopping angle difference is used as the final time stopping angle difference.

In one possible implementation, the first time shutdown angle difference is greater than or equal to the reference precision threshold; the determining unit 503 is further configured to determine a fourth time shutdown angle difference of the crankshaft based on a crankshaft signal;

The stopping unit 502 is further configured to control, when the fourth time stopping angle difference is not within the preset stopping angle range, the generator to perform stopping processing according to a third preset angle range to which the fourth time stopping angle difference belongs, and determine a fifth time stopping angle difference of the crankshaft based on the crankshaft signal;

The stopping unit 502 is further configured to control, when the fifth time stopping angle difference is not in the preset stopping angle range and is smaller than the reference precision threshold, the generator to perform stopping processing according to a fourth preset angle range to which the fifth time stopping angle difference belongs, so that a sixth time stopping angle difference determined based on the rotation variation signal is in the preset stopping angle range, and the sixth time stopping angle difference is used as the final time stopping angle difference.

In one possible implementation manner, the obtaining unit 501 is configured to obtain, in response to receiving a shutdown command, a first time shutdown angle difference value of a crankshaft of the engine, and specifically is configured to:

In response to receiving the shutdown instruction, acquiring a current rotational speed of the engine;

and under the condition that the current rotating speed is smaller than a preset rotating speed threshold value, acquiring a first moment stop angle difference value of a crankshaft of the engine.

In a possible implementation manner, the obtaining unit 501 is configured to obtain a first moment stop angle difference value of a crankshaft of the engine, and specifically is configured to:

Acquiring a target stop angle of the crankshaft and a position angle at a first moment;

determining a first time stopping angle difference value according to the target stopping angle and the position angle at the first time;

The position angle of the first moment is acquired based on a crankshaft signal.

In a possible implementation manner, the obtaining unit 501 is further configured to obtain accuracy information of the crankshaft signal;

The determining unit 503 is further configured to determine the reference precision threshold according to the target shutdown angle and the precision information.

According to one embodiment of the application, the steps involved in the method shown in FIG. 2 may be performed by various units in the engine shutdown device shown in FIG. 5. For example, step S201 shown in fig. 2 is performed by the acquisition unit 501 shown in fig. 5, and step S202 is performed by the stop unit 502 shown in fig. 5.

According to another embodiment of the present application, each unit in the engine stop device shown in fig. 5 may be separately or completely combined into one or several other units, or some unit(s) thereof may be further split into a plurality of units having smaller functions, which may achieve the same operation without affecting the achievement of the technical effects of the embodiments of the present application. The above units are divided based on logic functions, and in practical applications, the functions of one unit may be implemented by a plurality of units, or the functions of a plurality of units may be implemented by one unit. In other embodiments of the present application, the engine-based shutdown device may also include other units, and in actual practice, these functions may also be facilitated by other units, and may be cooperatively implemented by a plurality of units.

It should be noted that, all relevant contents of each step related to the above method embodiment may be cited to the functional description of the corresponding functional module, which is not described herein.

Based on the above description of the engine shutdown method embodiment, the embodiment of the present application also discloses an electronic device, referring to fig. 6, which may at least include a processor 601, a communication interface 602, and a computer storage medium 603. Wherein the processor 601, communication interface 602, and computer storage medium 603 within the electronic device may be connected by a bus or other means.

The computer storage medium 603 is a memory device in the electronic device for storing programs and data. It is understood that the computer storage media 603 herein may include both built-in storage media for the electronic device and extended storage media supported by the electronic device. The computer storage media 603 provides storage space that stores the operating system of the electronic device. Also stored in this memory space are one or more program instructions, which may be one or more computer programs (including program code), adapted to be loaded and executed by the processor 601. Note that the computer storage medium herein may be a high-speed RAM memory; optionally, the computer storage medium may be at least one computer storage medium remote from the foregoing processor, where the foregoing processor may be referred to as a central processing unit (Central Processing Unit, CPU), and is a core of the electronic device and a control center, and is adapted to be implemented with one or more instructions, and specifically load and execute the one or more instructions to implement a corresponding method flow or function.

In one embodiment, one or more program instructions stored in a computer storage medium may be loaded and executed by processor 601 to implement the corresponding steps of the methods described above in connection with the engine shutdown method embodiments; in particular implementations, one or more first instructions in the computer storage medium are loaded by the processor 601 and perform the following:

Based on the above description of the engine shutdown system and engine shutdown method embodiments, embodiments of the present application also disclose a hybrid vehicle that may be the electronic device 10 in the engine shutdown system shown in fig. 1. Referring to fig. 7, fig. 7 is a schematic structural diagram of a hybrid electric vehicle provided in an embodiment of the present application, and as shown in fig. 7, the hybrid electric vehicle in the embodiment of the present application includes a vehicle controller 700, where the vehicle controller 700 may include one or more of the following components: a processor 701, a memory 702, and one or more application programs. Wherein one or more application programs may be stored in the memory 702 and configured to be executed by the one or more processors 701, the one or more application programs configured to perform the engine shutdown method as described in the foregoing method embodiments.

The processor 701 may include one or more processing cores. The processor 701 connects various parts of the entire hybrid vehicle using various interfaces and lines, performs various functions of the hybrid vehicle and processes data by running or executing instructions, programs, code sets, or instruction sets stored in the memory 702, and invoking data stored in the memory 702. Alternatively, the processor 701 may be implemented in at least one hardware form of digital signal Processing (DIGITAL SIGNAL Processing, DSP), field-Programmable gate array (Field-Programmable GATE ARRAY, FPGA), programmable logic array (Programmable Logic Array, PLA). The processor 701 may integrate one or a combination of several of a central processing unit (Central Processing Unit, CPU), an image processor (Graphics Processing Unit, GPU), a modem, etc. The CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for being responsible for rendering and drawing of display content; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 701 and may be implemented solely by a single communication chip. In one implementation, the processor 701 may be the GCU of a hybrid vehicle in an embodiment of the present application.

Memory 702 may include random access memory (Random Access Memory, RAM) or read only memory (ReadOnly Memory). Memory 702 may be used to store instructions, programs, code, sets of codes, or instruction sets. The memory 702 may include a stored program area and a stored data area, wherein the stored program area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the various method embodiments described above, and the like. The stored data area may also store data created by the hybrid vehicle during use.

The embodiment of the application also provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and a processor runs the computer program, so that the electronic device executes the engine stopping method provided by the previous embodiment.

Embodiments of the present application also provide a computer program product or computer program comprising program instructions stored in a computer readable storage medium. The processor of the electronic device reads the program instructions from the computer-readable storage medium, and the processor executes the program instructions, so that the electronic device performs the engine shutdown method provided by the foregoing embodiment.

The steps in the method of the embodiment of the application can be sequentially adjusted, combined and deleted according to actual needs.

Those skilled in the art will appreciate that the processes implementing all or part of the methods of the above embodiments may be implemented by a computer program for instructing relevant hardware, and the program may be stored in a computer readable storage medium, and the program may include the processes of the embodiments of the methods as above when executed. The storage medium may be a magnetic disk, an optical disk, a Read-Only Memory (ROM), a random-access Memory (Random Access Memory, RAM), or the like.

The above disclosure is only a preferred embodiment of the present application, and it should be understood that the scope of the application is not limited thereto, and those skilled in the art will appreciate that all or part of the procedures described above can be performed according to the equivalent changes of the claims, and still fall within the scope of the present application.

It should be further noted that, when the above embodiments of the present application are applied to specific products or technologies, if user data needs to be obtained, permission or consent of the user needs to be obtained, and the collection, use and processing of relevant data needs to comply with relevant laws and regulations and standards of relevant countries and regions.

Claims

1. An engine shutdown method, characterized by being applied to an electronic device including an engine and a generator, comprising:

2. The method according to claim 1, wherein controlling the generator to stop according to a first preset angle range to which the first time stop angle difference value belongs includes:

3. The method of claim 2, wherein the first time shutdown angle difference is less than the reference precision threshold; after the adjusting the rotational speed of the generator to the target generator rotational speed, the method further includes:

determining a second moment shutdown angle difference value of the crankshaft based on the rotational variation signal;

And under the condition that the second time stopping angle difference value is not in the preset stopping angle range, controlling the generator to stop according to a second preset angle range to which the second time stopping angle difference value belongs, so that a third time stopping angle difference value determined based on the rotation change signal is in the preset stopping angle range, and taking the third time stopping angle difference value as the final time stopping angle difference value.

4. The method of claim 2, wherein the first time shutdown angle difference is greater than or equal to the reference precision threshold; after the adjusting the rotational speed of the generator to the target generator rotational speed, the method further includes:

determining a fourth timing shutdown angle difference for the crankshaft based on a crankshaft signal;

Controlling the generator to stop processing according to a third preset angle range to which the fourth time stop angle difference value belongs under the condition that the fourth time stop angle difference value is not in the preset stop angle range, and determining a fifth time stop angle difference value of the crankshaft based on the crankshaft signal;

And under the condition that the fifth moment stop angle difference value is not in the preset stop angle range and is smaller than the reference accuracy threshold value, controlling the generator to stop according to a fourth preset angle range to which the fifth moment stop angle difference value belongs, so that a sixth moment stop angle difference value determined based on the rotation variation signal is in the preset stop angle range, and taking the sixth moment stop angle difference value as the final moment stop angle difference value.

5. The method of any of claims 1-4, wherein the obtaining a first time-to-stop angle difference for a crankshaft of the engine in response to receiving a stop command comprises:

6. The method of claim 5, wherein the obtaining a first time shutdown angle difference for a crankshaft of the engine comprises:

7. The method of claim 6, wherein the method further comprises:

Acquiring precision information of the crankshaft signal;

And determining the reference precision threshold according to the target shutdown angle and the precision information.

8. An engine shutdown device, characterized by being applied to an electronic device including an engine and a generator, comprising:

9. An electronic device, comprising:

One or more processors;

A memory for storing one or more programs that, when executed by the one or more processors, cause the electronic device to implement the engine shutdown method of any of claims 1-7.

10. A computer readable storage medium having stored thereon computer readable instructions which, when executed by a processor of a computer, cause the computer to perform the engine shutdown method of any of claims 1-7.