CN118257678A - Engine cylinder deactivation position control method, device, readable medium and control system - Google Patents

Abstract

The application belongs to the technical field of engines, and particularly relates to a method and a device for controlling a cylinder deactivation position of an engine, a readable medium and a control system. The method comprises the steps of obtaining the rotating speed of an engine after receiving a cylinder deactivation completion instruction of an engine controller; adjusting the rotating speed of the engine until reaching the set rotating speed according to the rotating speed interval where the rotating speed of the engine is located; when the rotating speed of the engine reaches the set rotating speed, synchronizing the current position signal of the engine to correspond to the motor rotation signal, and adjusting the rotation position of the motor so that the crank angle position of the engine is stopped in a preset crank angle interval. Therefore, the motor is controlled to regulate the speed of the engine according to different engine speeds, and then the engine position is synchronized to regulate the speed further so as to control the crank angle position of the engine to stop in a preset crank angle interval, thereby realizing smoothness and consistency of the next engine start.

Description

Engine cylinder deactivation position control method, device, readable medium and control system

Technical Field

The application belongs to the technical field of engines, and particularly relates to a method and a device for controlling a cylinder deactivation position of an engine, a readable medium and a control system.

Background

In order to make the starting time of the engine shorter, the noise lower and the success rate higher, the stop position of the piston in the cylinder is often controlled by using the generator when the engine is stopped for the previous time.

However, in the related art, when the stop position of the engine is controlled, the engine is usually stopped by self inertia and load after fuel cut and fire cut, so that the stop position is random. Since the stop position of the engine is relatively random, a different torque is required to start the engine when the engine is started next time. However, in practical applications, the same starting torque is usually given to start, which in turn may cause interference with smoothness of the engine.

It should be noted that the information disclosed in the above background section is only for enhancing understanding of the background of the application and thus may include information that does not form the prior art that is already known to those of ordinary skill in the art.

Disclosure of Invention

The application aims to provide a method and a device for controlling the cylinder deactivation position of an engine, a readable medium and a control system, which ensure consistency and smoothness when the engine is started next time to a certain extent.

Other features and advantages of the application will be apparent from the following detailed description, or may be learned by the practice of the application.

According to an aspect of an embodiment of the present application, there is provided an engine cylinder deactivation position control method including:

After receiving a cylinder deactivation completion instruction sent by an engine controller, acquiring the rotating speed of an engine;

According to the rotating speed interval of the rotating speed of the engine, the rotating speed of the engine is regulated until the rotating speed reaches the set rotating speed;

And when the rotating speed of the engine reaches the set rotating speed, synchronizing the current position signal of the engine to correspond to the motor rotation signal, and adjusting the rotation position of the motor so as to enable the crank angle position of the engine to be stopped in a preset crank angle interval.

According to an aspect of an embodiment of the present application, there is provided an engine cylinder deactivation position control apparatus including:

The acquisition module is used for acquiring the rotating speed of the engine after receiving a cylinder deactivation completion instruction sent by the engine controller;

The first adjusting module is used for adjusting the rotating speed of the engine until reaching a set rotating speed according to a rotating speed interval where the rotating speed of the engine is located;

and the second adjusting module is used for synchronizing the current position signal of the engine to correspond to the motor rotation signal when the rotating speed of the engine reaches the set rotating speed, and adjusting the rotation position of the motor so as to enable the crank angle position of the engine to be stopped in a preset crank angle interval.

In some embodiments of the present application, based on the above technical solution, the first adjusting module is further configured to determine whether the rotational speed of the engine is greater than a second set rotational speed if the rotational speed of the engine is less than or equal to the first set rotational speed; if the rotating speed of the engine is larger than the second set rotating speed, adjusting the rotating speed of the engine to the second set rotating speed; wherein the first set rotational speed is greater than the second set rotational speed.

In some embodiments of the present application, based on the above technical solutions, the first adjusting module is further configured to control the motor to adjust the rotational speed of the engine to the second set rotational speed using torque control or speed control.

In some embodiments of the present application, based on the above technical solution, the first adjusting module is further configured to adjust the rotational speed of the engine to the first set rotational speed if the rotational speed of the engine is greater than the first set rotational speed.

In some embodiments of the present application, based on the above technical solution, the first adjusting module is further configured to control the motor to adjust the rotational speed of the engine to the first set rotational speed using torque control.

In some embodiments of the present application, based on the above technical solution, the second adjusting module is further configured to adjust a rotation speed of the engine to a third set rotation speed; wherein the third set rotational speed is less than the second set rotational speed.

In some embodiments of the present application, based on the above technical solutions, the apparatus further includes a control module for determining whether a crank angle position of the engine is stopped in the preset crank angle interval; and ending the cylinder deactivation position control if the crank angle position of the engine is stopped in the preset crank angle interval.

In some embodiments of the present application, based on the above technical solutions, the control module is further configured to readjust the rotational position of the motor so that the corresponding crank angle position of the engine is stopped within the preset crank angle interval if the crank angle position of the engine is not stopped within the preset crank angle interval.

In some embodiments of the present application, based on the above technical solution, the control module is further configured to control, when the crank angle position of the engine is stopped within the preset crank angle interval, the engine to start according to a first torque curve when starting next time, where the first torque curve is a torque curve with a minimum output torque as an initial value and the output torque varies with the crank angle.

In some embodiments of the present application, based on the above technical solution, the control module is further configured to control the engine to start according to a second torque curve when starting next time if the crank angle position of the engine is not stopped in the preset crank angle interval, where the second torque curve is a torque curve with a maximum output torque as an initial value and the output torque varies with the crank angle.

In some embodiments of the present application, based on the above technical solutions, the control module is further configured to obtain vehicle status information and a current residual capacity; calculating to obtain the energy flow of the whole vehicle according to the whole vehicle state information and the current residual quantity; and when the engine is started according to the energy flow of the whole vehicle, exiting the cylinder-stopping position control strategy.

In some embodiments of the present application, based on the above technical solutions, the obtaining module is further configured to send a shutdown requirement to an engine controller; and after the engine controller receives the stop demand, controlling the engine to stop oil supply and ignition by the engine controller, and returning a cylinder stopping completion instruction to obtain the cylinder stopping completion instruction.

According to an aspect of an embodiment of the present application, there is provided a control system including a first controller and a second controller, the first controller sending a cylinder deactivation demand instruction to the second controller, the second controller performing a cylinder deactivation operation, returning a cylinder deactivation completion instruction to the first controller after the cylinder deactivation completion operation;

The first controller acquires the rotating speed of the engine after receiving a cylinder deactivation completion instruction of the engine controller; according to the rotating speed interval of the rotating speed of the engine, the rotating speed of the engine is regulated until the rotating speed reaches the set rotating speed; when the rotating speed of the engine reaches the set rotating speed, synchronizing the current position signal of the engine to correspond to the motor rotation signal, and adjusting the rotation position of the motor so that the crank angle position of the engine is stopped in a preset crank angle interval;

The first controller is a motor controller, and the second controller is an engine controller.

According to an aspect of the embodiments of the present application, there is provided a computer-readable medium having stored thereon a computer program which, when executed by a processor, implements the engine cylinder deactivation position control method as in the above technical scheme.

According to an aspect of an embodiment of the present application, there is provided an electronic apparatus including: a processor; and a memory for storing executable instructions of the processor; wherein the processor is configured to execute the engine cylinder deactivation position control method as in the above technical scheme via execution of the executable instructions.

According to an aspect of embodiments of the present application, there is provided a computer program product or computer program comprising computer instructions stored in a computer readable storage medium. A processor of a computer device reads the computer instructions from a computer-readable storage medium, and the processor executes the computer instructions so that the computer device executes the engine cylinder deactivation position control method as in the above technical scheme.

In the technical scheme provided by the embodiment of the application, when the cylinder stopping position of the engine is controlled, the rotating speed of the engine is firstly obtained, and the motor is controlled to regulate the speed of the engine according to different rotating speeds of the engine until the rotating speed of the engine is regulated to the set rotating speed. After the rotating speed of the engine is regulated to the set rotating speed, the current position signal of the engine is synchronized to correspond to the motor rotation signal, and then the rotation position of the motor is regulated so that the crank angle position of the engine is stopped in a preset crank angle interval. Therefore, the crank angle position of the engine is stopped in the preset crank angle interval by adjusting the rotation position of the motor, so that the cylinder stopping position of the engine is stopped in a relatively fixed position range each time, and the accuracy of the cylinder stopping position of the engine is improved to a certain extent. In addition, by stopping the crank angle position of the engine in the preset crank angle interval, the engine can be started by using relatively consistent starting torque when the engine is started next time, and consistency and smoothness when the engine is restarted are ensured.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application as claimed.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application. It is evident that the drawings in the following description are only some embodiments of the present application and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.

Fig. 1 schematically shows a block diagram of an exemplary system architecture to which the technical solution of the present application is applied.

Fig. 2 schematically shows a flow of steps of an engine cylinder deactivation position control method according to an embodiment of the present application.

Fig. 3 schematically shows a flow of steps for adjusting the rotational speed of the engine until a set rotational speed is reached, depending on the rotational speed interval in which the rotational speed of the engine is located.

Fig. 4 schematically shows a flow of steps of an engine cylinder deactivation position control method according to an embodiment of the present application.

Fig. 5 schematically illustrates a cylinder deactivation position control strategy procedure flow provided by an embodiment of the present application.

Fig. 6 schematically shows a block diagram of an engine cylinder deactivation position control apparatus provided by an embodiment of the present application.

Fig. 7 schematically shows a block diagram of a computer system suitable for use in implementing embodiments of the application.

Detailed Description

Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art.

Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the application. One skilled in the relevant art will recognize, however, that the application may be practiced without one or more of the specific details, or with other methods, components, devices, steps, etc. In other instances, well-known methods, devices, implementations, or operations are not shown or described in detail to avoid obscuring aspects of the application.

The block diagrams depicted in the figures are merely functional entities and do not necessarily correspond to physically separate 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.

The flow diagrams depicted in the figures are exemplary only, and do not necessarily include all of the elements and operations/steps, nor must they be performed in the order described. For example, some operations/steps may be decomposed, and some operations/steps may be combined or partially combined, so that the order of actual execution may be changed according to actual situations.

Fig. 1 schematically shows a block diagram of an exemplary system architecture to which the technical solution of the present application is applied.

As shown in fig. 1, the system architecture 100 may include a first controller, a second controller, and a Battery Management System (BMS) connected to the first controller and the second controller through CAN lines, respectively, and connected to the first controller and the second controller through hard wires for transmitting a crank shaft signal and an intake cam shaft signal.

The specific working flow is that the first controller sends a cylinder deactivation demand instruction to the second controller, the second controller performs cylinder deactivation operation, and the cylinder deactivation completion instruction is returned to the first controller after the cylinder deactivation completion operation. The method comprises the steps that after a first controller receives an engine controller cylinder deactivation completion instruction, the rotating speed of an engine is obtained; adjusting the rotating speed of the engine until reaching the set rotating speed according to the rotating speed interval where the rotating speed of the engine is located; when the rotating speed of the engine reaches the set rotating speed, synchronizing the current position signal of the engine to correspond to the motor rotation signal, and adjusting the rotation position of the motor so that the crank angle position of the engine is stopped in a preset crank angle interval. Wherein the first controller is a Motor Controller (MCU), and the second controller is an Engine Controller (ECU).

Therefore, the crank angle position of the engine is stopped in the preset crank angle interval by adjusting the rotation position of the motor, so that the cylinder stopping position of the engine is stopped in a relatively fixed position range each time, and the accuracy of the cylinder stopping position of the engine is improved to a certain extent. In addition, by stopping the crank angle position of the engine in the preset crank angle interval, the engine can be started by using relatively consistent starting torque when the engine is started next time, and consistency and smoothness when the engine is restarted are ensured.

The method, the device, the readable medium and the control system for controlling the cylinder deactivation position of the engine are provided in the application with the following detailed description.

Referring to fig. 2, fig. 2 schematically shows a flow of steps of an engine cylinder deactivation position control method according to an embodiment of the present application. The execution subject of the engine cylinder deactivation position control method may be a first controller, and may mainly include steps S201 to S03 as follows.

Step S201, after receiving a cylinder deactivation completion command sent by the engine controller, obtains the rotational speed of the engine.

The motor controller MCU calculates different whole vehicle modes according to the energy flow, when conditions such as the output torque requirement of a driver is changed or the battery SOC capacity is triggered by SOC _max and the like, the whole vehicle mode is required to be switched into a pure electric mode from a related mode (such as a hybrid mode, a parking power generation mode, a range extending mode and the like) with participation of the engine, and in this case, the engine has a stop requirement. At this time, the MCU transmits a cylinder deactivation demand ENGINE _stop-request to the ENGINE controller ECU through the CAN line. And after receiving the cylinder deactivation requirement, the ECU stops oil supply and ignition of the ENGINE, enters a reverse towing mode, and feeds back a cylinder deactivation completion instruction ENGINE _{stop-finished} to the MCU after success. And the MCU acquires the rotating speed of the engine after receiving a cylinder deactivation completion instruction sent by the engine controller. Thus, the rotating speed of the current engine is acquired, so that the subsequent control of the rotating speed of the engine is facilitated, and the final control of the cylinder-stopping position of the engine is realized.

In one embodiment of the application, if the ENGINE fails to stop the cylinder, an error code ENGINE _stop-error is sent to the MCU through the CAN line, the ENGINE is subjected to self-checking, the control flow of the cylinder stopping position is terminated, and the MCU reinitiates the flow after the fault is detected. If the ENGINE fails and needs emergency stop, after oil supply and ignition are stopped, a corresponding failure code and a cylinder stopping completion instruction ENGINE _{stop-finished} are sent to the MCU through the CAN line.

Step S202, according to a rotation speed interval where the rotation speed of the engine is located, the rotation speed of the engine is adjusted until the set rotation speed is reached.

After the current rotating speed of the engine is obtained, the motor is controlled to regulate the speed of the engine according to different rotating speeds of the engine until the rotating speed of the engine is regulated to the set rotating speed, so that the rotating speed of the engine is rapidly controlled, and further the cylinder stopping position of the engine is controlled.

And step S203, when the rotating speed of the engine reaches the set rotating speed, synchronizing the current position signal of the engine to correspond to the motor rotation signal, and adjusting the rotation position of the motor so that the crank angle position of the engine is stopped in the preset crank angle interval.

When the rotation speed of the engine reaches the set rotation speed, the current position signal of the engine needs to be synchronized to correspond to the motor rotation signal. Then, the crank angle position of the engine is stopped within a preset angle interval by adjusting the rotation position of the motor. The rotation position of the motor is adjusted so that the crank angle position of the engine is stopped in a preset crank angle interval (w 1, w 2), and therefore the cylinder stopping position of the engine is stopped in a relatively fixed position range each time, and the accuracy of the cylinder stopping position of the engine is improved to a certain extent. In addition, by stopping the crank angle position of the engine within the preset crank angle intervals (w 1, w 2), the starting moment is minimal, and the starting moment is smoother due to the smaller resultant moment of the engine. Therefore, the crank angle position of the engine is stopped in a preset crank angle interval, and consistency and smoothness of the engine when the engine is restarted are ensured.

In the technical scheme provided by the embodiment of the application, when the cylinder stopping position of the engine is controlled, the rotating speed of the engine is firstly obtained, and the motor is controlled to regulate the speed of the engine according to different rotating speeds of the engine until the rotating speed of the engine is regulated to the set rotating speed. After the rotating speed of the engine is regulated to the set rotating speed, the current position signal of the engine is synchronized to correspond to the motor rotation signal, and then the rotation position of the motor is regulated so that the crank angle position of the engine is stopped in a preset crank angle interval. Therefore, the crank angle position of the engine is stopped in the preset crank angle interval by adjusting the rotation position of the motor, so that the cylinder stopping position of the engine is stopped in a relatively fixed position range each time, and the accuracy of the cylinder stopping position of the engine is improved to a certain extent. In addition, by stopping the crank angle position of the engine in the preset crank angle interval, the engine can be started by using relatively consistent starting torque when the engine is started next time, and consistency and smoothness when the engine is restarted are ensured.

In one embodiment of the application, referring to fig. 3, fig. 3 schematically shows a flow of steps for adjusting the rotational speed of the engine until a set rotational speed is reached, according to a rotational speed interval in which the rotational speed of the engine is located. The method for adjusting the rotating speed of the engine until the set rotating speed is reached mainly comprises the following steps according to the rotating speed interval where the rotating speed of the engine is located.

In step S301, if the rotation speed of the engine is less than or equal to the first set rotation speed, it is determined whether the rotation speed of the engine is greater than the second set rotation speed.

After the current rotation speed of the engine is obtained, the rotation speed of the engine is judged, and the current rotation speed of the engine is judged to be in which rotation speed interval range. And the rotating speed of the engine is regulated differently according to the different rotating speed interval ranges of the engine. The first set rotation speed refers to a rotation speed threshold value after entering a cylinder deactivation control mode under the high rotation speed, and the first set rotation speed corresponds to a pre-stop state.

Step S302, if the rotating speed of the engine is greater than the second set rotating speed, adjusting the rotating speed of the engine to the second set rotating speed; wherein the first set rotational speed is greater than the second set rotational speed.

And if the rotating speed of the engine is between the first set rotating speed and the second set rotating speed, adjusting the rotating speed of the engine to the second set rotating speed so as to realize quick reduction of the rotating speed.

In this way, when the rotation speed of the engine is within the interval of the first set rotation speed and the second set rotation speed, the rotation speed of the engine is adjusted to the second set rotation speed, so that rapid reduction of the rotation speed can be achieved.

In one embodiment of the application, adjusting the rotational speed of the engine to a second set rotational speed includes:

The control motor adjusts the rotational speed of the engine to a second set rotational speed using torque control or speed control.

In order to achieve a rapid adjustment of the rotational speed of the engine to the second set rotational speed, the rotational speed of the engine may be adjusted to the second set rotational speed by controlling the motor using torque control or speed control. Of course, the rotation speed of the engine may be adjusted to the second set rotation speed in other manners, and is not limited herein. In this way, a rapid regulation of the rotational speed is achieved.

In one embodiment of the present application, the adjusting the rotation speed of the engine until reaching the set rotation speed according to the rotation speed interval where the rotation speed of the engine is located further includes:

and if the rotating speed of the engine is larger than the first set rotating speed, adjusting the rotating speed of the engine to the first set rotating speed.

Thus, when the rotational speed of the engine is greater than the first set rotational speed, in order to achieve rapid control of the cylinder deactivation position, the rotational speed of the engine is adjusted to the first set rotational speed to rapidly reach the pre-stop state.

In one embodiment of the application, adjusting the rotational speed of the engine to a first set rotational speed includes:

The control motor adjusts the rotational speed of the engine to a first set rotational speed using torque control.

In order to achieve a rapid adjustment of the rotational speed of the engine to the first set rotational speed, the motor may be controlled to adjust the rotational speed of the engine to the first set rotational speed using torque control. Of course, the rotation speed of the engine may be adjusted to the first set rotation speed in other manners, and is not limited herein. In this way, a rapid regulation of the rotational speed is achieved.

In one embodiment of the application, after synchronizing the position signal of the current engine, the method comprises:

Adjusting the rotation speed of the engine to a third set rotation speed;

wherein the third set rotational speed is less than the second set rotational speed.

After synchronizing the position signal of the current engine, the rotational speed of the current engine is directly adjusted to a third set rotational speed. When the rotational speed of the engine reaches the third set rotational speed, the cylinder deactivation position of the engine is controlled at this time, thereby facilitating improvement of the accuracy of the cylinder deactivation position of the engine.

In one embodiment of the application, the method further comprises:

Judging whether the crank angle position of the engine is stopped in a preset crank angle interval or not;

and if the crank angle position of the engine is stopped in the preset crank angle interval, ending the cylinder stopping position control.

After the rotational position of the motor is adjusted so that the crank angle position of the engine is stopped in a preset angle interval, the adjustment result needs to be verified, namely, the crank angle position of the engine is verified, if the crank angle position of the engine is verified to be stopped in the preset angle interval, the crank angle position of the engine is considered to be stopped in the preset angle interval, so that the output torque of the crank shaft end of the engine is minimum, the motor can drag the engine to start by slightly more than the output torque of the crank shaft, namely, the motor can smoothly start the engine by smaller torque, and the consistency of each start is ensured, and the cylinder stopping position control is finished at the moment.

In one embodiment of the application, the method further comprises:

If the crank angle position of the engine is not stopped in the preset crank angle interval, the rotation position of the motor is readjusted so that the corresponding crank angle position of the engine is stopped in the preset crank angle interval.

And when the crank angle position of the engine is not stopped in the preset angle interval, the rotation position of the motor is readjusted until the crank angle position of the corresponding engine is stopped in the preset angle interval. Therefore, the crank angle position of the engine is ensured to be stopped in a preset angle interval, so that the output torque of the crank end of the engine is minimum, the motor can drag the engine to start by slightly more than the output torque of the crank, namely, the motor can start the engine smoothly by less torque, and the consistency of each start is ensured.

In one embodiment of the application, a method comprises:

If the crank angle position of the engine is stopped in a preset crank angle interval, the engine is controlled to start according to a first torque curve when the engine is started next time, wherein the first torque curve takes the minimum output torque as an initial value, and the output torque changes along with the crank angle.

When the crank angle position of the engine is stopped within the preset angle interval, a flag bit MOTOR _status =1 is set. The MCU receives the MOTOR _status =1 to indicate that the last cylinder deactivation position control is successful, and the torque curve with the crank angle change, which is the initial value of (T _start)_min), is normally used next time when the engine is started, that is, the engine is controlled to output the torque curve with the crank angle change according to the minimum output torque as the initial value.

Therefore, if the crank angle position of the engine is stopped in the preset crank angle interval, the engine can be smoothly started by using smaller moment when the engine is started next time, so that the engine can be smoothly transited in the stopping and starting processes, and the smoothness of the starting and stopping processes is realized.

In one embodiment of the application, a method comprises:

If the crank angle position of the engine is not stopped in the preset crank angle interval, the engine is controlled to start according to a second torque curve when the engine is started next time, and the second torque curve takes the maximum output torque as an initial value, and the output torque changes along with the crank angle.

When the crank angle position of the engine is not stopped within the preset crank angle interval, a flag bit MOTOR _status =2 is set. The MCU receives the signal that the MOTOR _status =2 indicates that the control of the last cylinder deactivation position is wrong, and the torque curve with the crank angle is normally used next time when the engine is started (T _start)_max is an initial value, that is, the engine is controlled to output the torque curve with the crank angle according to the maximum output torque as an initial value.

Thus, if the crank angle position of the engine is not stopped within the preset crank angle section, the engine needs to be started with a larger torque when the engine is started next time, so that the engine can be started normally.

In one embodiment of the application, the method further comprises:

acquiring the state information of the whole vehicle and the current residual quantity;

calculating to obtain the energy flow of the whole vehicle according to the whole vehicle state information and the current residual quantity;

when the engine is started according to the energy flow of the whole vehicle, the cylinder stopping position control strategy is exited.

During the cylinder deactivation control period, if the MCU calculates the energy flow according to the working condition of the whole vehicle and the battery SOC, whether the engine is started or not is determined, if the requirement for suddenly starting the engine exists in the cylinder deactivation control strategy, the cylinder deactivation position control strategy exits, and the MCU uses a torque curve which takes (T _start)_max as an initial value and changes along with the crank angle.

In one embodiment of the present application, before acquiring the rotation speed of the engine, the method includes:

Sending a shutdown demand to an engine controller;

After the engine controller receives the stop demand, the engine controller controls the engine to stop oil supply and ignition, and returns a cylinder deactivation completion command to obtain the cylinder deactivation completion command.

Thus, the cylinder deactivation completion instruction is received, so that the subsequent control of the cylinder deactivation position is facilitated.

In order to facilitate the overall understanding of the technical solution of the present application, referring to fig. 4, fig. 4 schematically shows a flow of steps of an engine cylinder deactivation position control method according to an embodiment of the present application. The engine cylinder deactivation position control method may mainly include the following steps.

Controlling interaction of the motor controller and the engine controller to enable the engine to be normally stopped;

Specifically, for interaction between the motor controller and the ENGINE controller, specifically, the motor controller MCU sends a shutdown request ENGINE _stop-request to the ENGINE controller ECU according to the energy flow calculation, and the ECU stops the fuel supply and ignition of the ENGINE after receiving the cylinder shutdown request, and enters the reverse towing mode.

If the engine is normally stopped, the motor controller receives a cylinder stopping completion instruction sent by the engine controller and enters a cylinder stopping position control strategy.

Specifically, if the ENGINE is normally stopped, the MCU receives an ECU fuel cut and fire cut completion instruction, namely, after success, a cylinder cut completion instruction ENGINE _{stop-finished} is fed back to the MCU.

And controlling the cylinder stopping position through a motor controller.

Specifically, after receiving an ECU cylinder deactivation completion command ENGINE _{stop-finished}, the MCU starts synchronizing an ENGINE position signal (including a crankshaft signal and an intake camshaft signal) sent from the ECU through a hard wire, and corresponds to a MOTOR rotation signal, performs position closed-loop control on the MOTOR, stops the ENGINE in a corresponding crank angle interval (w 1, w 2), and sets a flag bit MOTOR _status =1 after success;

If the synchronous engine position signal fails, entering a signal synchronous diagnosis mode; if the signal synchronization diagnosis mode is successful, the engine is stopped in a crank angle interval (w 1, w 2), and a flag bit MOTOR _status =1 is set after the signal synchronization diagnosis mode is successful; if the synchronization diagnostic mode fails, the flag bit MOTOR _status =2 is set after success.

And if the cylinder deactivation control process has the requirement of restarting the engine, the cylinder deactivation position control is exited.

Specifically, during the cylinder deactivation control, if the MCU performs energy flow calculation according to the vehicle operating condition and the battery SOC, it determines whether to start the engine, and if there is a need to suddenly start the engine in the cylinder deactivation control strategy, the cylinder deactivation position control strategy exits, and the MCU uses a torque curve with the crank angle change using (T _start)_max as an initial value).

And determining the next engine starting strategy according to the cylinder deactivation position.

Specifically, the MCU receives a MOTOR _status =1 to indicate that the last cylinder deactivation position control is successful, and normally uses a torque curve with crank angle change with T _start)_min as an initial value when the engine is started next time;

When the MCU receives a MOTOR _status =2 indicating that the last cylinder deactivation position control is wrong, a torque curve with the initial value of T _start)_max as a change of crank angle is correspondingly used next time the engine is started;

When MOTOR _status =0 is set to zero, for the next engine start-stop operation.

If the engine is abnormally shut down, the engine controller sends an error code to the motor controller.

Specifically, if the ENGINE fails to stop the cylinder, an error code ENGINE _stop-error is sent to the MCU, the ENGINE is subjected to self-checking, the control flow of the cylinder stopping position is terminated, and the MCU restarts the flow after the failure is checked.

In addition, if the ENGINE is out of order and needs emergency stop, after stopping the oil supply and ignition, the corresponding error code and cylinder stop completion instruction ENGINE _{stop-finished} are sent to the MCU.

Referring to fig. 5 in particular for a cylinder deactivation position control strategy, fig. 5 schematically illustrates a cylinder deactivation position control strategy step flow provided by an embodiment of the present application.

And the motor controller enters a cylinder deactivation operation mode after receiving a cylinder deactivation completion instruction sent by the engine controller.

Acquiring the rotation speed of an engine, and judging whether the rotation speed of the engine is higher than a first set rotation speed or not;

if the engine speed is higher than the first set speed, the torque control adjusts the engine speed to the first set speed;

If the engine speed is not higher than the first set speed, adjusting the engine speed to a second set speed;

Synchronizing a current position signal of the engine to correspond to a motor torque signal;

adjusting the rotation speed of the engine to a third set rotation speed, adjusting the rotation position of the motor, and stopping;

Judging whether the engine is stopped in a preset crank angle interval after stopping;

If yes, ending the cylinder deactivation control;

if not, the generator is started again to perform position control.

It should be noted that, during the cylinder deactivation control period, if the MCU calculates the energy flow according to the working condition of the whole vehicle and the battery SOC, it determines whether to start the engine, and if there is a need to suddenly start the engine in the cylinder deactivation control strategy, the cylinder deactivation position control strategy exits, and the MCU uses a torque curve with the initial value (T _start)_max) as a function of the crank angle.

It should be noted that although the steps of the methods of the present application are depicted in the accompanying drawings in a particular order, this does not require or imply that the steps must be performed in that particular order, or that all illustrated steps be performed, to achieve desirable results. Additionally or alternatively, certain steps may be omitted, multiple steps combined into one step to perform, and/or one step decomposed into multiple steps to perform, etc.

The following describes an embodiment of the apparatus of the present application that can be used to perform the engine cylinder deactivation position control method in the above-described embodiment of the present application. Fig. 6 schematically shows a block diagram of an engine cylinder deactivation position control apparatus provided by an embodiment of the present application. As shown in fig. 6, the engine cylinder deactivation position control apparatus includes:

the obtaining module 601 is configured to obtain a rotation speed of an engine after receiving a cylinder deactivation completion instruction sent by an engine controller;

The first adjusting module 602 is configured to adjust the rotation speed of the engine according to a rotation speed interval in which the rotation speed of the engine is located until the rotation speed reaches a set rotation speed;

And the second adjusting module 603 is configured to synchronize the current engine position signal to correspond to the motor rotation signal when the rotational speed of the engine reaches the set rotational speed, and adjust the rotation position of the motor so that the crank angle position of the engine is stopped within the preset crank angle interval.

In some embodiments of the present application, based on the above technical solution, the first adjustment module 602 is further configured to determine whether the rotation speed of the engine is greater than the second set rotation speed if the rotation speed of the engine is less than or equal to the first set rotation speed; if the rotating speed of the engine is greater than the second set rotating speed, adjusting the rotating speed of the engine to the second set rotating speed; wherein the first set rotational speed is greater than the second set rotational speed.

In some embodiments of the present application, based on the above, the first adjustment module 602 is further configured to control the electric machine to adjust the rotational speed of the engine to the second set rotational speed using torque control or speed control.

In some embodiments of the present application, based on the above technical solution, the first adjusting module 602 is further configured to adjust the rotation speed of the engine to the first set rotation speed if the rotation speed of the engine is greater than the first set rotation speed.

In some embodiments of the present application, based on the above, the first adjustment module 602 is further configured to control the electric machine to adjust the rotational speed of the engine to the first set rotational speed using torque control.

In some embodiments of the present application, based on the above technical solution, the second adjusting module 603 is further configured to adjust the rotation speed of the engine to a third set rotation speed; wherein the third set rotational speed is less than the second set rotational speed.

In some embodiments of the present application, based on the above technical solutions, the apparatus further includes a control module for determining whether a crank angle position of the engine is stopped in a preset crank angle interval; and if the crank angle position of the engine is stopped in the preset crank angle interval, ending the cylinder stopping position control.

In some embodiments of the present application, based on the above technical solutions, the control module is further configured to readjust the rotational position of the motor so that the corresponding crank angle position of the engine is stopped within the preset crank angle interval if the crank angle position of the engine is not stopped within the preset crank angle interval.

In some embodiments of the present application, based on the above technical solution, the control module is further configured to control the engine to start according to a first torque curve, where the first torque curve is a torque curve with a minimum output torque as an initial value and the output torque varies with the crank angle, if the crank angle position of the engine is stopped within a preset crank angle interval.

In some embodiments of the present application, based on the above technical solution, the control module is further configured to control the engine to start according to a second torque curve, where the second torque curve is a torque curve with a maximum output torque as an initial value and the output torque varies with the crank angle if the crank angle position of the engine does not stop within the preset crank angle interval.

In some embodiments of the present application, based on the above technical solutions, the control module is further configured to obtain the state information of the entire vehicle and the current residual capacity; calculating to obtain the energy flow of the whole vehicle according to the whole vehicle state information and the current residual quantity; when the engine is started according to the energy flow of the whole vehicle, the cylinder stopping position control strategy is exited.

In some embodiments of the present application, based on the above technical solutions, the obtaining module 601 is further configured to send a shutdown requirement to the engine controller; after the engine controller receives the stop demand, the engine controller controls the engine to stop oil supply and ignition, and returns a cylinder deactivation completion command to obtain the cylinder deactivation completion command.

Specific details of the engine cylinder deactivation position control device provided in each embodiment of the present application have been described in the corresponding method embodiments, and are not described herein.

Fig. 7 schematically shows a block diagram of a computer system of an electronic device for implementing an embodiment of the application.

It should be noted that, the computer system 700 of the electronic device shown in fig. 7 is only an example, and should not impose any limitation on the functions and the application scope of the embodiments of the present application.

As shown in fig. 7, the computer system 700 includes a central processing unit 701 (Central Processing Unit, CPU) which can perform various appropriate actions and processes according to a program stored in a Read-Only Memory 702 (ROM) or a program loaded from a storage section 708 into a random access Memory 703 (Random Access Memory, RAM). In the random access memory 703, various programs and data necessary for the system operation are also stored. The central processing unit 701, the read only memory 702, and the random access memory 703 are connected to each other via a bus 704. An Input/Output interface 705 (i.e., an I/O interface) is also connected to bus 704.

The following components are connected to the input/output interface 705: an input section 706 including a keyboard, a mouse, and the like; an output portion 707 including a Cathode Ray Tube (CRT), a Liquid crystal display (Liquid CRYSTAL DISPLAY, LCD), and a speaker, etc.; a storage section 708 including a hard disk or the like; and a communication section 709 including a network interface card such as a local area network card, a modem, or the like. The communication section 709 performs communication processing via a network such as the internet. The drive 710 is also connected to the input/output interface 705 as needed. A removable medium 711 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is mounted on the drive 710 as necessary, so that a computer program read therefrom is mounted into the storage section 708 as necessary.

In particular, the processes described in the various method flowcharts may be implemented as computer software programs according to embodiments of the application. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method shown in the flowcharts. In such an embodiment, the computer program may be downloaded and installed from a network via the communication portion 709, and/or installed from the removable medium 711. The computer programs, when executed by the central processor 701, perform the various functions defined in the system of the present application.

It should be noted that, the computer readable medium shown in the embodiments of the present application may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-Only Memory (ROM), an erasable programmable read-Only Memory (Erasable Programmable Read Only Memory, EPROM), a flash Memory, an optical fiber, a portable compact disc read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present application, however, the computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with the computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the foregoing.

The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams or flowchart illustration, and combinations of blocks in the block diagrams or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

It should be noted that although in the above detailed description several modules or units of a device for action execution are mentioned, such a division is not mandatory. Indeed, the features and functions of two or more modules or units described above may be embodied in one module or unit in accordance with embodiments of the application. Conversely, the features and functions of one module or unit described above may be further divided into a plurality of modules or units to be embodied.

From the above description of embodiments, those skilled in the art will readily appreciate that the example embodiments described herein may be implemented in software, or may be implemented in software in combination with the necessary hardware. Thus, the technical solution according to the embodiments of the present application may be embodied in the form of a software product, which may be stored in a non-volatile storage medium (may be a CD-ROM, a U-disk, a mobile hard disk, etc.) or on a network, and includes several instructions to cause a computing device (may be a personal computer, a server, a touch terminal, or a network device, etc.) to perform the method according to the embodiments of the present application.

Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains.

It is to be understood that the application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Claims (15)

1. A method of controlling a cylinder deactivation position of an engine, the method comprising:

After receiving a cylinder deactivation completion instruction sent by an engine controller, acquiring the rotating speed of an engine;

According to the rotating speed interval of the rotating speed of the engine, the rotating speed of the engine is regulated until the rotating speed reaches the set rotating speed;

And when the rotating speed of the engine reaches the set rotating speed, synchronizing the current position signal of the engine to correspond to the motor rotation signal, and adjusting the rotation position of the motor so as to enable the crank angle position of the engine to be stopped in a preset crank angle interval.

2. The engine cylinder deactivation position control method according to claim 1, wherein said adjusting the rotation speed of the engine until reaching a set rotation speed in accordance with a rotation speed interval in which the rotation speed of the engine is located, comprises:

if the rotating speed of the engine is smaller than or equal to the first set rotating speed, judging whether the rotating speed of the engine is larger than the second set rotating speed or not;

if the rotating speed of the engine is larger than the second set rotating speed, adjusting the rotating speed of the engine to the second set rotating speed;

Wherein the first set rotational speed is greater than the second set rotational speed.

3. The engine cylinder deactivation position control method according to claim 2, wherein said adjusting the rotational speed of the engine to the second set rotational speed includes:

the control motor adjusts the rotational speed of the engine to the second set rotational speed using torque control or speed control.

4. The engine cylinder deactivation position control method according to claim 2, wherein the adjusting the rotation speed of the engine according to a rotation speed interval in which the rotation speed of the engine is located until reaching a set rotation speed, further comprises:

and if the rotating speed of the engine is larger than the first set rotating speed, adjusting the rotating speed of the engine to the first set rotating speed.

5. The engine cylinder deactivation position control method according to claim 4, wherein said adjusting the rotational speed of the engine to the first set rotational speed comprises:

The control motor adjusts the rotational speed of the engine to the first set rotational speed using torque control.

6. The engine cylinder deactivation position control method according to claim 2, characterized in that after synchronizing the position signal of the current engine, the method comprises:

Adjusting the rotational speed of the engine to a third set rotational speed;

wherein the third set rotational speed is less than the second set rotational speed.

7. The engine cylinder deactivation position control method according to claim 1, wherein the method further comprises:

judging whether the crank angle position of the engine is stopped in the preset crank angle interval or not;

and ending the cylinder deactivation position control if the crank angle position of the engine is stopped in the preset crank angle interval.

8. The engine cylinder deactivation position control method according to claim 7, wherein the method further comprises:

And if the crank angle position of the engine is not stopped in the preset crank angle interval, readjusting the rotation position of the motor so that the corresponding crank angle position of the engine is stopped in the preset crank angle interval.

9. The engine cylinder deactivation position control method according to claim 1, characterized in that the method comprises:

and if the crank angle position of the engine is stopped in the preset crank angle interval, controlling the engine to start according to a first torque curve when the engine is started next time, wherein the first torque curve takes the minimum output torque as an initial value, and the output torque varies along with the crank angle.

10. The engine cylinder deactivation position control method according to claim 9, characterized in that the method comprises:

And if the crank angle position of the engine is not stopped in the preset crank angle interval, controlling the engine to start according to a second torque curve when starting next time, wherein the second torque curve takes the maximum output torque as an initial value, and the output torque varies along with the crank angle.

11. The engine cylinder deactivation position control method according to claim 1, wherein the method further comprises:

acquiring the state information of the whole vehicle and the current residual quantity;

Calculating to obtain the energy flow of the whole vehicle according to the whole vehicle state information and the current residual quantity;

And when the engine is started according to the energy flow of the whole vehicle, exiting the cylinder-stopping position control strategy.

12. The engine cylinder deactivation position control method according to claim 1, characterized by comprising, before the acquisition of the rotation speed of the engine:

Sending a shutdown demand to an engine controller;

and after the engine controller receives the stop demand, controlling the engine to stop oil supply and ignition by the engine controller, and returning a cylinder deactivation completion instruction to obtain the cylinder deactivation completion instruction.

13. An engine cylinder deactivation position control apparatus, comprising:

The acquisition module is used for acquiring the rotating speed of the engine after receiving a cylinder deactivation completion instruction sent by the engine controller;

The first adjusting module is used for adjusting the rotating speed of the engine until reaching a set rotating speed according to a rotating speed interval where the rotating speed of the engine is located;

and the second adjusting module is used for synchronizing the current position signal of the engine to correspond to the motor rotation signal when the rotating speed of the engine reaches the set rotating speed, and adjusting the rotation position of the motor so as to enable the crank angle position of the engine to be stopped in a preset crank angle interval.

14. A computer readable medium, characterized in that the computer readable medium has stored thereon a computer program which, when executed by a processor, implements the engine cylinder deactivation position control method according to any one of claims 1 to 12.

15. The control system is characterized by comprising a first controller and a second controller, wherein the first controller sends a cylinder deactivation demand instruction to the second controller, the second controller performs cylinder deactivation operation, and returns a cylinder deactivation completion instruction to the first controller after the cylinder deactivation operation is completed;

The first controller acquires the rotating speed of the engine after receiving a cylinder deactivation completion instruction of the engine controller; according to the rotating speed interval of the rotating speed of the engine, the rotating speed of the engine is regulated until the rotating speed reaches the set rotating speed; when the rotating speed of the engine reaches the set rotating speed, synchronizing the current position signal of the engine to correspond to the motor rotation signal, and adjusting the rotation position of the motor so that the crank angle position of the engine is stopped in a preset crank angle interval;

The first controller is a motor controller, and the second controller is an engine controller.