WO2024139361A1

WO2024139361A1 - Method and device for controlling cylinder deactivation position of engine, readable medium, and control system

Info

Publication number: WO2024139361A1
Application number: PCT/CN2023/116837
Authority: WO
Inventors: 陈嘉雯; 闫海媛; 王川; 张安伟; 唐铖
Original assignee: 广州汽车集团股份有限公司
Priority date: 2022-12-28
Filing date: 2023-09-04
Publication date: 2024-07-04

Abstract

A method for controlling a cylinder deactivation position of an engine. The method comprises: upon receiving a cylinder deactivation position control instruction sent by a vehicle controller, obtaining the rotational speed of an engine; according to a rotational speed interval within which the rotational speed of the engine is, adjusting the rotational speed of the engine until a set rotational speed is reached; and when the rotational speed of the engine reaches the set rotational speed, synchronizing a current position signal of the engine to correspond to a motor resolver signal, and adjusting a motor resolver position such that a crankshaft angle position of the engine stops within a preset crankshaft angle interval. Also disclosed are a device for controlling the cylinder deactivation position of an engine, a computer readable medium, and a control system.

Description

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

This application claims priority to a Chinese patent application filed with the China Patent Office on December 28, 2022, with application number 202211702570.6, and invention name “Engine cylinder deactivation position control method, device, readable medium and control system”, all contents of which are incorporated by reference in this application.

Technical Field

The present application belongs to the field of engine technology, and specifically relates to an engine cylinder deactivation position control method, device, readable medium and control system.

Background technique

In order to shorten the engine startup time, reduce noise and increase the success rate, a generator is often used to control the stop position of the piston in the cylinder when the engine was stopped last time.

However, in the related technical solutions, when controlling the stop position of the engine, the engine usually stops by its own inertia and load after the fuel and ignition are cut off, so the stop position is relatively random. Since the stop position of the engine is relatively random, different torques need to be used for starting the engine the next time. However, in actual applications, the same starting torque is usually given for starting, which will interfere with the smoothness of the engine.

It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present application, and therefore may include information that does not constitute the prior art known to ordinary technicians in the field.

Summary of the invention

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

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

According to one aspect of an embodiment of the present application, a method for controlling a cylinder deactivation position of an engine is provided, the method comprising:

After receiving the cylinder stop position control instruction sent by the vehicle controller, the engine speed is obtained;

According to the speed range of the engine, the speed of the engine is adjusted until the set speed is reached;

When the engine speed reaches the set speed, the current position signal of the engine is synchronized to correspond to the motor resolver signal, and the resolver position of the motor is adjusted so that the crankshaft angle position of the engine stops within a preset crankshaft angle range.

According to one aspect of an embodiment of the present application, a device for controlling a cylinder deactivation position of an engine is provided, the device comprising:

An acquisition module, used to acquire the engine speed after receiving the cylinder stop position control instruction sent by the vehicle controller;

The first regulating module is used to regulate the speed of the engine according to the speed range of the engine speed. until the set speed is reached;

The second regulating module is used to synchronize the current position signal of the engine to correspond to the motor resolver signal when the engine speed reaches the set speed, and adjust the resolver position of the motor so that the crankshaft angle position of the engine stops within a preset crankshaft angle range.

In some embodiments of the present application, based on the above technical solution, the first adjustment module is also used to, if the engine speed is less than or equal to a first set speed, determine whether the engine speed is greater than a second set speed; if the engine speed is greater than the second set speed, adjust the engine speed to the second set speed; wherein the first set speed is greater than the second set speed.

In some embodiments of the present application, based on the above technical solution, the first regulating module is also used to control the motor to adjust the speed of the engine to the second set speed using torque control or speed control.

In some embodiments of the present application, based on the above technical solution, the first regulating module is also used to regulate the speed of the engine to the first set speed if the speed of the engine is greater than the first set speed.

In some embodiments of the present application, based on the above technical solution, the first regulating module is also used to control the motor to use torque control to adjust the speed of the engine to the first set speed.

In some embodiments of the present application, based on the above technical solution, the second regulating module is also used to adjust the speed of the engine to the third set speed; wherein the third set speed is less than the second set speed.

In some embodiments of the present application, based on the above technical solution, the device also includes a judgment module, which is used to judge whether the crankshaft angle position of the engine stops in a preset crankshaft angle range; if the crankshaft angle position of the engine stops in the preset crankshaft angle range, the cylinder stop position control is terminated.

In some embodiments of the present application, based on the above technical solution, the judgment module is also used to readjust the rotational position of the motor if the crankshaft angle position of the engine does not stop within the preset crankshaft angle range, so that the corresponding crankshaft angle position of the engine stops within the preset crankshaft angle range.

In some embodiments of the present application, based on the above technical solution, the device also includes a control module, which is used to control the engine to start according to a first torque curve at the next start if the crankshaft angle position of the engine stops within a preset crankshaft angle range. The first torque curve is a torque curve with the minimum output torque as the initial value and the output torque changing with the crankshaft angle.

In some embodiments of the present application, based on the above technical solution, the control module is also used to control the engine to start according to a second torque curve at the next start if the crankshaft angle position of the engine does not stop within a preset crankshaft angle range. The second torque curve is a torque curve with the maximum output torque as the initial value and the output torque changing with the crankshaft angle.

In some embodiments of the present application, based on the above technical solution, the control module is also used to enable the maximum starting torque to start the engine if synchronization of the current position signal of the engine fails.

In some embodiments of the present application, based on the above technical solution, the device also includes a receiving module, which is used to send a shutdown request to an engine controller through a vehicle controller; after the engine controller receives the shutdown request, the engine is controlled by the engine controller to stop fuel supply and ignition, and a cylinder shutdown completion instruction is sent to the vehicle controller; and a cylinder shutdown position control instruction sent by the vehicle controller is received.

According to one aspect of an embodiment of the present application, a control system is provided, including a first controller and a second controller, wherein The first controller sends a cylinder deactivation position control instruction to the second controller, and after receiving the cylinder deactivation position control instruction, the second controller obtains the engine speed; according to the speed range of the engine speed, the engine speed is adjusted until the set speed is reached; when the engine speed reaches the set speed, the current position signal of the engine is synchronized to correspond to the motor resolution signal, and the motor resolution position is adjusted so that the crankshaft angle position of the engine stops within the preset crankshaft angle range; wherein, the first controller is a vehicle controller, and the second controller is a motor controller.

According to one aspect of an embodiment of the present application, a computer-readable medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the engine cylinder deactivation position control method in the above technical solution is implemented.

According to one aspect of an embodiment of the present application, an electronic device is provided, comprising: 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 in the above technical solution by executing the executable instructions.

According to one aspect of the embodiment of the present application, a computer program product or a computer program is provided, the computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the engine cylinder deactivation position control method in the above technical solution.

In the technical solution provided in the embodiment of the present application, when the cylinder stop position of the engine is controlled, the engine speed is first obtained, and the motor is controlled to adjust the engine speed according to different engine speeds until the engine speed is adjusted to the set speed. After the engine speed is adjusted to the set speed, the current engine position signal is synchronized to correspond to the motor resolver signal, and then the resolver position of the motor is adjusted so that the crankshaft angle position of the engine stops within the preset crankshaft angle interval. In this way, by adjusting the resolver position of the motor so that the crankshaft angle position of the engine stops within the preset crankshaft angle interval, the cylinder stop position of the engine is stopped in a relatively fixed position range each time, which improves the accuracy of the cylinder stop position of the engine to a certain extent. In addition, by stopping the crankshaft angle position of the engine within the preset crankshaft angle interval, when the engine is started next time, a relatively consistent starting torque can be used for starting, ensuring the consistency and smoothness of the engine when it is started again.

It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

FIG1 schematically shows a block diagram of an exemplary system architecture applying the technical solution of the present application.

FIG. 2 schematically shows a step flow of an engine cylinder deactivation position control method provided in an embodiment of the present application.

FIG3 schematically shows a flow chart of steps for adjusting the engine speed according to the speed range of the engine speed until the engine speed reaches the set speed.

FIG. 4 schematically shows a step flow of an engine cylinder deactivation position control method provided in an embodiment of the present application.

FIG. 5 schematically shows a step flow of a cylinder deactivation position control strategy provided in an embodiment of the present application.

FIG6 schematically shows a structural block diagram of an engine cylinder deactivation position control device provided in an embodiment of the present application.

FIG. 7 schematically shows a block diagram of a computer system structure of an electronic device suitable for implementing an embodiment of the present application.

Detailed ways

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

In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present application. However, those skilled in the art will appreciate that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps, etc. can be adopted. In other cases, known methods, devices, realizations or operations are not shown or described in detail to avoid blurring the various aspects of the application.

The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities may be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and/or processor devices and/or microcontroller devices.

The flowcharts shown in the accompanying drawings are only exemplary and do not necessarily include all the contents and operations/steps, nor must they be executed in the order described. For example, some operations/steps can be decomposed, and some operations/steps can be combined or partially combined, so the actual execution order may change according to actual conditions.

As shown in FIG1 , the system architecture may include a first controller, a second controller, a third controller and a battery management system (BMS), wherein the first controller is respectively connected to the second controller, the third controller and the battery management system via a CAN line, and the second controller and the third controller are connected via a hard line.

The specific working process is that the first controller calculates different vehicle modes according to the energy flow. When the battery quantity in the battery management system changes, the engine has a shutdown requirement. At this time, the first controller sends the shutdown requirement to the third controller through the CAN line. After the third controller receives the shutdown requirement, the engine stops fuel supply and ignition, enters the reverse drag mode, and feeds back the cylinder stop completion instruction to the first controller after the shutdown is successful. After receiving the cylinder stop completion instruction from the third controller, the first controller sends the cylinder stop position control instruction to the second controller through the CAN line. After receiving the cylinder stop position control instruction, the second controller obtains the engine speed; according to the speed range of the engine speed, the engine speed is adjusted until it reaches the set speed; when the engine speed reaches the set speed, the current engine position signal is synchronized to correspond to the motor resolver signal, and the motor resolver position is adjusted so that the engine crankshaft angle position stops within the preset crankshaft angle range. Among them, the first controller is a vehicle controller (VCU), the second controller is a motor controller (MCU), and the third controller is an engine controller (ECU).

In this way, by adjusting the resolver position of the motor so that the crankshaft angle position of the engine stops within the preset crankshaft angle range, the cylinder deactivation position of the engine is stopped at a relatively fixed position range each time, thereby improving the accuracy of the cylinder deactivation position of the engine to a certain extent. In addition, by stopping the crankshaft angle position of the engine within the preset crankshaft angle range, a relatively consistent starting torque can be used to start the engine the next time, thereby ensuring consistency and smoothness when the engine is started again.

The engine cylinder deactivation position control method, device, readable medium and control system provided by the present application are described in detail below in conjunction with specific implementation methods.

Referring to Fig. 2, Fig. 2 schematically shows the steps of the engine cylinder deactivation position control method provided by an embodiment of the present application. The execution subject of the engine cylinder deactivation position control method may be a second controller, and mainly includes the following steps S201 to S203.

Step S201, after receiving the cylinder deactivation position control instruction sent by the vehicle controller, the engine speed is obtained.

The vehicle controller VCU calculates different vehicle modes based on the energy flow. When the driver's output torque demand changes or the battery SOC capacity>SOCmax and other conditions are triggered, the vehicle mode needs to be switched from the relevant modes involving the engine (such as hybrid mode, parking power generation mode, extended range mode, etc.) to the pure electric mode. The engine has a shutdown demand. At this time, the VCU sends the shutdown demand ENGINEstop-request to the engine control unit ECU through the CAN line; after the ECU receives the cylinder stop demand, the engine stops fuel supply and ignition, enters the reverse drag mode, and feedbacks the cylinder stop completion instruction ENGINEstop-finished to the VCU after success. After the VCU receives the ECU cylinder stop completion instruction ENGINEstop-finished, it sends the cylinder stop position control instruction MOTORcontrol-request to the motor controller MCU through the CAN line. After receiving the cylinder stop completion instruction sent by the engine controller, the MCU obtains the engine speed. In this way, by obtaining the current engine speed, it is beneficial to control the engine speed in the subsequent process, and then realize the final control of the engine cylinder stop position.

In one embodiment, if the engine cylinder stop fails, an error code ENGINEstop-error is sent to the VCU via the CAN line, the engine performs a self-check, the cylinder stop position control process is terminated, and the VCU restarts the process after troubleshooting.

In addition, if an engine failure occurs and an emergency shutdown is required, after the fuel supply and ignition are stopped, the corresponding fault code and cylinder stop completion instruction ENGINEstop-finished are sent to the VCU via the CAN line.

Step S202, adjusting the engine speed according to the speed range of the engine speed until the engine speed reaches the set speed.

After obtaining the current speed of the engine, the motor is controlled to adjust the engine speed according to different engine speeds until the engine speed is adjusted to the set speed, so as to achieve rapid control of the engine speed and further control of the engine cylinder stop position.

Step S203, when the engine speed reaches the set speed, synchronize the current engine position signal to correspond to the motor resolver signal, and adjust the motor resolver position so that the engine crankshaft angle position stops within the preset crankshaft angle range.

When the engine speed reaches the set speed, it is necessary to synchronize the current engine position signal with the motor resolver signal. Then, by adjusting the resolver position of the motor, the crankshaft angle position of the engine is stopped within the preset angle range. By adjusting the resolver position of the motor, the crankshaft angle position of the engine is stopped within the preset crankshaft angle range (w1, w2), so that the cylinder stop position of the engine is stopped in a relatively fixed position range each time, which improves the accuracy of the cylinder stop position of the engine to a certain extent. In addition, by stopping the crankshaft angle position of the engine within the preset crankshaft angle range (w1, w2), the starting torque is minimized, and since the resultant torque on the engine is small, its starting moment is also smoother. Therefore, the crankshaft angle position of the engine is stopped in the preset crankshaft angle range to ensure consistency and smoothness when the engine is started again.

In the technical solution provided in the embodiment of the present application, when controlling the cylinder stop position of the engine, the engine speed is first obtained, and the motor is controlled to adjust the engine speed according to different engine speeds until the engine speed is adjusted to the set speed. After the engine speed is adjusted to the set speed, the current engine position signal is synchronized to correspond to the motor resolver signal. Then adjust the resolver position of the motor so that the crankshaft angle position of the engine stops within the preset crankshaft angle range. In this way, by adjusting the resolver position of the motor so that the crankshaft angle position of the engine stops within the preset crankshaft angle range, the cylinder stop position of the engine stops in a relatively fixed position range each time, which improves the accuracy of the cylinder stop position of the engine to a certain extent. In addition, by stopping the crankshaft angle position of the engine within the preset crankshaft angle range, the next time the engine is started, a relatively consistent starting torque can be used for starting, ensuring consistency and smoothness when the engine is started again.

In one embodiment of the present application, referring to Fig. 3, Fig. 3 schematically shows a process flow of adjusting the engine speed until the set speed is reached according to the speed range in which the engine speed is located. According to the speed range in which the engine speed is located, adjusting the engine speed until the set speed is reached may mainly include the following steps.

Step S301: if the engine speed is less than or equal to the first set speed, determine whether the engine speed is greater than the second set speed.

After obtaining the current speed of the engine, the speed of the engine is judged to determine which speed range the current speed of the engine is in. The speed of the engine is adjusted differently according to the different speed ranges of the engine. The first set speed refers to the speed threshold after entering the cylinder deactivation control mode at a high speed, and the first set speed corresponds to the pre-shutdown state.

Step S302, if the engine speed is greater than the second set speed, adjusting the engine speed to the second set speed;

The first set speed is greater than the second set speed.

If the speed of the engine is between the first set speed and the second set speed, the speed of the engine is adjusted to the second set speed to achieve rapid speed reduction.

In this way, when the engine speed is within the interval between the first set speed and the second set speed, the engine speed is adjusted to the second set speed, thereby achieving a rapid reduction in the speed.

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

The motor is controlled to adjust the speed of the engine to a second set speed using torque control or speed control.

In order to quickly adjust the engine speed to the second set speed, the engine speed can be adjusted to the second set speed by controlling the motor using torque control or speed control. Of course, other methods can also be used to adjust the engine speed to the second set speed, which is not limited here. In this way, the speed is quickly adjusted.

In one embodiment of the present application, according to the speed range of the engine speed, the speed of the engine is adjusted until the set speed is reached, and further includes:

If the speed of the engine is greater than the first set speed, the speed of the engine is adjusted to the first set speed.

Thus, when the engine speed is greater than the first set speed, in order to quickly control the cylinder stop position, the engine speed is adjusted to the first set speed to quickly reach the pre-stop state.

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

The control motor uses torque control to adjust the speed of the engine to a first set speed.

In order to quickly adjust the engine speed to the first set speed, the motor can be controlled to use torque control to adjust the engine speed to the first set speed. Of course, other methods can also be used to adjust the engine speed to the first set speed, which is not limited here. In this way, rapid adjustment of the speed is achieved.

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

adjusting the engine speed to a third set speed;

The third set speed is less than the second set speed.

After synchronizing the position signal of the current engine, the speed of the current engine is directly adjusted to the third set speed. When the speed of the engine reaches the third set speed, the cylinder stop position of the engine is controlled, which is conducive to improving the accuracy of the cylinder stop position of the engine.

In one embodiment of the present application, the method further includes:

Determining whether the crankshaft angle position of the engine stops at a preset crankshaft angle range;

If the crank angle position of the engine stops within the preset crank angle range, the cylinder deactivation position control is terminated.

After adjusting the resolver position of the motor so that the crankshaft angle position of the engine stops within the preset angle range, it is necessary to verify the adjustment result, that is, to verify the crankshaft angle position of the engine. If it is verified that the crankshaft angle position of the engine stops within the preset angle range, it is considered that by stopping the crankshaft angle position of the engine within the preset angle range so that the output torque at the crankshaft end of the engine is minimized, the motor can use a slightly larger than the crankshaft output torque to drag the engine to start, that is, the motor can use a smaller torque to smoothly start the engine, and the consistency of each start is also guaranteed. At this time, the cylinder deactivation position control is ended.

In one embodiment of the present application, the method further includes:

If the crankshaft angle position of the engine does not stop within the preset crankshaft angle range, the resolver position of the motor is readjusted so that the corresponding crankshaft angle position of the engine stops within the preset crankshaft angle range.

When the crankshaft angle position of the engine does not stop within the preset angle range, the motor's resolver position is readjusted until the corresponding engine crankshaft angle position stops within the preset angle range. This ensures that the engine crankshaft angle position stops within the preset angle range, so that the output torque of the engine crankshaft end is minimized, so that the motor can use a slightly larger crankshaft output torque to drag the engine to start, that is, the motor can use a smaller torque to smoothly start the engine, and the consistency of each start is also guaranteed.

In one embodiment of the present application, the method includes:

If the crank angle position of the engine stops within the preset crank angle range, the engine is controlled to start according to the first torque curve at the next start. The first torque curve is a torque curve with the minimum output torque as the initial value and the output torque changing with the crank angle.

When the crankshaft angle position of the engine stops within the preset crankshaft angle range, the motor controller sends a success signal to the vehicle controller, and MOTORcontrol-finished indicates that the last cylinder stop position control was successful. Then, when the engine is started next time, the engine is controlled to start according to the first torque curve. The first torque curve is a torque curve with the minimum output torque as the initial value, and the output torque changes with the crankshaft angle.

In this way, if the crankshaft angle position of the engine stops within the preset crankshaft angle range, the engine can be started smoothly with a smaller torque when it is started next time, so that the engine can transition smoothly during stopping and starting, achieving smoothness of the start-stop process.

In one embodiment of the present application, the method includes:

If the crank angle position of the engine does not stop within the preset crank angle range, the engine is controlled to start according to the second torque curve at the next start. The second torque curve is a torque curve with the maximum output torque as the initial value and the output torque changing with the crank angle.

When the engine crankshaft angle position does not stop within the preset crankshaft angle range, the motor controller sends an error message to the vehicle controller. The error code, MOTORcontrol-errorr indicates that an error occurred in the last cylinder deactivation position control. Then, when the engine is started next time, the engine is controlled to start according to the second torque curve. The second torque curve is a torque curve that takes the maximum output torque as the initial value and changes with the crankshaft angle.

In this way, if the crank angle position of the engine does not stop within the preset crank angle range, a larger torque will be required to start the engine the next time the engine is started so that the engine can start normally.

In one embodiment of the present application, the method further includes:

If the synchronization of the current engine position signal fails, the maximum starting torque is used to start the engine.

In one embodiment of the present application, before obtaining the engine speed, the following steps are included:

Send the shutdown request to the engine controller through the vehicle controller;

After the engine controller receives the shutdown request, it controls the engine to stop fuel supply and ignition through the engine controller, and sends a cylinder shutdown completion instruction to the vehicle controller;

Receive the cylinder stop position control command sent by the vehicle controller.

In order to facilitate the overall understanding of the technical solution of the present application, refer to Figure 4, which schematically shows the steps of the engine cylinder deactivation position control method provided by an embodiment of the present application. The engine cylinder deactivation position control method can mainly include the following steps.

Control the interaction between the vehicle controller and the engine controller to ensure the engine is shut down normally.

Specifically, the vehicle controller VCU calculates different vehicle modes based on energy flow. When the driver's output torque demand changes, or the battery SOC capacity > SOCmax and other conditions are triggered, the vehicle mode needs to be switched from the relevant mode involving the engine (such as hybrid mode, parking power generation mode, extended range mode, etc.) to the pure electric mode. In this case, the engine has a shutdown requirement. At this time, the VCU sends the shutdown requirement ENGINEstop-request to the engine controller ECU through the CAN line. After the ECU receives the cylinder stop requirement, the engine stops fuel supply and ignition and enters the reverse drag mode.

If the engine is shut down normally, the motor controller MCU receives the cylinder stop completion command sent by the engine controller ECU and enters the cylinder stop position control strategy.

Specifically, if the ECU receives the cylinder stop request and successfully stops the cylinder, it will feedback the cylinder stop completion instruction ENGINEstop-finished to the VCU. After the VCU receives the ECU cylinder stop completion instruction ENGINEstop-finished, it sends the cylinder stop position control instruction MOTORcontrol-request to the motor controller MCU through the CAN line.

The cylinder stop position is controlled by the motor controller.

Specifically, the MCU starts to synchronize the engine position signal (including crankshaft signal and intake camshaft signal) sent from the ECU through the hard line, and corresponds to the motor resolver signal, and performs closed-loop position control on the motor to stop the engine in the corresponding crankshaft angle range (w1, w2). After success, the success signal MOTORcontrol-finished is fed back to the VCU through the CAN line.

If the synchronization of the engine position signal fails, the signal synchronization diagnostic mode is entered; if the signal synchronization diagnostic mode is successful, the engine will stop in the crankshaft angle interval (w1, w2) and send a success signal MOTORcontrol-finished to the VCU; if the synchronization diagnostic mode fails, the error code MOTORcontrol-errorr is sent to the VCU.

If there is a need to restart the engine during the cylinder deactivation control process, the cylinder deactivation position control is exited.

Specifically, during cylinder deactivation control, if the VCU sends a restart engine flag, the cylinder deactivation position control strategy exits, the MCU sends MOTORstart=0, and the VCU uses a torque curve that changes with the crankshaft angle with (Tstart)max as the initial value.

The next engine start strategy is determined based on the cylinder deactivation position.

Specifically, the VCU receives MOTORcontrol-finished, indicating that the last cylinder deactivation position control was successful. The next time the engine is started, MOTORstart=1 is sent to the MCU, and the torque start curve that changes with the crankshaft angle with (Tstart)min as the initial value is used normally.

The VCU receives MOTORcontrol-error, which indicates that the last cylinder stop position control error occurred. The next time the engine is started, MOTORstart=0 is sent to the MCU, which corresponds to the torque start curve that changes with the crankshaft angle with (Tstart)max as the initial value.

If the engine stops abnormally, the engine controller sends an error code to the motor controller.

Specifically, if the engine cylinder stop fails, the error code ENGINEstop-error is sent to the VCU via the CAN line, the engine performs a self-check, the cylinder stop position control process is terminated, and the VCU restarts the process after the fault is corrected.

For the cylinder deactivation position control strategy, specifically, refer to FIG. 5 , which schematically shows the cylinder deactivation position control strategy step flow provided in an embodiment of the present application.

After receiving the cylinder deactivation completion instruction sent by the engine controller, the motor controller enters the cylinder deactivation operation mode.

Obtaining the engine speed, and determining whether the engine speed is higher than a first set speed;

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 the second set speed;

Synchronizing the current position signal of the engine to correspond to the motor resolver signal;

Adjust the engine speed to the third set speed, adjust the resolver position of the motor, and stop the engine;

After stopping, determine whether the engine stops within a preset crankshaft angle range;

If yes, end the cylinder stop control;

If not, restart the generator for position control.

During cylinder deactivation control, if the VCU sends the engine restart flag, the cylinder deactivation position control strategy exits, the MCU sends MOTORstart=0, and the VCU uses the torque curve that changes with the crankshaft angle with (Tstart)max as the initial value.

It should be noted that although the steps of the method in the present application are described in a specific order in the drawings, this does not require or imply that the steps must be performed in this specific order, or that all the steps shown must be performed to achieve the desired results. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and/or one step may be decomposed into multiple steps, etc.

The following describes an embodiment of the device of the present application, which can be used to execute the engine cylinder deactivation position control method in the above embodiment of the present application. FIG6 schematically shows a structural block diagram of the engine cylinder deactivation position control device provided in an embodiment of the present application. As shown in FIG6, the engine cylinder deactivation position control device 600 includes:

The acquisition module 601 is used to acquire the engine speed after receiving the cylinder stop position control instruction sent by the vehicle controller;

The first regulating module 602 is used to regulate the engine speed until the engine speed reaches a set speed according to the speed range of the engine speed;

The second adjustment module 603 is used to synchronize the current engine position signal with the motor resolver signal when the engine speed reaches the set speed, and adjust the motor resolver position so that the engine crankshaft angle position stops at the preset crankshaft angle interval. Inside.

In some embodiments of the present application, based on the above technical solution, the first adjustment module 602 is also used to determine whether the engine speed is greater than the second set speed if the engine speed is less than or equal to the first set speed; if the engine speed is greater than the second set speed, adjust the engine speed to the second set speed; wherein the first set speed is greater than the second set speed.

In some embodiments of the present application, based on the above technical solution, the first regulating module 602 is also used to control the motor to use torque control or speed control to adjust the speed of the engine to a second set speed.

In some embodiments of the present application, based on the above technical solution, the first regulating module 602 is further used to regulate the engine speed to the first set speed if the engine speed is greater than the first set speed.

In some embodiments of the present application, based on the above technical solution, the first regulating module 602 is also used to control the motor to use torque control to adjust the speed of the engine to a first set speed.

In some embodiments of the present application, based on the above technical solution, the second regulating module 603 is further used to regulate the engine speed to a third set speed; wherein the third set speed is less than the second set speed.

In some embodiments of the present application, based on the above technical solution, the device also includes a judgment module, which is used to judge whether the crankshaft angle position of the engine stops within a preset crankshaft angle range; if the crankshaft angle position of the engine stops within the preset crankshaft angle range, the cylinder stop position control is terminated.

In some embodiments of the present application, based on the above technical solution, the judgment module is also used to readjust the rotational position of the motor if the crankshaft angle position of the engine does not stop within the preset crankshaft angle range, so that the corresponding engine crankshaft angle position stops within the preset crankshaft angle range.

In some embodiments of the present application, based on the above technical solution, the control module is also used to enable the maximum starting torque to start the engine if synchronization of the position signal of the current engine fails.

The specific details of the engine cylinder deactivation position control device provided in each embodiment of the present application have been described in detail in the corresponding method embodiments and will not be repeated here.

FIG. 7 schematically shows a block diagram of a computer system structure of an electronic device for implementing an embodiment of the present 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 bring any limitation to the functions and scope of use of the embodiments of the present application.

As shown in FIG. 7 , the computer system 700 includes a central processing unit (CPU) 701, which can perform various appropriate actions and processes according to the program stored in the read-only memory 702 (ROM) or the program loaded from the storage part 708 to the random access memory 703 (RAM). Various programs and data required for system operation are also stored in the random access memory 703. The central processing unit 701, the read-only memory 702 and the random access memory 703 are connected to each other through a bus 704. The input/output interface 705 (Input/Output interface, i.e., I/O interface) is also connected to the bus 704.

The following components are connected to the input/output interface 705: an input section 706 including a keyboard, a mouse, etc.; an output section 707 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 708 including a hard disk, etc.; and a communication section 709 including a network interface card such as a local area network card, a modem, etc. The communication section 709 performs communication processing via a network such as the Internet. A 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, etc., is installed on the drive 710 as needed so that a computer program read therefrom is installed into the storage section 708 as needed.

In particular, according to an embodiment of the present application, the process described in each method flow chart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer readable medium, and the computer program contains a program code for executing the method shown in the flow chart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 709, and/or installed from the removable medium 711. When the computer program is executed by the central processor 701, various functions defined in the system of the present application are executed.

It should be noted that the computer-readable medium shown in the embodiment of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. Computer readable signal media may also be any computer readable medium other than computer readable storage media, which may send, propagate, or transmit programs for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on the computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flowchart or block diagram may represent a module, a program segment, or a portion of code, which contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the boxes may also be The blocks shown in the figure may occur in a different order than that indicated in the figure. For example, two blocks shown in succession may actually be executed substantially in parallel, and they may sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each block in the block diagram or flow chart, and combinations of blocks in the block diagram or flow chart, may be implemented by a dedicated hardware-based system that performs the specified functions or operations, or may be implemented by a combination of dedicated hardware and computer instructions.

It should be noted that, although several modules or units of the equipment for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiments of the present application, the features and functions of two or more modules or units described above can be embodied in one module or unit. On the contrary, the features and functions of one module or unit described above can be further divided into being embodied by multiple modules or units.

Through the description of the above implementation methods, it is easy for those skilled in the art to understand that the example implementation methods described here can be implemented by software, or by combining software with necessary hardware. Therefore, the technical solution according to the implementation method of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, including several instructions to enable a computing device (which can be a personal computer, a server, a touch terminal, or a network device, etc.) to execute the method according to the implementation method of the present application.

Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary technical means in the art that are not disclosed in the present application.

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

Claims

A method for controlling a cylinder deactivation position of an engine, characterized in that the method comprises:

After receiving the cylinder stop position control instruction sent by the vehicle controller, the engine speed is obtained;

According to the speed range of the engine, the speed of the engine is adjusted until the set speed is reached;

When the engine speed reaches the set speed, the current position signal of the engine is synchronized to correspond to the motor resolver signal, and the resolver position of the motor is adjusted so that the crankshaft angle position of the engine stops within a preset crankshaft angle range.
The method for controlling the cylinder deactivation position of an engine according to claim 1, characterized in that the adjusting the speed of the engine until the set speed is reached according to the speed range of the speed of the engine comprises:

If the speed of the engine is less than or equal to the first set speed, determining whether the speed of the engine is greater than a second set speed;

If the speed of the engine is greater than the second set speed, adjusting the speed of the engine to the second set speed;

Wherein, the first set speed is greater than the second set speed.
The engine cylinder deactivation position control method according to claim 2, characterized in that the adjusting the speed of the engine to the second set speed comprises:

The motor is controlled to adjust the speed of the engine to the second set speed by using torque control or speed control.
The engine cylinder deactivation position control method according to claim 2, characterized in that the step of adjusting the engine speed to reach a set speed further comprises:

If the speed of the engine is greater than a first set speed, the speed of the engine is adjusted to the first set speed.
The engine cylinder deactivation position control method according to claim 4, characterized in that the adjusting the speed of the engine to the first set speed comprises:

The motor is controlled to adjust the speed of the engine to the first set speed using torque control.
The method for controlling the cylinder deactivation position of an engine according to claim 2, characterized in that after synchronizing the current position signal of the engine, the method comprises:

adjusting the speed of the engine to a third set speed;

The third set speed is smaller than the second set speed.
The engine cylinder deactivation position control method according to claim 1, characterized in that the method further comprises:

Determining whether the crankshaft angle position of the engine stops at a preset crankshaft angle range;

If the crank angle position of the engine stops within the preset crank angle interval, the cylinder deactivation position control is terminated.
The engine cylinder deactivation position control method according to claim 7, characterized in that the method further comprises:

If the crankshaft angle position of the engine does not stop within the preset crankshaft angle interval, the resolver position of the motor is readjusted so that the corresponding crankshaft angle position of the engine stops within the preset crankshaft angle interval.
The engine cylinder deactivation position control method according to claim 1, characterized in that the method comprises:

If the crankshaft angle position of the engine stops within the preset crankshaft angle interval, the engine is controlled to start again at the next start. The engine is started according to a first torque curve, which is a torque curve with a minimum output torque as an initial value and an output torque varying with a crankshaft angle.
The engine cylinder deactivation position control method according to claim 9, characterized in that the method comprises:

If the crankshaft angle position of the engine does not stop within the preset crankshaft angle range, the engine is controlled to start according to a second torque curve at the next start, wherein the second torque curve is a torque curve with the maximum output torque as the initial value and the output torque varying with the crankshaft angle.
The engine cylinder deactivation position control method according to claim 1, characterized in that the method further comprises:

If synchronization of the position signal of the current engine fails, the maximum starting torque is enabled to start the engine.
The engine cylinder deactivation position control method according to claim 1 is characterized in that before obtaining the engine speed, it comprises:

Send the shutdown request to the engine controller through the vehicle controller;

After the engine controller receives the shutdown request, the engine controller controls the engine to stop fuel supply and ignition, and sends a cylinder shutdown completion instruction to the vehicle controller;

Receive the cylinder stop position control instruction sent by the vehicle controller.
An engine cylinder deactivation position control device, characterized in that the device comprises:

An acquisition module, used to acquire the engine speed after receiving the cylinder stop position control instruction sent by the vehicle controller;

A first regulating module, used for regulating the speed of the engine until the set speed is reached according to the speed range of the engine;

The second regulating module is used to synchronize the current position signal of the engine to correspond to the motor resolver signal when the engine speed reaches the set speed, and adjust the resolver position of the motor so that the crankshaft angle position of the engine stops within a preset crankshaft angle range.
A computer-readable medium, characterized in that a computer program is stored on the computer-readable medium, and when the computer program is executed by a processor, the engine cylinder deactivation position control method described in any one of claims 1 to 12 is implemented.
A control system, characterized in that it comprises a first controller and a second controller, wherein the first controller sends a cylinder stop position control instruction to the second controller, and the second controller obtains the speed of the engine after receiving the cylinder stop position control instruction; according to the speed range in which the speed of the engine is located, the speed of the engine is adjusted until it reaches a set speed; when the speed of the engine reaches the set speed, the current position signal of the engine is synchronized to correspond to the motor resolver signal, and the resolver position of the motor is adjusted so that the crankshaft angle position of the engine stops within a preset crankshaft angle range;

Among them, the first controller is a vehicle controller, and the second controller is a motor controller.