Vehicle and engine starting control method, device and crankshaft revolution number acquisition method

Abstract

The present invention discloses a vehicle and its engine starting control method, device and crankshaft revolution acquisition method. The engine starting control method specifically includes: acquiring the crankshaft position signal of the engine; performing credibility analysis on the crankshaft position signal to obtain a credibility analysis result, the credibility analysis result at least including: the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal is converted from credible to uncredible; determining a target recognition strategy according to the credibility analysis result, and determining the number of crankshaft revolutions of the engine according to the target recognition strategy, the target recognition strategy and the credibility analysis result having a one-to-one correspondence; executing starting ignition control according to the number of crankshaft revolutions. The present invention improves the crankshaft position detection accuracy, optimizes the engine ignition and combustion timing, avoids ignition shock caused by improper ignition timing, and improves the starting noise reduction effect by formulating a crankshaft revolution identification strategy under different signal states.

Description

Technical Field

[0001] The present invention relates to the technical field of engine starting control, and in particular to a vehicle and an engine starting control method and device thereof, and a crankshaft revolution acquisition method. Background Art

[0002] With oil resources becoming increasingly scarce, hybrid vehicles, assisted by electric motors, have great potential for reducing fuel consumption. Dual-motor hybrid systems are widely used in the domestic market due to their relatively low vehicle control difficulty.

[0003] At present, for the engine starting process of the dual-motor hybrid system, the engine speed is dragged to a higher speed through the generator and then the engine ignites and burns. The engine speed quickly passes through the low-speed resonance zone, so that better starting NVH effect can be achieved; when the dragging is completed and the engine ignites and burns, in order to reduce the impact during ignition, the engine needs to ignite under the condition of a relatively small intake volume, and reducing the engine's intake pressure can only be achieved by dragging the engine. Therefore, it is necessary to detect the number of revolutions the engine has rotated after starting. When the number of revolutions the engine has rotated exceeds the threshold value, it is considered that the intake volume is already low, so the engine can ignite and burn.

[0004] In existing technology, the crankshaft position is typically identified using the engine's crankshaft and camshaft signals. If the crankshaft position signal fails, the camshaft position signal is used as a substitute. A virtual crankshaft position signal is calculated from the camshaft position signal to prevent engine stall and vehicle loss of control due to the loss of the crankshaft position signal. However, the camshaft signal's low accuracy in identifying the crankshaft position can easily lead to deviations in crankshaft position and crank count detection, affecting starting performance. Summary of the Invention

[0005] The present invention provides a vehicle and engine starting control method, device and crankshaft revolution acquisition method, so as to solve the problem that the crankshaft position signal fails to accurately identify the crankshaft revolution, affecting the ignition timing and causing ignition shock, and improve the starting noise reduction effect.

[0006] According to one aspect of the present invention, an engine starting control method is provided, which specifically includes:

[0007] Obtain the engine crankshaft position signal;

[0008] Performing a credibility analysis on the crankshaft position signal to obtain a credibility analysis result, the credibility analysis result at least including: the crankshaft signal is credible, the crankshaft signal is unreliable, and the crankshaft signal is converted from being credible to being unreliable;

[0009] Determine the target recognition strategy based on the credibility analysis results, and determine the number of engine crankshaft revolutions based on the target recognition strategy. The target recognition strategy corresponds to the credibility analysis results one by one.

[0010] The engine ignition control is performed according to the number of crankshaft revolutions.

[0011] Optionally, when the credibility analysis result indicates that the crankshaft signal is credible, the target recognition strategy includes:

[0012] Determine the current number of crankshaft teeth based on the crankshaft position signal of the current calculation cycle;

[0013] Determine the current crankshaft gear number based on the current crankshaft tooth number;

[0014] Get the initial number of crankshaft teeth at the initial start-up moment;

[0015] Calculate the number of crankshaft rotations based on the current crankshaft wheel number, the current crankshaft tooth number and the initial crankshaft tooth number.

[0016] Optionally, determining the current crankshaft gear number according to the current crankshaft teeth number includes:

[0017] Obtaining the absolute value of the deviation between the crankshaft position signal of the current calculation cycle and the crankshaft position signal of the previous calculation cycle;

[0018] Determining whether the absolute value of the deviation exceeds a preset reference value, where the preset reference value is determined based on the number of teeth of the engine in one working cycle;

[0019] The current crankshaft wheel number is determined based on the judgment result.

[0020] Optionally, when the credibility analysis result indicates that the crankshaft signal is unreliable, the target recognition strategy includes:

[0021] Obtaining an engine speed signal or a generator speed signal, wherein the generator is rigidly connected to the engine crankshaft;

[0022] Get the integral coefficient of the current calculation cycle;

[0023] performing integration processing on the engine speed signal or the generator speed signal based on the integration coefficient;

[0024] The number of crankshaft revolutions is determined based on the integration result.

[0025] Optionally, obtain the integral coefficient for the current calculation cycle, including:

[0026] Obtain the speed change rate of the generator speed signal;

[0027] Obtain the reduction ratio between the engine and the generator;

[0028] The integral coefficient is calculated based on the generator speed signal, speed change rate and reduction ratio.

[0029] Optionally, when the credibility analysis result indicates that the crankshaft signal is converted from credible to uncredible, the target recognition strategy includes:

[0030] Obtaining the first crankshaft rotation number of the crankshaft signal in the trustworthy phase;

[0031] Obtaining the second crankshaft rotation number of the crankshaft signal in the untrustworthy phase;

[0032] A final number of crankshaft rotations is calculated based on the first number of crankshaft rotations and the second number of crankshaft rotations.

[0033] Optionally, a credibility analysis is performed on the crankshaft position signal, including:

[0034] Determining whether the crankshaft position signal exceeds a preset signal range to obtain a first determination result;

[0035] determining whether a communication link of the crankshaft position signal is faulty to obtain a second determination result;

[0036] A credibility analysis result is determined according to the first judgment result and the second judgment result.

[0037] According to another aspect of the present invention, a method for obtaining the number of engine crankshaft revolutions is provided, which specifically includes:

[0038] Obtain the engine crankshaft position signal;

[0039] Performing a credibility analysis on the crankshaft position signal to obtain a credibility analysis result, the credibility analysis result at least including: the crankshaft signal is credible, the crankshaft signal is unreliable, and the crankshaft signal is converted from being credible to being unreliable;

[0040] Determine the target identification strategy based on the credibility analysis results, and the target identification strategy corresponds to the credibility analysis results one by one;

[0041] The number of crankshaft revolutions is determined based on the target recognition strategy.

[0042] According to another aspect of the present invention, an engine starting control device is provided for executing any one of the above engine starting control methods, the device comprising:

[0043] A crankshaft position sampling unit, used to obtain the crankshaft position signal of the engine;

[0044] a credibility judgment unit, configured to perform credibility analysis on the crankshaft position signal to obtain a credibility analysis result, wherein the credibility analysis result includes at least: the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal is converted from credible to uncredible;

[0045] A crankshaft revolution acquisition unit is used to determine a target recognition strategy based on the credibility analysis result, and to determine the number of crankshaft revolutions of the engine based on the target recognition strategy, wherein the target recognition strategy corresponds to the credibility analysis result one-to-one;

[0046] The ignition unit is used to perform engine ignition control according to the number of crankshaft rotations.

[0047] According to another aspect of the present invention, a vehicle is provided, specifically comprising: the above-mentioned engine starting control device.

[0048] The technical solution of an embodiment of the present invention identifies the engine crankshaft position signal, performs a credibility analysis on the crankshaft position signal, and obtains a credibility analysis result. The credibility analysis result includes at least: the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal has converted from credible to uncredible; a target recognition strategy is determined based on the credibility analysis result, and the number of engine crankshaft rotations is determined based on the target recognition strategy, with the target recognition strategy corresponding to the credibility analysis result; and starting ignition control is performed based on the number of crankshaft rotations. By formulating a crankshaft rotation number recognition strategy under different signal states, the crankshaft position detection accuracy is improved, the engine ignition and combustion timing is optimized, the ignition shock caused by improper ignition timing is avoided, and the starting noise reduction effect is improved.

[0049] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0051] Figure 1 This is a flow chart of a first engine starting control method provided by the first embodiment of the present invention;

[0052] Figure 2 is a flow chart of a second engine starting control method provided by the first embodiment of the present invention;

[0053] Figure 3 is a flow chart of a third engine starting control method provided by the first embodiment of the present invention;

[0054] Figure 4 is a flow chart of a fourth engine starting control method provided by the first embodiment of the present invention;

[0055] Figure 5 is a flow chart of a fifth engine starting control method provided by an embodiment of the present invention;

[0056] Figure 6 is a flow chart of a sixth engine starting control method provided by an embodiment of the present invention;

[0057] Figure 7 is a flow chart of a seventh engine starting control method provided by an embodiment of the present invention;

[0058] Figure 8 This is a flow chart of a method for obtaining the number of engine crankshaft revolutions provided by the second embodiment of the present invention;

[0059] Figure 9 This is a schematic structural diagram of an engine starting control device provided by a third embodiment of the present invention;

[0060] Figure 10 This is a structural diagram of a dual-motor hybrid power system provided in Example 4 of the present invention. DETAILED DESCRIPTION

[0061] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0062] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0063] Example 1

[0064] Figure 1This is a flow chart of an engine starting control method provided by an embodiment of the present invention. This embodiment is applicable to application scenarios in which starting ignition control is performed based on the number of engine crankshaft rotations during the starting process. This method can be performed by an engine starting control device, which can be configured in a hybrid vehicle. Figure 1 As shown, the method specifically includes:

[0065] S110: Acquire a crankshaft position signal of the engine.

[0066] The crankshaft position signal is a position signal of each crankshaft tooth measured by a crankshaft position sensor, which includes but is not limited to a magneto-electric induction sensor, a Hall effect sensor, and a photoelectric sensor.

[0067] S120: Perform credibility analysis on the crankshaft position signal to obtain a credibility analysis result.

[0068] In an embodiment of the present invention, the credibility analysis result at least includes: the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal is converted from credible to uncredible.

[0069] Among them, the crankshaft signal is reliable, which means that the obtained crankshaft signal is within the preset signal range and there is no other interference, and the reliability analysis result considers the crankshaft signal to be reliable; the crankshaft signal is unreliable, which means that it is impossible to obtain the crankshaft signal due to communication failure, such as communication link failure, and the reliability analysis result considers the crankshaft signal to be unreliable; the crankshaft signal converts from reliable to unreliable when the communication fails or the connection is restored, and the reliability analysis result considers the crankshaft signal to convert from reliable to unreliable.

[0070] In some embodiments, the communication failure may be detected by a CAN communication module of the controller and then reported to a communication failure determination.

[0071] S130 : Determine a target recognition strategy based on the credibility analysis result, and determine the number of engine crankshaft rotations based on the target recognition strategy. The target recognition strategy corresponds to the credibility analysis result one-to-one.

[0072] Among them, the number of crankshaft rotations can be determined according to the target recognition strategy corresponding to the credibility analysis result, and is used to execute the starting ignition control.

[0073] S140: Execute engine ignition control according to the number of crankshaft rotations.

[0074] Here, whether to execute engine ignition is determined based on the calculated number of crankshaft rotations.

[0075] It can be understood that the crankshaft position signal obtains three credibility analysis results according to different acquisition situations, namely, the crankshaft signal is credible, the crankshaft signal is unreliable, and the crankshaft signal is converted from credible to unreliable. According to the different credibility analysis results, the present application provides a target recognition strategy corresponding to each one, and executes the starting ignition control according to the corresponding target recognition strategy to improve the crankshaft position detection accuracy, optimize the engine ignition and combustion timing, avoid the ignition shock caused by improper ignition timing, and improve the starting noise reduction effect.

[0076] Optionally, Figure 2 is a flow chart of a second engine starting control method provided by an embodiment of the present invention, wherein Figure 1 On the basis of the illustrated embodiment, a specific implementation of a starting control strategy when the crankshaft signal is credible is exemplarily shown.

[0077] refer to Figure 2 When the credibility analysis result shows that the crankshaft signal is credible, the target recognition strategy includes:

[0078] S1311. Determine the current number of crankshaft teeth based on the crankshaft position signal of the current calculation cycle.

[0079] Among them, the crankshaft position signal can be reported to the engine controller by the crankshaft position sensor through the CAN line; the current crankshaft tooth number can be the number of teeth corresponding to the crankshaft position of the engine in one working cycle, and the current crankshaft tooth number corresponds to the crankshaft position signal one by one.

[0080] For example, if the number of teeth in one working cycle of the engine is defined as 119, the crankshaft position signal can take any value from 0 to 119, and the current number of crankshaft teeth corresponds to the value of the crankshaft position signal, that is, the current number of crankshaft teeth cycles between 0 and 119.

[0081] S1312. Determine the current crankshaft gear number according to the current crankshaft tooth number.

[0082] The number of crankshaft revolutions refers to the number of revolutions the crankshaft has made from the time the engine is started to the current moment.

[0083] In this embodiment, the number of crankshaft teeth cycles between 0 and 119. When the crankshaft enters a new cycle, the number of crankshaft teeth changes from a value approximately equal to 119 to a value approximately equal to 0. Based on this, it can be determined whether the crankshaft enters a new cycle based on the number of crankshaft teeth in two adjacent calculation cycles.

[0084] S1313. Obtain the initial number of crankshaft teeth at the initial startup moment.

[0085] The initial crankshaft teeth number is the number of engine crankshaft teeth position locked by the vehicle controller at the initial start-up moment.

[0086] For example, taking the case where the number of teeth in one working cycle of the engine is 119, the initial number of crankshaft teeth may be any value between 0 and 119.

[0087] It should be noted that the initial crankshaft teeth number is only updated according to the crankshaft position signal at the initial moment of engine startup.

[0088] S1314: Calculate the number of crankshaft rotations based on the current number of crankshaft wheels, the current number of crankshaft teeth, and the initial number of crankshaft teeth.

[0089] Among them, the number of crankshaft revolutions refers to the cumulative number of revolutions of the engine crankshaft during the starting process.

[0090] Specifically, the total number of crankshaft teeth the engine has rotated during the startup process can be calculated by multiplying the current crankshaft gear count by the maximum number of engine crankshaft teeth (e.g., 119), adding the current crankshaft gear count, and subtracting the initial crankshaft gear count. Then, the total crankshaft gear count is divided by the maximum number of engine crankshaft teeth (e.g., 119) to obtain the cumulative number of engine crankshaft rotations from the initial startup moment to the current moment, i.e., the number of crankshaft rotations. Therefore, when the crankshaft signal is reliable, the cumulative number of engine crankshaft rotations can be calculated through logical calculation based on the correspondence between the crankshaft gear count and the crankshaft position signal. This algorithm is simple and effective.

[0091] Optionally, Figure 3 This is a flow chart of a third engine starting control method according to an embodiment of the present invention. Figure 2 Based on this, a specific implementation method for determining the number of crankshaft wheels is exemplarily shown.

[0092] refer to Figure 3 , determine the current crankshaft gear number according to the current crankshaft teeth number, specifically including:

[0093] S13121. Obtain the absolute value of the deviation between the crankshaft position signal of the current calculation cycle and the crankshaft position signal of the previous calculation cycle.

[0094] Among them, since the crankshaft position signal detected at the initial moment of each calculation cycle is not the same, there is a deviation between the crankshaft position signal of the current calculation cycle and the crankshaft position signal of the previous calculation cycle, and the absolute value is taken to determine the current crankshaft wheel number.

[0095] S13122. Determine whether the absolute value of the deviation exceeds a preset reference value.

[0096] The preset reference value is determined according to the number of teeth of the engine in one working cycle.

[0097] For example, if the number of teeth of the engine in one working cycle is defined as 119, the preset reference value may be half of the number of teeth of the engine in one working cycle plus 1, and then the result is rounded up to an integer.

[0098] If the absolute value of the deviation exceeds the preset reference value, step S13123 is executed; if not, step S13124 is executed.

[0099] S13123. Increase the number of crankshaft wheels by 1.

[0100] S13124. Maintain the current number of crankshaft wheels unchanged.

[0101] Among them, the absolute value of the deviation between the crankshaft position signal of the current calculation cycle and the crankshaft position signal of the previous calculation cycle is compared with a preset reference value, and whether the absolute value exceeds the preset reference value or not can be used to determine the current crankshaft wheel number by corresponding logical operations.

[0102] Specifically, after obtaining the absolute value of the deviation between the crankshaft position signal of the current calculation cycle and the crankshaft position signal of the previous calculation cycle, the absolute value of the deviation is compared with a preset reference value (for example, ) If the absolute value of the deviation exceeds the preset reference value, it is considered that the engine crankshaft position signal starts a new round of counting and the number of crankshaft turns is increased by 1; if it does not exceed, it is considered that the engine crankshaft has not completed a circle and the number of crankshaft turns does not increase.

[0103] It is worth noting that the engine crankshaft position tooth number at the initial start-up moment, this signal is only updated at the initial start-up moment of the engine. At the same time, the crankshaft wheel number counter will be reset at the initial start-up moment of each engine.

[0104] For example, the absolute value of the deviation between the crankshaft position signal of the current calculation cycle and the crankshaft position signal of the previous calculation cycle is compared with a preset reference value. If the absolute value exceeds the preset reference value, it is considered that the engine crankshaft position signal has started a new round of counting (the crankshaft position reported by the engine has been cycling from 0 to 119), so the crankshaft wheel number counter is triggered to add 1, and the crankshaft wheel number counter value is multiplied by the number of teeth of one working cycle of the engine (119 in this example), and then added to the current crankshaft tooth number, and the engine crankshaft position tooth number at the initial moment of starting is subtracted to obtain the number of crankshaft teeth that the engine has rotated during the starting process.

[0105] The embodiment of the present invention further explains the target identification strategy and the current crankshaft number determination scheme based on the credibility analysis result that the crankshaft signal is credible. The obtained engine crankshaft position signal is detected regularly by the provided crankshaft position sensor from the beginning of the current calculation cycle, i.e., the initial moment, and the crankshaft position signal is transmitted through the CAN line. Since the crankshaft position signal detected at the initial moment of each calculation cycle is different, there is a deviation between the crankshaft position signal of the current calculation cycle and the crankshaft position signal of the previous calculation cycle. The absolute value of the deviation is compared with a preset reference value determined according to the number of teeth of the engine in a working cycle. If the absolute value exceeds the preset reference value, it is considered that the crankshaft number has increased by 1; if not, it is considered that the crankshaft number has not increased. It should be determined that the crankshaft position signal and the crankshaft tooth number correspond to a mark value of 0 to 119, and then the initial crankshaft tooth number and the current crankshaft tooth number are determined. After logical operation, the number of crankshaft rotations can be calculated, thereby improving the crankshaft position detection accuracy, optimizing the engine ignition and combustion timing, avoiding the ignition shock caused by improper ignition timing, and improving the engine starting noise reduction effect.

[0106] Figure 4 is a flowchart of a fourth engine starting control method provided by an embodiment of the present invention. Figure 1 On the basis of the illustrated embodiment, a specific implementation of a starting control strategy when the crankshaft signal reported by the engine is unreliable is exemplarily shown.

[0107] refer to Figure 4 The number of engine crankshaft revolutions is indirectly identified based on the generator speed signal rigidly connected to the engine crankshaft. When the credibility analysis result indicates that the crankshaft signal is unreliable, the target recognition strategy specifically includes:

[0108] S1321. Acquire an engine speed signal or a generator speed signal, where the generator is rigidly connected to the engine crankshaft.

[0109] Among them, since the generator is rigidly connected to the engine crankshaft, the number of revolutions of the engine crankshaft is indirectly identified by detecting the engine speed signal or the generator speed signal. The detection of the engine speed signal or the generator speed signal can be measured by sensors installed in the engine or generator, including but not limited to magneto-electric induction sensors, Hall effect sensors and photoelectric sensors.

[0110] S1322. Obtain the integral coefficient of the current calculation cycle.

[0111] Among them, the integral coefficient Int of the integrator k The calculation method can refer to the following formula 1:

[0112] Int k =1 / 60×Ratio×f(Gmspd,GmspdAx) (Formula 1)

[0113] Where Gmspd is the generator speed, GmspdAx is the rate of change of the generator speed, Ratio is the reduction ratio from engine to generator, and is the engine speed or generator speed during series operation.

[0114] S1323: Integrate the engine speed signal or the generator speed signal based on the integral coefficient.

[0115] The integral processing can refer to the following formula 2:

[0116] Cyl i =Cyl i-1 +GmSpd×Int k ×dT (Formula 2)

[0117] Where GmSpd is the speed of the generator, Cyl i The number of revolutions of the engine crankshaft calculated for the current calculation cycle, Cyl i-1 The number of engine crankshaft revolutions calculated for the previous calculation cycle.

[0118] S1324. Determine the number of crankshaft rotations based on the integration result.

[0119] The integral result obtained by calculation is the number of crankshaft rotations.

[0120] It is understandable that when the crankshaft position signal reported by the engine is unreliable, the generator speed signal rigidly connected to the engine crankshaft can be used to indirectly identify the number of revolutions of the engine crankshaft through integral calculation, thereby improving the crankshaft position detection accuracy, optimizing the engine ignition and combustion timing, avoiding ignition shock caused by improper ignition timing, and improving the starting noise reduction effect.

[0121] It is worth noting that when the credibility analysis result shows that the crankshaft signal is unreliable, the integrator is reset.

[0122] Optionally, Figure 5 is a flowchart of a fifth engine starting control method provided by an embodiment of the present invention. Figure 4 Based on this, a specific implementation method for obtaining the integral coefficient of the current calculation cycle is exemplarily shown.

[0123] refer to Figure 5 , get the integral coefficient of the current calculation cycle, including:

[0124] S13221. Obtain the speed change rate of the generator speed signal.

[0125] The generator speed change rate GmspdAx is obtained by multiplying the Gmspd difference value by 0.01, where 0.01 is the software calculation cycle

[0126] S13222. Obtain the reduction ratio between the engine and the generator.

[0127] Among them, Ratio is the reduction ratio from engine to generator, and the engine speed or generator speed during series operation is

[0128] S13223. Calculate the integral coefficient based on the generator speed signal, speed change rate, and reduction ratio.

[0129] It can be understood that in this embodiment, when the crankshaft position signal reported by the engine is unreliable, the generator speed signal rigidly connected to the engine crankshaft can be used to indirectly identify the number of revolutions of the engine crankshaft through integral calculation. The software calculation cycle is accurate to 0.01, which improves the crankshaft position detection accuracy, optimizes the engine ignition and combustion timing, avoids ignition shock caused by improper ignition timing, and improves the noise reduction effect of starting.

[0130] Figure 6 is a flowchart of a sixth engine starting control method provided by an embodiment of the present invention, wherein Figure 1 On the basis of the illustrated embodiment, a specific implementation method of a starting control strategy for converting a crankshaft signal reported by an engine from a credible one to an uncredible one is exemplarily shown.

[0131] like Figure 6 As shown in the figure, when the credibility analysis result shows that the crankshaft signal changes from credible to uncredible, the target recognition strategy specifically includes:

[0132] S1331. Obtain the first number of crankshaft rotations of the crankshaft signal in the trustworthy phase.

[0133] The number of first crankshaft rotations in the trustworthy stage can be obtained by referring to the method of the first embodiment.

[0134] S1332: Obtain the second number of crankshaft rotations of the crankshaft signal in the untrustworthy stage.

[0135] The number of revolutions of the second crankshaft in the untrustworthy stage can be obtained by referring to the method of the second embodiment.

[0136] S1333. Calculate a final number of crankshaft rotations based on the first number of crankshaft rotations and the second number of crankshaft rotations.

[0137] When the credibility analysis result shows that the crankshaft signal is converted from credible to uncredible, the number of crankshaft rotations can be obtained by adding the first number of crankshaft rotations and the second number of crankshaft rotations.

[0138] It can be understood that after the feasibility analysis is credible, if a communication failure occurs or the connection is restored, the number of crankshaft rotations in the credible stage is added to the second number of crankshaft rotations in the untrusted stage to make up for the acquisition of the crankshaft rotation number during the communication failure, improve the crankshaft position detection accuracy, optimize the engine ignition and combustion timing, avoid the ignition shock caused by improper ignition timing, and enhance the starting noise reduction effect.

[0139] Optionally, Figure 7 is a flow chart of a seventh engine starting control method according to an embodiment of the present invention, wherein Figure 1 On the basis of the illustrated embodiment, a specific implementation method of performing credibility analysis on the crankshaft position signal is exemplarily shown.

[0140] refer to Figure 7 , conduct credibility analysis on the crankshaft position signal, including:

[0141] S121. Determine whether the crankshaft position signal exceeds a preset signal range, and obtain a first determination result.

[0142] S122: Determine whether the communication link of the crankshaft position signal is faulty, and obtain a second determination result.

[0143] S123. Determine a credibility analysis result based on the first judgment result and the second judgment result.

[0144] Specifically, if both the first judgment result and the second judgment result are no, that is, the crankshaft position signal does not exceed the preset signal range, and the communication link of the crankshaft position signal has no fault, then the credibility analysis result is judged to be credible; if either the first judgment result or the second judgment result is yes, that is, the crankshaft position signal exceeds the preset signal range, and there is a fault in the communication link of the crankshaft position signal, then the credibility analysis result is judged to be unreliable.

[0145] It can be understood that if the obtained crankshaft position signal is within the preset signal range of the crankshaft position signal, the crankshaft signal is considered to be credible; if the obtained crankshaft position signal exceeds the maximum value of the reasonable range of the crankshaft position signal and lasts for a period of time (at least greater than twice the calculation cycle of the vehicle controller), the crankshaft signal is considered to be unreliable.

[0146] An embodiment of the present invention provides a target recognition strategy for executing corresponding target recognition strategies according to different credibility analysis results, executes engine ignition control according to the corresponding target recognition strategy, improves the crankshaft position detection accuracy, optimizes the engine ignition and combustion timing, avoids ignition shock caused by improper ignition timing, and improves the engine starting noise reduction effect.

[0147] Example 2

[0148] Based on the same inventive concept, a second embodiment of the present invention provides a method for obtaining the number of engine crankshaft revolutions.

[0149] Figure 8 This is a flow chart of a method for obtaining the number of engine crankshaft revolutions provided by the second embodiment of the present invention, with reference to Figure 8 The method for obtaining the number of engine crankshaft revolutions specifically includes:

[0150] S210: Acquire a crankshaft position signal of the engine.

[0151] Among them, obtaining the engine's crankshaft position signal can be completed by a sensor. The crankshaft position signal corresponds to each crankshaft tooth. The crankshaft position signal of a cycle takes a value from 0 to 119. Therefore, the maximum value of the reasonable range of the crankshaft position signal is 119.

[0152] S220: Perform credibility analysis on the crankshaft position signal to obtain a credibility analysis result. The credibility analysis result at least includes: the crankshaft signal is credible, the crankshaft signal is unreliable, and the crankshaft signal is converted from credible to unreliable.

[0153] Among them, after the signal collected by the hardware is logically operated by the software, the crankshaft position signal is subjected to credibility analysis, and the final credibility analysis results at least include: the crankshaft signal is credible, the crankshaft signal is unreliable, and the crankshaft signal is converted from credible to unreliable.

[0154] S230: Determine a target identification strategy based on the credibility analysis result, where the target identification strategy corresponds to the credibility analysis result one-to-one.

[0155] The target identification strategy corresponding to the credibility analysis results can refer to the above embodiment.

[0156] S240: Determine the number of crankshaft rotations according to the target recognition strategy.

[0157] Among them, the corresponding number of crankshaft rotations is determined according to different target recognition strategies.

[0158] For example, when the credibility analysis result shows that the crankshaft signal is credible, the current crankshaft wheel number, the current crankshaft tooth number and the initial crankshaft tooth number obtained in the above embodiment are calculated according to "current crankshaft wheel number × crankshaft tooth number + current crankshaft tooth number - initial crankshaft tooth number" to obtain the number of crankshaft rotations. When the credibility analysis result shows that the crankshaft signal is uncredible, the number of crankshaft rotations can be indirectly obtained by integrating the engine speed signal or the generator speed signal according to the above embodiment. When the credibility analysis result shows that the crankshaft signal is converted from credible to uncredible, the number of crankshaft rotations can be obtained by adding the first number of crankshaft rotations of the directly monitored crankshaft position signal in the credible stage and the second number of crankshaft rotations of the indirectly monitored engine speed signal or the generator speed signal in the uncredible stage. Specifically, when the credibility analysis result is that the crankshaft signal is credible, if the identified current crankshaft wheel number is 9, the crankshaft tooth number is 120, the current crankshaft tooth number is 59, and the initial crankshaft tooth number is 35, then the number of crankshaft rotations is 1104.

[0159] Example 3

[0160] Based on the same inventive concept, a third embodiment of the present invention provides an engine starting control device, which is used to execute any of the above-mentioned engine starting control methods and has corresponding functional modules and beneficial effects for executing the above-mentioned starting control methods.

[0161] Figure 9 This is a schematic diagram of the structure of an engine starting control device according to an embodiment of the present invention. Figure 9 , the engine starting control device includes:

[0162] A crankshaft position sampling unit 310 is used to obtain a crankshaft position signal of the engine;

[0163] The crankshaft position sampling unit 310 includes both the engine crankshaft position signal directly acquired by a sensor and the engine crankshaft position signal indirectly acquired by a sensor that obtains the engine speed signal or the generator speed signal due to the rigid connection between the generator and the engine crankshaft. Sensors include, but are not limited to, magnetoelectric sensors, Hall effect sensors, and photoelectric sensors, and can be positioned at the crankshaft position and at the connection point between the generator and the engine crankshaft.

[0164] The credibility judgment unit 320 is used to perform credibility analysis on the crankshaft position signal to obtain a credibility analysis result. The credibility analysis result at least includes: the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal is converted from credible to uncredible.

[0165] Among them, the credibility judgment unit 320 is used to obtain a credibility analysis result unit by logical operation and judgment of the crankshaft position signal obtained directly or indirectly. The credibility analysis result at least includes: the crankshaft signal is credible, the crankshaft signal is unreliable, and the crankshaft signal is converted from credible to unreliable.

[0166] The crankshaft revolution acquisition unit 330 is used to determine a target recognition strategy according to the credibility analysis result, and determine the number of crankshaft revolutions of the engine according to the target recognition strategy. The target recognition strategy corresponds to the credibility analysis result one-to-one.

[0167] The crankshaft revolution acquisition unit 330 may determine a corresponding target recognition strategy based on the credibility analysis result, and then determine the number of crankshaft revolutions of the engine through corresponding logical operations.

[0168] The ignition unit 340 is used to perform engine ignition control according to the number of crankshaft rotations.

[0169] Among them, the ignition unit can be an ignition electronic module suitable for the engine, including but not limited to a closed magnetic ignition coil, a distributor, a spark plug, an ignition signal generator, and an ignition signal generator and other ignition devices.

[0170] Specifically, the starting process of the engine starting control device is firstly performed by the crankshaft position sampling unit 310 directly obtaining the engine crankshaft position signal through the sensor, or obtaining the engine speed signal or the generator speed signal through the sensor to indirectly obtain the engine crankshaft position signal; then the credibility judgment unit 320 performs logical operations and judgments on the crankshaft position signal obtained directly or indirectly to obtain a credibility analysis result unit, and the credibility analysis result at least includes: the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal is converted from credible to uncredible; the crankshaft number acquisition unit 330 adopts a target recognition strategy corresponding to the credibility analysis result, and then adopts corresponding logical operations to determine the number of crankshaft rotations of the engine to determine the ignition timing; finally, the ignition unit 340 actually controls the engine starting, and the following schemes will exist in this process.

[0171] In some embodiments, when the credibility analysis result is that the crankshaft signal is credible, the target identification strategy includes: determining the current crankshaft tooth number based on the crankshaft position signal of the current calculation cycle; determining the current crankshaft wheel number based on the current crankshaft tooth number; obtaining the initial crankshaft tooth number at the initial moment of starting; calculating the number of crankshaft rotations based on the current crankshaft wheel number, the current crankshaft tooth number and the initial crankshaft tooth number.

[0172] In some embodiments, determining the current crankshaft wheel number based on the current crankshaft tooth number includes: obtaining the absolute value of the deviation between the crankshaft position signal of the current calculation cycle and the crankshaft position signal of the previous calculation cycle; judging whether the absolute value of the deviation exceeds a preset reference value, the preset reference value being determined based on the number of teeth of the engine in one working cycle; and determining the current crankshaft wheel number based on the judgment result.

[0173] In some embodiments, when the credibility analysis result is that the crankshaft signal is unreliable, the target identification strategy includes: obtaining the engine speed signal or the generator speed signal, the generator is rigidly connected to the engine crankshaft; obtaining the integral coefficient of the current calculation cycle; integrating the engine speed signal or the generator speed signal based on the integral coefficient; and determining the number of crankshaft rotations based on the integration result.

[0174] In some embodiments, obtaining the integral coefficient of the current calculation cycle includes: obtaining the speed change rate of the generator speed signal; obtaining the reduction ratio between the engine and the generator; and calculating the integral coefficient based on the generator speed signal, the speed change rate and the reduction ratio.

[0175] In some embodiments, when the credibility analysis result is that the crankshaft signal converts from credible to untrustworthy, the target identification strategy includes: obtaining the first number of crankshaft rotations of the crankshaft signal in the credible stage; obtaining the second number of crankshaft rotations of the crankshaft signal in the untrustworthy stage; and calculating the final number of crankshaft rotations based on the first number of crankshaft rotations and the second number of crankshaft rotations.

[0176] In some embodiments, a credibility analysis is performed on the crankshaft position signal, including: determining whether the crankshaft position signal exceeds a preset signal range to obtain a first judgment result; determining whether the communication link of the crankshaft position signal is faulty to obtain a second judgment result; and determining a credibility analysis result based on the first judgment result and the second judgment result.

[0177] Through the above embodiment, the crankshaft position signal of the engine is subjected to credibility analysis to obtain credibility analysis results, for example, the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal is converted from credible to uncredible. The target recognition strategy is determined according to the credibility analysis results, and the number of crankshaft rotations of the engine is determined according to the target recognition strategy. The target recognition strategy corresponds to the credibility analysis result one by one; and the starting ignition control is performed according to the number of crankshaft rotations.

[0178] Example 4

[0179] Based on the same inventive concept, embodiment 4 of the present invention provides a vehicle, which includes the engine starting control device provided in the above embodiment. The device is used to execute the starting control method provided in the above embodiment, and has functional modules and beneficial effects corresponding to the execution method.

[0180] Figure 10 It is a structural schematic diagram of a dual-motor hybrid power system for a vehicle provided by an embodiment of the present invention.

[0181] like Figure 10 As shown, the vehicle's hybrid system includes an engine 1, a generator 2, a torsional vibration damper 3, a reduction gear mechanism 4, a clutch 5, a drive motor 6, and a differential 7. Generator 2 is rigidly connected to the crankshaft of engine 1. The crankshaft position signal of engine 1 can be indirectly obtained by acquiring the engine speed signal or the generator speed signal. The torsional vibration damper 3 is used to reduce the impact on the system. The reduction gear mechanism 4 is used to reduce speed to adapt to different load conditions. The clutch 5 is used to change the gear mechanism to adjust the speed. The drive motor 6 is the power supply device. The differential 7 is used to adjust the speed difference between the front and rear wheels to ensure that the vehicle's rotational speed is basically consistent when driving in curves.

[0182] In an embodiment of the present invention, an engine controller transmits a crankshaft position signal acquired by a crankshaft position sensor to a vehicle controller via a CAN line, and a generator controller transmits a generator speed signal calculated based on the motor resolver position to the vehicle controller via a CAN line. The present invention performs a credibility analysis on the engine's crankshaft position signal to obtain a credibility analysis result, such as a credibility analysis result, a credibility analysis result, and a credibility analysis result. A target recognition strategy is determined based on the credibility analysis result, and the number of engine crankshaft rotations is determined based on the target recognition strategy. The target recognition strategy corresponds to the credibility analysis result in a one-to-one relationship. Starting ignition control is then executed based on the number of crankshaft rotations.

[0183] Therefore, the technical solution of the present invention improves the crankshaft position detection accuracy and optimizes the engine ignition and combustion timing by formulating a crankshaft rotation number identification strategy under different signal states, avoids ignition shock caused by improper ignition timing, and improves the starting noise reduction effect.

[0184] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0185] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. An engine starting control method, characterized in that: include: obtaining a crankshaft position signal of the engine; Performing a credibility analysis on the crankshaft position signal to obtain a credibility analysis result, wherein the credibility analysis result at least includes: the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal is converted from credible to uncredible; Determining a target recognition strategy based on the credibility analysis result, and determining the number of crankshaft revolutions of the engine based on the target recognition strategy, wherein the target recognition strategy corresponds to the credibility analysis result in a one-to-one manner; The engine ignition control is executed according to the number of crankshaft rotations.

2. The method according to claim 1, characterized in that When the credibility analysis result indicates that the crankshaft signal is credible, the target identification strategy includes: determining the current number of crankshaft teeth according to the crankshaft position signal of the current calculation cycle; Determining the current crankshaft gear number according to the current crankshaft tooth number; Get the initial number of crankshaft teeth at the initial start-up moment; The number of crankshaft rotations is calculated based on the current crankshaft wheel number, the current crankshaft tooth number and the initial crankshaft tooth number.

3. The method according to claim 2, characterized in that Determining the current crankshaft gear number according to the current crankshaft teeth number includes: Obtaining an absolute value of a deviation between the crankshaft position signal of a current calculation cycle and the crankshaft position signal of a previous calculation cycle; determining whether the absolute value of the deviation exceeds a preset reference value, where the preset reference value is determined based on the number of teeth of the engine in one working cycle; The current crankshaft wheel number is determined according to the judgment result.

4. The method according to claim 1, wherein When the credibility analysis result indicates that the crankshaft signal is unreliable, the target identification strategy includes: obtaining a generator speed signal, wherein the generator is rigidly connected to the engine crankshaft; Get the integral coefficient of the current calculation cycle; Performing integration processing on the generator speed signal based on the integration coefficient; The number of crankshaft rotations is determined based on the integration result.

5. The method according to claim 4, characterized in that The step of obtaining the integral coefficient of the current calculation cycle includes: Obtaining a speed change rate of the generator speed signal; obtaining a reduction ratio between the engine and the generator; The integral coefficient is calculated according to the generator speed signal, the speed change rate and the reduction ratio.

6. The method according to claim 1, characterized in that When the credibility analysis result indicates that the crankshaft signal is converted from credible to uncredible, the target identification strategy includes: Obtaining a first crankshaft rotation number of the crankshaft signal in a reliable phase; Obtaining a second number of crankshaft rotations of the crankshaft signal in an untrustworthy phase; The final number of crankshaft rotations is calculated based on the first number of crankshaft rotations and the second number of crankshaft rotations.

7. The method according to any one of claims 1 to 6, characterized in that Performing a credibility analysis on the crankshaft position signal includes: Determining whether the crankshaft position signal exceeds a preset signal range to obtain a first determination result; determining whether a communication link of the crankshaft position signal is faulty to obtain a second determination result; The credibility analysis result is determined according to the first judgment result and the second judgment result.

8. A method for obtaining the number of engine crankshaft revolutions, characterized in that: include: obtaining a crankshaft position signal of the engine; Performing a credibility analysis on the crankshaft position signal to obtain a credibility analysis result, wherein the credibility analysis result at least includes: the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal is converted from credible to uncredible; Determining a target identification strategy based on the credibility analysis result, wherein the target identification strategy corresponds to the credibility analysis result in a one-to-one manner; The number of crankshaft revolutions is determined according to the target recognition strategy.

9. An engine starting control device, characterized in that: The device for executing the engine starting control method according to any one of claims 1 to 7 comprises: a crankshaft position sampling unit, configured to obtain a crankshaft position signal of the engine; a credibility judgment unit, configured to perform credibility analysis on the crankshaft position signal to obtain a credibility analysis result, wherein the credibility analysis result at least includes: the crankshaft signal is credible, the crankshaft signal is uncredible, and the crankshaft signal is converted from credible to uncredible; a crankshaft revolution acquisition unit, configured to determine a target recognition strategy based on the credibility analysis result, and determine the number of crankshaft revolutions of the engine based on the target recognition strategy, wherein the target recognition strategy corresponds to the credibility analysis result in a one-to-one manner; The ignition unit is used to perform engine starting ignition control according to the number of rotations of the crankshaft.

10. A vehicle, characterized in that: include: The engine starting control device according to claim 9.

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