Vehicle control method, system, equipment, medium, product and vehicle

Abstract

The invention relates to a vehicle control method, system and equipment, a medium, a product and a vehicle, after an engine of the vehicle is stopped, reverse towing control is performed on the engine of the vehicle through a generator of the vehicle, and the piston stopping position of a piston corresponding to the compression stroke in the engine is changed, so that the compression pressure of gas in a cylinder when the engine is started next time is reduced; therefore, the whole vehicle shaking magnitude in the next engine intervention process is reduced, and the user experience is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a vehicle control method, system, device, medium, product and vehicle. BACKGROUND

[0002] With the rapid development of vehicles, hybrid vehicles are becoming more and more popular.

[0003] However, compared with conventional vehicles, hybrid vehicles are more likely to have a shaking problem due to the involvement of the engine, which affects the user experience. SUMMARY

[0004] The embodiments of the present application provide a vehicle control method, system, device, computer device, storage medium, computer program product and vehicle. After the engine of the vehicle is stopped, the engine of the vehicle is controlled by the generator of the vehicle to change the piston stop position of the piston corresponding to the compression stroke of the engine, so as to reduce the compression pressure of the cylinder gas when the engine is started next time, thereby reducing the shaking level of the vehicle during the next engine intervention process and improving the user experience.

[0005] The embodiments of the present application provide a vehicle control method, comprising:

[0006] After the engine of the vehicle is stopped, the engine is controlled by the generator of the vehicle to change the piston stop position of the piston corresponding to the compression stroke of the engine.

[0007] Correspondingly, the embodiments of the present application provide a vehicle control system, which comprises a controller, a generator and an engine connected with the generator.

[0008] The controller is configured to control the engine by the generator of the vehicle after the engine of the vehicle is stopped, so as to change the piston stop position of the piston corresponding to the compression stroke of the engine.

[0009] Correspondingly, the embodiments of the present application provide a vehicle control device, comprising:

[0010] The control module is configured to control the engine by the generator of the vehicle after the engine of the vehicle is stopped, so as to change the piston stop position of the piston corresponding to the compression stroke of the engine.

[0011] In addition, the embodiments of the present application also provide a computer device comprising one or more processors and a memory. The memory stores a computer program, and the processor is configured to run the computer program in the memory to implement the vehicle control method provided by the embodiments of the present application.

[0012] In addition, the embodiment of the present application further provides a storage medium, the storage medium stores a computer program, when the computer program runs on a computer device, the computer program is used for enabling the computer device to execute any vehicle control method provided by the embodiment of the present application.

[0013] In addition, the embodiment of the present application further provides a computer program product, comprising a computer program or instructions, the computer program or instructions are executed by a processor to realize any vehicle control method provided by the embodiment of the present application.

[0014] In addition, the embodiment of the present application further provides a vehicle, comprising the vehicle control system.

[0015] In the embodiment of the present application, after the engine of the vehicle is stopped, the engine of the vehicle is controlled by the generator to change the piston stop position of the piston corresponding to the compression stroke in the engine, so as to reduce the compression pressure of the cylinder gas when the engine is started next time, thereby reducing the whole vehicle shaking level in the next engine intervention process and improving the user experience. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0017] Figure 1 is an implementation environment scene diagram of the vehicle control method provided in the embodiment of the present application;

[0018] Figure 2 is a schematic diagram of the relationship between the distance between the piston and the compression top dead center before the engine is started and the starting shaking level of the vehicle;

[0019] Figure 3 is a flowchart of the vehicle control method provided in the embodiment of the present application;

[0020] Figure 4 is a connection relationship diagram of a multi-cylinder engine and a generator provided in the embodiment of the present application;

[0021] Figure 5 is a schematic diagram of the pulse signals corresponding to the crankshaft and the camshaft respectively provided in the embodiment of the present application;

[0022] Figure 6 is a resistance torque MAP diagram corresponding to 1 cylinder provided in the embodiment of the present application;

[0023] Figure 7 is a resistance torque MAP corresponding to the 2-cylinder provided in the embodiments of the present application;

[0024] Figure 8 is a resistance torque MAP corresponding to the 3-cylinder provided in the embodiments of the present application;

[0025] Figure 9 is a resistance torque MAP corresponding to the 4-cylinder provided in the embodiments of the present application;

[0026] Figure 10 is a specific flowchart of the vehicle control method provided in the embodiments of the present application;

[0027] Figure 11 is an effect diagram of the vehicle control method provided in the embodiments of the present application;

[0028] Figure 12 is an architecture diagram of the vehicle control system provided in the embodiments of the present application;

[0029] Figure 13 is a structure diagram of the vehicle control device provided in the embodiments of the present application;

[0030] Figure 14 is a structure diagram of the computer device provided in the embodiments of the present application. DETAILED DESCRIPTION

[0031] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0032] In addition, “multiple” in the embodiments of the present application refers to two or more than two. “First” and “second” and the like in the embodiments of the present application are used for distinguishing description, and cannot be understood as implying relative importance.

[0033] With the increasing sales of hybrid vehicles in the domestic market, users have higher demands for low noise, low vibration and high comfort, and therefore engine judder problems are attracting more and more attention. The judder problem of the engine often occurs at the engine starting moment. The engine of the traditional fuel vehicle always runs after starting at the original position, and the judder has little effect. The engine starting moment in the hybrid vehicle is determined by the vehicle control strategy. The engine starting moment will not only appear in the original starting condition, but also in the acceleration condition. Especially when driving in the city under the condition of low battery power and traffic congestion, in order to maintain the battery power, the engine will frequently switch from pure electric operation mode to hybrid operation mode, so that the engine intervenes in power generation. Compared with fuel vehicles, the probability of judder problem caused by engine intervention in hybrid vehicles is higher, and it is more likely to cause the decline of driving experience. Therefore, controlling the judder level of the hybrid vehicle caused by the engine intervention is an important part of improving the comfort of the hybrid vehicle.

[0034] In order to solve the above problems, the piston stop position control method of the engine of the existing hybrid vehicle includes the following steps: when entering the stop position control mode, first, through the control of the engine electronic control system, the engine speed is reduced to at least the idle speed; the intake valve is opened in advance and the intake process is completed before the piston moves down to the bottom dead center, the engine electronic control system controls the interruption of fuel injection, and the spark plug ignites in advance in the compression stroke of the cylinder, forcing early combustion in the cylinder. The piston is forced to stop at a position away from the compression top dead center by the combustion pressure, so that the initial resistance torque of the engine is smaller than that of the conventional engine when starting again.

[0035] The above method forces early combustion in the cylinder by pre-ignition of the spark plug, and forces the piston to stop at a position away from the compression top dead center by the combustion pressure. However, this method has a major defect: the pressure of early combustion in the cylinder is related to the residual gas volume and oil volume in the cylinder, so the pressure of early combustion in the cylinder cannot be accurately controlled, and there is even a possibility that the ignition cannot be successful, so the early combustion method cannot accurately control the piston stop position every time.

[0036] To solve at least part of the above problems, the vehicle control method, system, device, computer device, storage medium, computer program product and vehicle provided by the embodiments of the present application. The vehicle control device can be integrated in a computer device, which can be a server such as a vehicle control system, or a terminal device controlled by a vehicle control system.

[0037] The server can be a stand-alone physical server, a server cluster composed of multiple physical servers, or a distributed system, and can also be a cloud server providing cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery network (CDN), and basic cloud computing services such as big data and artificial intelligence platforms.

[0038] The terminal can be a smart phone, a tablet computer, a notebook computer, a desktop computer, a smart speaker, a smart watch, and the like, but is not limited thereto. The terminal and the server can be directly or indirectly connected through wired or wireless communication, which is not limited in the present application.

[0039] Please refer to Figure 1 For example, the vehicle control device is integrated in a computer device, Figure 1 The vehicle control method provided in the embodiments of the present application is described in the following embodiments. It should be noted that the order of the following embodiments is not limited as the preferred order of the embodiments.

[0040] It should be noted that Figure 1 The implementation environment scene diagram of the vehicle control method shown is only an example. The implementation environment scene of the vehicle control method described in the embodiments of the present application is used to more clearly illustrate the technical solutions of the embodiments of the present application, and does not constitute a limitation on the technical solutions provided by the embodiments of the present application. It is known to those skilled in the art that, with the evolution of data processing and the emergence of new business scenarios, the technical solutions provided by the present application are also applicable to similar technical problems.

[0041] The scheme provided in the embodiments of the present application is described in the following embodiments. It should be noted that the order of the following embodiments is not limited as the preferred order of the embodiments.

[0042] The present embodiment will be described from the perspective of a vehicle control device, which can be integrated in a computer device. The computer device can be a terminal and / or a server, which is not limited in the present application.

[0043] It is found through research that, as the compression ratio of the engine of the hybrid vehicle is higher and higher, the peak of the engine start-up shake of the hybrid vehicle appears in the stage of the "integrated start-up and generator" (i.e. the generator of the hybrid vehicle) dragging the remaining residual exhaust gas of the compression cylinder of the engine, instead of the engine ignition stage. Therefore, the piston stop position before the engine start-up directly determines the magnitude of the engine start-up shake. Specifically, as shown in Figure 2 , when the piston is far away from the compression top dead center before the engine start-up, the magnitude of the start-up shake is large; when the piston is close to the compression top dead center before the engine start-up, the magnitude of the start-up shake is small.

[0044] Therefore, if the piston position at each engine stop is close to the top dead center, the magnitude of the engine start-up shake can be greatly improved.

[0045] To this end, the present application provides a vehicle control method, please refer to Figure 3 , Figure 3 is a flowchart of the vehicle control method provided by an embodiment of the present application. The vehicle control method can include the following step S10:

[0046] S10, after the engine of the vehicle is stopped, the engine is controlled to be dragged by the generator of the vehicle to change the piston stop position of the piston corresponding to the compression stroke of the engine.

[0047] Wherein, the vehicle refers to a vehicle that has a shake problem when the engine is involved. The type of the vehicle can be adjusted according to the actual situation, which is not limited by the embodiments of the present application.

[0048] For example, the above-mentioned vehicle is a hybrid vehicle. Wherein, the hybrid vehicle refers to a vehicle that has two or more power sources. The power source includes but is not limited to engine, generator.

[0049] Wherein, the engine refers to a power source component that provides mechanical energy for the vehicle. The generator refers to a power source component that can generate electricity and drive the vehicle.

[0050] Wherein, the drag control refers to using the generator as a "motor" to reversely drag the engine, so that the engine starts smoothly from the static state or exits from the idle state, avoiding abnormal working conditions such as engine reverse rotation or runaway.

[0051] Wherein, the engine includes multiple strokes, which is specific to the type of the engine and is not limited here. For example, when the engine is a four-stroke engine, the working cycle process of the engine includes intake stroke, compression stroke, work stroke and exhaust stroke. For example, when the engine is a six-stroke engine, the working cycle process of the engine includes intake stroke, compression stroke, work stroke, exhaust stroke, water injection expansion stroke and steam exhaust stroke.

[0052] But need to explain, the engine stroke includes the compression stroke. Wherein, the piston stop position refers to a position of the piston on the compression stroke after the engine stops.

[0053] Need to explain, the engine and the generator have a connection relationship, and the specific structure can be adjusted according to the actual situation, which is not limited here.

[0054] In order to better understand the engine and the generator, and the compression stroke of the engine, please refer to Figure 4 , Figure 4 is a connection relationship diagram of a multi-cylinder engine (such as a 4-cylinder engine) and a generator provided by the embodiment of the application. Specifically, the end of the crankshaft of a 4-cylinder engine is connected to the generator through a torsional damper, a flywheel, and a pair of gears. During engine intervention, the generator first drives the crankshaft of the engine to rotate, and when the engine is dragged to a certain speed, the generator unloads the torque load, and the engine is ignited and runs thereafter. The generator provides the corresponding load torque. Figure 4 is a schematic diagram of the piston stop positions of each cylinder of a 4-cylinder engine after a certain stop. The piston stop positions of cylinders 1 to 4 are all different: the piston of cylinder 1 is on the compression stroke and is close to the top dead center; the piston of cylinder 2 is on the power stroke and is far from the top dead center; the piston of cylinder 3 is on the intake stroke and is far from the top dead center; and the piston of cylinder 4 is on the exhaust stroke and is close to the top dead center. In the example of Figure 4 , the piston stop position mentioned in the application refers to the piston stop position corresponding to the piston on the compression stroke, i.e., the piston stop position corresponding to cylinder 1.

[0055] Therefore, the vehicle control method provided by the embodiment of the application changes the piston stop position of the piston corresponding to the compression stroke of the engine after the engine of the vehicle stops by controlling the engine of the vehicle to be driven in reverse by the generator of the vehicle, so as to reduce the compression pressure of the gas in the cylinder during the next start of the engine, thereby reducing the shaking level of the vehicle during the next engine intervention process and improving the user experience.

[0056] Need to explain, after the engine stops, it is not necessary to control the engine to be driven in reverse by the generator of the vehicle.

[0057] Specifically, after the engine stops, and the piston stop position of the piston corresponding to the compression stroke of the engine does not satisfy the position condition, the engine is controlled to be driven in reverse by the generator of the vehicle to change the piston stop position of the piston corresponding to the compression stroke of the engine.

[0058] If the piston stop position of the compression stroke corresponding piston of the engine satisfies the position condition after the engine is stopped, the step of controlling the engine by the vehicle generator based on the motoring control is not needed to be performed to change the piston stop position of the compression stroke corresponding piston of the engine.

[0059] The position condition indicates a condition whether the motoring control is needed or not. The position condition can be adjusted according to actual conditions, which is not limited in the embodiments of the present application.

[0060] In some embodiments, the position condition comprises that the piston stop position reaches a target position. The target position indicates the compression top dead center corresponding to the compression stroke of the engine.

[0061] In some embodiments, the position condition comprises that the piston stop position is within a target piston position range.

[0062] The target piston position range is used to indicate a range in which the distance between the compression top dead center corresponding to the compression stroke of the engine is not greater than a preset distance.

[0063] The preset distance can be adjusted according to actual conditions, such as the control precision of the dithering, the type of the vehicle, and the individualization of the driver, which is not limited in the embodiments of the present application. For example, when the type of the vehicle is a small displacement passenger car, the preset distance can be set to 10 mm (i.e., 10 millimeters), that is, the target piston position range is a range in which the distance between the compression top dead center corresponding to the compression stroke of the engine is not greater than 10 mm. For another example, when the type of the vehicle is a high-performance vehicle, the preset distance can be set to 3 mm, that is, the target piston position range is a range in which the distance between the compression top dead center corresponding to the compression stroke of the engine is not greater than 3 mm.

[0064] In this way, the piston stop position control strategy is used to control the piston stop position of the compression stroke corresponding piston to be close to the compression top dead center after the engine is stopped each time, so as to reduce the problem of the dithering level of the hybrid vehicle caused by the intervention of the engine.

[0065] In some embodiments, the step of determining the piston stop position of the compression stroke corresponding piston of the engine can comprise: determining the piston stop position of the compression stroke corresponding piston of the engine according to crankshaft information and camshaft information of the engine.

[0066] The crankshaft information comprises information related to the crankshaft of the engine. The crankshaft is a key component that converts the reciprocating motion of the piston into rotary motion in the engine, responsible for outputting power and driving other auxiliary equipment. The crankshaft information comprises a plurality of crankshaft pulse signals, and the contents that can be determined based on the crankshaft pulse signals include but are not limited to the crankshaft speed and the crankshaft position.

[0067] The camshaft information includes information related to a camshaft of the engine. The camshaft refers to a key component in the engine for controlling the opening and closing of the valve, which directly affects the intake and exhaust efficiency of the engine. The camshaft information includes a plurality of camshaft pulse signals, and the content that can be determined based on the camshaft pulse signals includes, but is not limited to, the camshaft position.

[0068] Specifically, the process of determining the piston stop position of the piston corresponding to the compression stroke of the engine according to the crankshaft information and the camshaft information of the engine includes: determining, as a reference crankshaft pulse signal, a crankshaft pulse signal corresponding to a falling edge of a target camshaft pulse signal in the camshaft information according to a first correspondence relationship between the target camshaft pulse signal and a preset crankshaft pulse signal; determining a target crankshaft angle according to a crankshaft pulse signal quantity difference between a crankshaft pulse signal corresponding to a stop time of the engine in the crankshaft information and the reference crankshaft pulse signal, and a crankshaft angle difference between adjacent crankshaft pulse signals; and determining the piston stop position of the piston corresponding to the compression stroke of the engine according to the target crankshaft angle.

[0069] The first correspondence relationship refers to a correspondence relationship between a crankshaft pulse signal of the crankshaft in a cycle and a camshaft pulse signal of the camshaft in the cycle.

[0070] The target camshaft pulse signal refers to a camshaft pulse signal that can be used to determine the reference crankshaft pulse signal. The target camshaft pulse signal can be adjusted according to actual conditions, which is not limited in the embodiments of the present application.

[0071] The reference crankshaft pulse signal refers to a crankshaft pulse signal that can be used to determine the piston stop position.

[0072] The crankshaft pulse signal corresponding to the stop time of the engine refers to a crankshaft pulse signal output by the crankshaft after the engine stops.

[0073] The target crankshaft angle refers to a crankshaft angle determined based on the crankshaft pulse signal quantity difference and the crankshaft angle difference between adjacent crankshaft pulse signals.

[0074] The crankshaft pulse signal quantity difference refers to the distance between the crankshaft pulse signal corresponding to the stop time of the engine in the crankshaft information and the reference crankshaft pulse signal. For example, the crankshaft pulse signal corresponding to the stop time of the engine in the crankshaft information is the 10th signal, and the reference crankshaft pulse signal is the 15th signal, so the crankshaft pulse signal quantity difference is 5.

[0075] The crankshaft angle difference between adjacent crankshaft pulse signals can be determined according to actual conditions. For example, the crankshaft angle difference between adjacent crankshaft pulse signals is 6°. For another example, the crankshaft angle difference between adjacent crankshaft pulse signals is 10°.

[0076] In some embodiments, the camshaft pulse signal in the camshaft information comprises sequentially generated first long side signal, second long side signal, first short side signal and second short side signal, and the target camshaft pulse signal is the second short side signal.

[0077] Wherein, the piston stop position mentioned in the present application refers to the piston stop position corresponding to the compression cylinder in the engine.

[0078] In some embodiments, the vehicle control method further comprises: determining a target cylinder identifier based on the target crank angle and a second correspondence between the cylinder identifier and the crank angle, wherein the target cylinder identifier is used to indicate the compression cylinder in the engine.

[0079] The following is explained and described with a specific example. Please refer to Figure 5 , Figure 5 is a schematic diagram of the pulse signals corresponding to the crankshaft and the camshaft respectively provided by the embodiments of the present application. Take this as an example to explain how to obtain the specific stop position of the piston in the compression stroke through the crankshaft information and the camshaft information. Figure 5 As can be seen, the crankshaft has 58 pulse signals per revolution (360°), 2 missing teeth, and each pulse signal is 6° apart; the camshaft has 4 pulse signals per two revolutions (720°), which are first long side signal, second long side signal, first short side signal and second short side signal. Define the falling edge of the second short side in the camshaft information as 1 cylinder (i.e. compression cylinder) compression top dead center. Based on this, assuming that the difference between the crankshaft pulse signal corresponding to the engine stop time and the 1 cylinder compression top dead center crankshaft pulse signal is X, then the target crank angle θ (i.e. the piston stop position) corresponding to the engine stop time can be calculated according to the following formula (1).

[0080]

[0081] Further, after obtaining the target crank angle θ, the cylinder number N of the cylinder in the compression stroke can be determined according to the following formula (2):

[0082]

[0083] Based on this, by defining the position of the 20th tooth crankshaft pulse signal after the missing tooth in the crankshaft information as the compression top dead center of 1 cylinder, and based on the difference between the current crankshaft pulse signal and the crankshaft pulse signal corresponding to the compression top dead center of 1 cylinder, as well as the crankshaft angle difference between adjacent crankshaft pulse signals, the cylinder number of the cylinder currently in the compression stroke and the piston stop position of the compression cylinder in the compression stroke can be calculated.

[0084] In some embodiments, the process of controlling the engine to change the piston stop position of the piston corresponding to the compression stroke of the engine by the vehicle-based generator can include: determining a driving torque of the generator; and driving the generator to control the engine to change the piston stop position of the piston corresponding to the compression stroke of the engine according to the driving torque.

[0085] The driving torque refers to the torque of the generator driving the engine to control the engine.

[0086] It should be noted that the driving torque includes an initial driving torque and a new driving torque determined during the control process.

[0087] The initial driving torque can be adjusted according to actual conditions, and embodiments of the present application do not make settings. For example, the initial driving torque is a driving torque set according to experimental values, or manually, or experience values. For another example, the initial driving torque is a random torque in the driving torque selection range.

[0088] Based on this, the specific process of driving the generator to control the engine according to the driving torque can include: driving the generator to control the engine with an initial driving torque; determining a new driving torque of the generator based on the current crankshaft speed of the engine and the current piston stop position; and driving the generator to control the engine with the new driving torque, and continuing to perform the step of determining the new driving torque of the generator based on the current crankshaft speed of the engine and the current piston stop position.

[0089] It should be noted that when the generator drives the engine to control the engine, the engine will generate a crankshaft speed to change the piston stop position of the piston corresponding to the compression stroke of the engine.

[0090] The process of determining the new driving torque of the generator based on the current crankshaft speed of the engine and the current piston stop position can include: determining the cylinder resistance torque of the compression cylinder and the system inertia torque of the vehicle based on the current crankshaft speed of the engine and the current piston stop position; and determining the new driving torque of the generator according to the cylinder resistance torque and the system inertia torque.

[0091] The step of determining the cylinder resistance torque of the compression cylinder includes: determining the cylinder resistance torque of the compression cylinder according to a third corresponding relationship, the current crankshaft speed of the engine, and the current piston stop position, wherein the third corresponding relationship is used to indicate the relationship between the crankshaft speed and the crankshaft angle, and the preset cylinder resistance torque of the compression cylinder.

[0092] Each of the cylinders comprises a corresponding third corresponding relationship, and the corresponding third corresponding relationship of each cylinder is used to indicate the relationship among the crankshaft rotating speed, the crankshaft rotating angle, and the preset cylinder resistance torque of the cylinder.

[0093] The determination process of the driving torque is described below.

[0094] A key technical problem of changing the piston stop position by dragging the crankshaft of the engine by the generator is how to determine the driving torque of the generator. According to the dynamic equation, the driving torque of the generator, the cylinder resistance torque, and the system inertia torque satisfy the following relationship:

[0095]

[0096] In the formula, T0 is the driving torque of the generator, M0 is the cylinder resistance torque, J is the system rotating inertia, θ is the crankshaft rotating angle (i.e., the piston stop position), and ω is the crankshaft rotating speed (which can also be replaced by the crankshaft angular speed).

[0097] When the generator drags the engine, if the low rotating speed and the quasi-steady process are maintained, then At this time, the driving torque of the generator is approximately equal to the cylinder resistance torque, i.e., T0(θ, ω) ≈ M0(θ, ω). Therefore, if the cylinder resistance torque is obtained, the driving torque of the generator can be determined.

[0098] The cylinder resistance torque is determined based on the third corresponding relationship.

[0099] It should be noted that the third corresponding relationship (which can also be referred to as a resistance torque MAP) can be understood as a quadratic function corresponding to the cylinder resistance torque of the engine, and the quadratic function is related to the crankshaft rotating angle and the crankshaft rotating speed (or the crankshaft angular speed).

[0100] Exemplarily, the engine shown in Figure 4 has the third corresponding relationship of the existing 1 cylinder (i.e., the compression cylinder in this work) as shown in Figure 6 has the third corresponding relationship of the existing 2 cylinder (i.e., the working cylinder in this work) as shown in Figure 7 has the third corresponding relationship of the existing 3 cylinder (i.e., the intake cylinder in this work) as shown in Figure 8 has the third corresponding relationship of the existing 4 cylinder (i.e., the exhaust cylinder in this work) as shown in Figure 9 The cylinder resistance torques of the cylinders in the compression stroke are different. As shown in Figure 6 1 cylinder is farthest from the generator, and its cylinder resistance torque is the largest; as shown in Figure 9As shown, the 4-cylinder engine has the smallest cylinder resistance torque. According to the powertrain bench test, the resistance torque MAP of each cylinder can be obtained. The resistance torque MAP of each cylinder changes with the crankshaft position and the crankshaft speed when each cylinder is in the compression stroke, and the resistance torque MAP of different cylinders in the compression stroke is different.

[0101] In some embodiments, the vehicle control method further includes: in the case that the piston stop position satisfies the position condition, performing zero processing on the driving torque.

[0102] Specifically, in the case that the piston stop position satisfies the position condition, the driving torque is zero processed to exit the engine reverse drag control of the generator.

[0103] In this way, it can be ensured that the piston stop position satisfies the position condition, so as to reduce the compression pressure of the gas in the cylinder when the engine starts next time, thereby reducing the vehicle shaking level during the next engine intervention process and improving the user experience.

[0104] In some embodiments, the vehicle control method further includes: in the process of changing the piston stop position, if the current crankshaft speed of the engine exceeds the preset speed limit range, determining a new driving torque that can reduce the crankshaft speed based on the preset speed limit range and the current piston stop position.

[0105] The preset speed limit range refers to a speed range that limits the crankshaft speed of the engine. The preset speed limit range can be understood as a speed safety range, which belongs to the speed range of the engine in low speed and quasi-steady state operation.

[0106] The process of determining a new driving torque that can reduce the crankshaft speed based on the preset speed limit range and the current piston stop position can be adjusted according to actual conditions, which is not limited in the embodiments of the application.

[0107] In some embodiments, a crankshaft speed is randomly selected from the preset speed limit range, and a new driving torque that can reduce the crankshaft speed is determined according to the selected crankshaft speed and the current piston stop position.

[0108] In some embodiments, the smallest crankshaft speed is selected from the preset speed limit range, and a new driving torque that can reduce the crankshaft speed is determined according to the smallest crankshaft speed and the current piston stop position.

[0109] To better implement the vehicle control method provided by the embodiments of the application, a specific embodiment is explained and described below. Specifically, please refer to Figure 10 The specific process of the vehicle control method of the application includes the following steps:

[0110] S101, receiving an engine stall signal, cutting off fuel and reducing engine speed;

[0111] S102, receiving a crankshaft speed signal, determining whether the crankshaft speed ω is reduced to 0; if the crankshaft speed is 0, executing the next step S103; otherwise, returning to S101;

[0112] S103, obtaining a crankshaft position signal, a camshaft position signal, and a piston stop position θ0;

[0113] S104, calculating the cylinder number N in the compression stroke and the crankshaft angle difference Δθ from the target position of the piston;

[0114] S105, determining whether the crankshaft angle difference Δθ from the target position of the piston is within the target deviation range (i.e., whether the piston stop position satisfies the position condition, and the target position is the compression top dead center of the compression stroke), i.e., 0≤Δθ≤Δθ max . If yes, the control flow ends; otherwise, the next step S106 is executed;

[0115] S106, obtaining the cylinder number N of the cylinder in the compression stroke, and the cylinder resistance torque MAP of the cylinder N, the lowest speed ω min and the highest speed ω max of the driving engine, wherein the lowest speed ω min and the highest speed ω max of the driving engine constitute a preset limited speed range;

[0116] S107, according to the cylinder resistance torque MAP of the cylinder N, searching the MAP to obtain the driving torque T, driving the generator based on the driving torque T to control the engine in reverse drag, so as to drag the piston position to the target position; ensuring that the entire dragging process is a quasi-steady process, i.e., the crankshaft speed needs to fall within the preset limited speed range;

[0117] S108, during the generator dragging the engine process, determining whether the crankshaft speed is within the preset limited speed range, i.e., determining whether ω min <ω0<ω max , the main purpose is to ensure that the entire dragging process is always in a quasi-steady process. If yes, step S110 is executed; otherwise, step S109 is executed;

[0118] S109, adjusting the driving torque to reduce the crankshaft speed, so as to control the crankshaft speed within the preset limited speed range; after execution, the next step S108 is executed;

[0119] S110, determining whether the crankshaft angle difference Δθ from the target position of the piston is within the target deviation range, i.e., 0≤Δθ≤Δθ maxIf yes, execute S112; otherwise, execute S111;

[0120] S111, adaptively adjust the piston position, that is, control the piston position to be close to the target position; after the execution is completed, the next step is to execute S108;

[0121] S112: When the crank angle difference Δθ between the piston and the target position is within the target deviation range, the target driving torque is set to 0, that is, Tm = 0. Finally, the entire process ends.

[0122] When the piston in the compression stroke before the engine starts is far from top dead center, the startup jitter is greater; when the piston in the compression stroke before the engine starts is close to top dead center, the startup jitter is less. When the piston is in the compression stroke, the entire cylinder is in a closed state, and the intake and exhaust valves are all closed. Therefore, compared with other strokes, the cylinder compression pressure is the highest during the compression stroke, which is the main cause of engine startup jitter. Therefore, the specific position of the piston in the compression stroke during each shutdown directly determines the level of vehicle jitter during the next start.

[0123] like Figure 11 As shown, Figure 11 The figure shows the effect of implementing piston stop position control of a multi-cylinder engine in a hybrid vehicle in an example.

[0124] Depend on Figure 11 It can be seen that through the above process, the stop position of the cylinder in the compression stroke after each engine shutdown can be close to the compression top dead center, thereby reducing the level of vehicle vibration caused by engine intervention in the hybrid vehicle.

[0125] To facilitate better implementation of the vehicle control method provided in the embodiments of the present application, the embodiments of the present application also provide a vehicle control system for implementing any of the aforementioned vehicle control methods. The meanings of the terms herein are the same as in the aforementioned vehicle control methods, and specific implementation details can be found in the descriptions of the method embodiments.

[0126] The vehicle control system includes a controller, a generator, and an engine connected to the generator;

[0127] The controller is used to perform reverse drag control on the engine based on the vehicle's generator after the vehicle's engine stops, so as to change the piston stop position of the piston corresponding to the compression stroke of the engine.

[0128] Therefore, the vehicle control system provided by the embodiment of the application can reduce the compression pressure of the cylinder gas when the engine is started next time, thereby reducing the shaking level of the vehicle during the next engine intervention process and improving user experience.

[0129] The controller includes a first controller corresponding to the vehicle, a second controller corresponding to the generator, and a third controller corresponding to the engine; and the first controller, the second controller, and the third controller interact with each other to perform the reverse drag control on the engine based on the generator after the engine of the vehicle is stopped, so as to change the piston stop position of the piston corresponding to the compression stroke of the engine.

[0130] The interaction process between the first controller, the second controller, and the third controller can be adjusted according to the vehicle control method, which will not be described here.

[0131] For example, the interaction process can include: determining that the engine of the vehicle is stopped through the interaction between the first controller and the third controller, and after the engine of the vehicle is stopped, the interaction between the first controller and the second controller is performed to enable the second controller to start the reverse drag control of the generator of the vehicle, and the interaction between the second controller and the third controller is performed to realize the reverse drag control of the generator on the engine.

[0132] For another example, the interaction process can include: after the engine is stopped, determining whether the piston stop position of the piston corresponding to the compression stroke of the engine meets a position condition through the interaction between the first controller and the third controller, and in the case that the piston stop position of the piston corresponding to the compression stroke of the engine meets the position condition, the interaction between the first controller and the second controller is performed to enable the second controller to start the reverse drag control of the generator of the vehicle, and the interaction between the second controller and the third controller is performed to realize the reverse drag control of the generator on the engine.

[0133] Specifically, the first controller can be a vehicle control unit (VCU), the second controller can be a generator microcontroller unit (GMCU), and the third controller can be an engine control module (ECM).

[0134] Based on the above content, the control logic of the vehicle control system is explained and described in detail, specifically, please refer to Figure 12The control logic consists of three modules: engine controller ECM, vehicle controller VCU, and generator controller GMCU. Among them, ECM is used to receive fuel cut-off instructions, control the engine fuel cut-off process, and send crankshaft position signals and camshaft position signals; VCU is used to judge and adjust the piston stop position, receive crankshaft signals and cam signals, and send target speed, steady speed and drive torque control commands to the generator; GMCU is used to receive control commands from VCU, execute speed control and piston stop position adaptive adjustment, and implement generator control through the generator.

[0135] The specific steps of this control logic are as follows: the VCU first sends a fuel cut-off command to the ECM, and the ECM implements fuel cut-off and deceleration control on the engine; when the engine speed drops to 0, the VCU obtains the shutdown crankshaft position and camshaft position signals from the ECM, begins to judge the piston shutdown position, and then enters the piston shutdown position adjustment module; the VCU sends the target speed signal and intelligent feedforward target drive torque information to the GMCU, and sends a stable speed control command to the GMCU; after receiving the above commands and signals, the GMCU reverses the generator to the engine and adjusts the piston position: first, the speed is dynamically preprocessed, and then the speed lead error is compensated according to the change in the speed difference, and at the same time, the piston position is adaptively adjusted through the drive torque.

[0136] To facilitate better implementation of the vehicle control method provided in the embodiments of the present application, the embodiments of the present application also provide a device based on the above vehicle control method. The meanings of the terms herein are the same as those in the above vehicle control method, and the specific implementation details can be referred to the description in the method embodiment.

[0137] For example, Figure 13 As shown, the vehicle control device may include a control module 201, specifically as follows:

[0138] The control module 201 is configured to perform reverse drag control on the engine based on the vehicle's generator after the vehicle's engine stops, so as to change a piston stop position corresponding to a compression stroke of the engine.

[0139] In some embodiments, the vehicle control device further includes:

[0140] After the engine stops and the piston stop position of the piston corresponding to the engine's compression stroke does not meet the position condition, the engine is reversely controlled based on the vehicle's generator to change the piston stop position of the piston corresponding to the engine's compression stroke.

[0141] In some embodiments, the position condition includes a piston parking position that is within a target piston position range.

[0142] In some embodiments, the target piston position range is used to indicate a range in which a distance between a compression top dead center corresponding to a compression stroke of the engine is not greater than a preset distance.

[0143] In some embodiments, the step of determining the piston stop position of the piston corresponding to the compression stroke of the engine comprises:

[0144] According to the crankshaft information and the camshaft information of the engine, the piston stop position of the piston corresponding to the compression stroke of the engine is determined.

[0145] In some embodiments, the crankshaft information comprises a plurality of crankshaft pulse signals, and the camshaft information comprises a plurality of camshaft pulse signals.

[0146] Based on this, the step of determining the piston stop position of the piston corresponding to the compression stroke of the engine according to the crankshaft information and the camshaft information of the engine comprises:

[0147] According to a first corresponding relationship between a preset camshaft pulse signal and a preset crankshaft pulse signal, a crankshaft pulse signal corresponding to a falling edge of a target camshaft pulse signal in the camshaft information is taken as a reference crankshaft pulse signal;

[0148] According to a crankshaft pulse signal quantity difference between the reference crankshaft pulse signal and a crankshaft pulse signal corresponding to a stop time of the engine in the crankshaft information, and a crankshaft angle difference between adjacent crankshaft pulse signals, a target crankshaft angle is determined.

[0149] According to the target crankshaft angle, the piston stop position of the piston corresponding to the compression stroke of the engine is determined.

[0150] In some embodiments, the camshaft pulse signal in the camshaft information comprises a first long side signal, a second long side signal, a first short side signal and a second short side signal generated in sequence, and the target camshaft pulse signal is the second short side signal.

[0151] In some embodiments, the piston stop position indicates a piston stop position of a piston corresponding to a compression cylinder in a plurality of cylinders configured in the engine.

[0152] In some embodiments, the vehicle control device further comprises:

[0153] Based on the target crankshaft angle and a second corresponding relationship between a cylinder identifier and a crankshaft angle, a target cylinder identifier is determined, wherein the target cylinder identifier is used to indicate a compression cylinder in the engine.

[0154] In some embodiments, the step of controlling the engine by the generator of the vehicle to change the piston stop position of the piston corresponding to the compression stroke of the engine comprises:

[0155] determining a driving torque of the generator;

[0156] controlling the engine in motoring mode by the driving generator according to the driving torque, to change the piston stop position of the compression cylinder corresponding to the piston.

[0157] In some embodiments, the vehicle control device further comprises:

[0158] zeroing the driving torque in the case that the piston stop position meets the position condition.

[0159] In some embodiments, the driving torque comprises an initial driving torque, and a new driving torque.

[0160] Accordingly, the controlling the engine in motoring mode by the driving generator according to the driving torque comprises:

[0161] controlling the engine in motoring mode by the driving generator with the initial driving torque;

[0162] determining the new driving torque of the generator based on the current crankshaft speed of the engine and the current piston stop position;

[0163] controlling the engine in motoring mode by the driving generator with the new driving torque, and continuing to determine the new driving torque of the generator based on the current crankshaft speed of the engine and the current piston stop position.

[0164] In some embodiments, the determining the new driving torque of the generator based on the current crankshaft speed of the engine and the current piston stop position comprises:

[0165] determining a cylinder resistance torque of the compression cylinder and a system inertia torque of the vehicle based on the current crankshaft speed of the engine and the current piston stop position, respectively;

[0166] determining the new driving torque of the generator according to the cylinder resistance torque and the system inertia torque.

[0167] In some embodiments, the determining the cylinder resistance torque of the compression cylinder comprises:

[0168] determining the cylinder resistance torque of the compression cylinder according to a third corresponding relationship corresponding to the compression cylinder, the current crankshaft speed of the engine and the current piston stop position, wherein the third corresponding relationship is used to indicate a relationship among the crankshaft speed, the crankshaft angle and a preset cylinder resistance torque of the compression cylinder.

[0169] In some embodiments, the vehicle control device further comprises:

[0170] In the process of changing the piston stop position, if the current rotation speed of the crankshaft exceeds the preset rotation speed limit range, a new driving torque that can reduce the rotation speed of the crankshaft is determined based on the preset rotation speed limit range and the current piston stop position.

[0171] In some embodiments, the vehicle is a hybrid vehicle.

[0172] Therefore, the vehicle control device provided by the embodiments of the present application can reduce the compression pressure of the cylinder gas when the engine is started next time by changing the piston stop position of the piston corresponding to the compression stroke in the engine after the engine of the vehicle is stopped through the motoring control of the engine of the vehicle by the generator of the vehicle, thereby reducing the whole vehicle shaking level in the next engine intervention process and improving the user experience.

[0173] In specific implementation, each of the above modules can be implemented as an independent entity, or can be combined as the same or several entities, and the specific implementation and corresponding advantages of each of the above modules can be referred to the method embodiments above, which will not be described herein.

[0174] The embodiments of the present application also provide a computer device, as shown in Figure 14 The computer device structure involved in the embodiments of the present application is shown, and specifically:

[0175] The computer device can include a processor 301 with one or more processing cores, a memory 302 with one or more storage media, a power supply 303, an input unit 304, and the like. Those skilled in the art can understand that the computer device structure shown in Figure 14 does not constitute a limitation on the computer device, and can include more or fewer components than shown, or combine certain components, or different component arrangements. Among them:

[0176] The processor 301 is the control center of the computer device, and connects various parts of the computer device through various interfaces and lines. By running or executing computer programs and / or modules stored in the memory 302 and calling data stored in the memory 302, the processor 301 performs various functions and processes data of the computer device. Optionally, the processor 301 can include one or more processing cores; preferably, the processor 301 can integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor can also not be integrated into the processor 301.

[0177] The memory 302 can be used to store computer programs and modules, and the processor 301 executes various functions and vehicle control by running the computer programs and modules stored in the memory 302. The memory 302 can mainly include a program storage area and a data storage area, wherein the program storage area can store operating systems, computer programs required by at least one function (such as an audible and light prompt function, a vehicle control function, etc.), and the like; and the data storage area can store data created according to the use of the computer device, etc. In addition, the memory 302 can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other volatile solid-state memory device. Accordingly, the memory 302 can also include a memory computer device to provide access for the processor 301 to the memory 302.

[0178] The computer device further includes a power supply 303 for powering various components. Preferably, the power supply 303 can be logically connected to the processor 301 through a power management system, so that the power management system can realize functions such as management of charging, discharging, and power consumption management. The power supply 303 can also include one or more direct current or alternating current power supplies, a recharging system, a power failure detection circuit, a power converter or inverter, a power status indicator, and any other components.

[0179] The computer device can also include an input unit 304, which can be used to receive input digital or character information, and generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.

[0180] Although not shown, the computer device can also include a display unit, etc., which will not be described here. In particular, in the present embodiment, the processor 301 in the computer device loads one or more executable files corresponding to the processes of the computer programs into the memory 302 according to the following instructions, and the processor 301 runs the computer programs stored in the memory 302 to realize various functions, such as:

[0181] After the engine of the vehicle is stopped, the engine is controlled by the generator of the vehicle to change the piston stop position of the piston corresponding to the compression stroke of the engine.

[0182] Therefore, the computer device provided by the embodiments of the present application can control the engine of the vehicle by the generator of the vehicle after the engine of the vehicle is stopped, change the piston stop position of the piston corresponding to the compression stroke of the engine, reduce the compression pressure of the cylinder gas when the engine is started next time, thereby reducing the whole vehicle shaking level during the next engine intervention process, and improving user experience.

[0183] The specific implementation methods and corresponding beneficial effects of the above operations can be found in the detailed description of the vehicle control method above, which will not be repeated here.

[0184] Those skilled in the art will appreciate that all or part of the steps in the various methods of the above embodiments may be accomplished by a computer program, or by controlling related hardware through a computer program. The computer program may be stored in a storage medium and loaded and executed by a processor.

[0185] To this end, an embodiment of the present application provides a storage medium storing a computer program that can be loaded by a processor to execute the steps of any vehicle control method provided in the embodiments of the present application. For example, the computer program can execute the following steps:

[0186] After the engine of a vehicle is stopped, the engine is controlled to reverse based on the generator of the vehicle to change a piston stop position of a piston corresponding to a compression stroke of the engine.

[0187] It can be seen from this that the storage medium provided in the embodiment of the present application, after the vehicle's engine stops, controls the vehicle's engine to reverse through the vehicle's generator, changes the stop position of the piston corresponding to the compression stroke in the engine, so as to reduce the compression pressure of the gas in the cylinder when the engine is started next time, thereby reducing the vibration level of the entire vehicle during the next engine intervention process and improving the user experience.

[0188] The specific implementation methods and corresponding beneficial effects of the above operations can be found in the previous embodiments and will not be described in detail here.

[0189] The storage medium may include: a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0190] Since the computer program stored in the storage medium can execute the steps in any vehicle control method provided in the embodiments of the present application, the beneficial effects that can be achieved by any vehicle control method provided in the embodiments of the present application can be achieved. Please refer to the previous embodiments for details and will not be repeated here.

[0191] According to one aspect of the present application, a computer program product or computer program is provided, the computer program product or computer program including computer instructions stored in a storage medium. A processor of a computer device reads the computer instructions from the storage medium and executes the computer instructions, causing the computer device to perform the above-mentioned vehicle control method.

[0192] The embodiment of the present application further provides a vehicle comprising the vehicle control system, or the vehicle control device, or the computer device, or the computer program product.

[0193] For example, the vehicle comprises the vehicle control system, through which, after the engine of the vehicle is stopped, the engine of the vehicle is controlled to be reversed by the generator of the vehicle, the piston stop position of the piston corresponding to the compression stroke in the engine is changed, the compression pressure of the gas in the cylinder at the next time of starting the engine is reduced, the whole vehicle shaking level during the next time of starting the engine is reduced, and the user experience is improved.

[0194] The specific structure of the vehicle is not limited in the present application. The specific implementation of the above operations of the control device and the corresponding advantages are also applicable to the vehicle, and specific reference can be made to the detailed description of the vehicle control method in the foregoing, and no further description is made herein.

[0195] The vehicle control method, system, device, computer device, storage medium, computer program product and vehicle provided by the embodiment of the present application are described in detail above, and the principle and implementation mode of the present application are described by applying specific examples in the present application. The above embodiment is only used to help understand the method and its core idea of the present application; meanwhile, for those skilled in the art, according to the idea of the present application, the specific implementation mode and application range will be changed, and the content of the specification should not be understood as the limitation of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: After the engine of a vehicle is stopped, the engine is controlled to reverse based on the generator of the vehicle to change a piston stop position of a piston corresponding to a compression stroke of the engine.

2. The vehicle control method according to claim 1, characterized in that: The method further comprises: After the engine is stopped and the piston stop position of the piston corresponding to the compression stroke of the engine does not meet the position condition, the engine is reversely controlled based on the generator of the vehicle to change the piston stop position of the piston corresponding to the compression stroke of the engine.

3. The vehicle control method according to claim 2, characterized in that: The position condition includes the piston parking position being within a target piston position range.

4. The vehicle control method according to claim 3, characterized in that: The target piston position range is used to indicate a range in which the distance between compression top dead centers corresponding to the compression stroke of the engine is not greater than a preset distance.

5. The vehicle control method according to claim 2, characterized in that: The step of determining a piston stop position corresponding to a compression stroke of the engine comprises: A piston stop position of a piston corresponding to a compression stroke of the engine is determined according to crankshaft information and camshaft information of the engine.

6. The vehicle control method according to claim 5, characterized in that: The crankshaft information includes a plurality of crankshaft pulse signals, and the camshaft information includes a plurality of camshaft pulse signals. Determining a piston stop position corresponding to a compression stroke of the engine according to the crankshaft information and the camshaft information of the engine includes: According to a first correspondence between a preset camshaft pulse signal and a preset crankshaft pulse signal, a crankshaft pulse signal corresponding to a falling edge of a target camshaft pulse signal in the camshaft information is used as a reference crankshaft pulse signal; determining a target crankshaft angle based on a crankshaft pulse signal quantity difference between a crankshaft pulse signal corresponding to the engine shutdown moment in the crankshaft information and the reference crankshaft pulse signal, and a crankshaft angle difference between adjacent crankshaft pulse signals; A piston stop position of a piston corresponding to a compression stroke of the engine is determined according to the target crankshaft angle.

7. The vehicle control method according to claim 6, characterized in that: The camshaft pulse signal in the camshaft information includes a first long side signal, a second long side signal, a first short side signal and a second short side signal generated sequentially, and the target camshaft pulse signal is the second short side signal.

8. The vehicle control method according to claim 6, characterized in that: The piston stop position indicates a piston stop position corresponding to a piston in a compression cylinder among a plurality of cylinders configured by the engine.

9. The vehicle control method according to claim 8, characterized in that: The method further comprises: Based on the target crankshaft angle and a second corresponding relationship between the cylinder identifier and the crankshaft angle, a target cylinder identifier is determined, wherein the target cylinder identifier is used to indicate a compression cylinder in the engine.

10. The vehicle control method according to claim 8, characterized in that: The reverse drag control of the engine based on the generator of the vehicle to change the piston stop position of the piston corresponding to the compression stroke of the engine includes: determining a drive torque of the generator; According to the driving torque, the generator is driven to perform reverse drag control on the engine, so as to change the piston stop position of the piston corresponding to the compression cylinder of the engine.

11. The vehicle control method according to claim 10, characterized in that: The method further comprises: When the piston parking position satisfies the position condition, the driving torque is reset to zero.

12. The vehicle control method according to claim 10, characterized in that: The driving torque includes an initial driving torque and a new driving torque. Driving the generator to perform reverse drag control on the engine according to the driving torque includes: driving the generator to perform reverse drag control on the engine with the initial driving torque; determining the new driving torque of the generator based on the current crankshaft speed of the engine and the current parking position of the piston; The generator is driven to perform reverse drag control on the engine with the new driving torque, and the step of determining the new driving torque of the generator based on the current crankshaft speed of the engine and the current piston stop position is continued.

13. The vehicle control method according to claim 12, characterized in that: The determining of the new driving torque of the generator based on the current crankshaft speed of the engine and the current piston parking position includes: determining the cylinder resistance torque of the compression cylinder and the system inertia torque of the vehicle based on the current crankshaft speed of the engine and the current piston parking position; The new driving torque of the generator is determined according to the cylinder resistance torque and the system inertia torque.

14. The vehicle control method according to claim 13, characterized in that: The step of determining the cylinder resistance torque of the compression cylinder comprises: The cylinder resistance torque of the compression cylinder is determined based on a third corresponding relationship corresponding to the compression cylinder, the current crankshaft speed of the engine, and the current piston stop position, wherein the third corresponding relationship is used to indicate the relationship between the crankshaft speed and crankshaft angle, and the preset cylinder resistance torque of the compression cylinder.

15. The vehicle control method according to claim 12, characterized in that: The method further comprises: During the process of changing the piston stop position, if the current crankshaft speed of the engine exceeds a preset speed limit range, the new driving torque that can reduce the crankshaft speed is determined based on the preset speed limit range and the current piston stop position.

16. The vehicle control method according to any one of claims 1 to 15, characterized in that: The vehicle is a hybrid vehicle.

17. A vehicle control system, characterized in that: The system includes a controller, a generator, and an engine connected to the generator; The controller is used to perform reverse drag control on the engine based on the generator of the vehicle after the engine of the vehicle stops, so as to change the piston stop position of the piston corresponding to the compression stroke of the engine.

18. The vehicle control system according to claim 17, characterized in that: The controller includes a first controller corresponding to the vehicle, a second controller corresponding to the generator, and a third controller corresponding to the engine; Through the interaction among the first controller, the second controller and the third controller, after the engine of the vehicle stops, the engine is reversely controlled based on the generator of the vehicle to change the piston stop position of the piston corresponding to the compression stroke of the engine.

19. A computer device, characterized in that: The vehicle control method comprises one or more processors and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the processor executes the steps of the vehicle control method according to any one of claims 1 to 16.

20. A storage medium, characterized in that The invention comprises a computer program, which is used to cause a computer device to execute the steps of the vehicle control method according to any one of claims 1 to 16 when the computer program is run on the computer device.

21. A computer program product, characterized in that The method comprises a computer program or instructions, which implements the steps of the vehicle control method according to any one of claims 1 to 16 when the computer program or instructions are executed by a processor.

22. A vehicle, characterized in that: The vehicle includes the vehicle control system according to any one of claims 17 to 18.

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