Method, device and processor for adjusting the position of a crankshaft in an engine

Abstract

The application discloses a method, device and processor for adjusting the position of a crankshaft in an engine. The method comprises: determining the current position of the crankshaft in the engine; obtaining flag information corresponding to the current position, wherein the flag information is used to indicate whether the current position is allowed to be adjusted or is prohibited to be adjusted; in response to the flag information indicating that the current position is allowed to be adjusted, determining a target required torque corresponding to the crankshaft based on the current position and the temperature of the coolant of the engine; and adjusting the current position according to the target required torque. The application solves the technical problem of low adjustment efficiency of the position of the crankshaft in the engine.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a method, apparatus, and processor for adjusting the position of the crankshaft in an engine. Background Technology

[0002] In related technologies, the crankshaft position in an engine is typically adjusted based on the engine speed and the deviation between the current and target crankshaft positions obtained through calculation. However, due to the complexity of adjusting the crankshaft position, it is impossible to accurately adjust the engine's crankshaft position, making the adjustment difficult and ineffective. Therefore, the technical problem of low efficiency in adjusting the crankshaft position in an engine still exists.

[0003] There is currently no effective solution to the aforementioned technical problem of low efficiency in adjusting the crankshaft position of the engine. Summary of the Invention

[0004] This invention provides a method, apparatus, and processor for adjusting the crankshaft position in an engine, thereby at least solving the technical problem of low efficiency in adjusting the crankshaft position of an engine.

[0005] According to one aspect of the invention, a method for adjusting the position of a crankshaft in an engine is provided. The method may include: determining the current position of the crankshaft in the engine of a vehicle; acquiring flag information corresponding to the current position, wherein the flag information indicates whether adjustment of the current position is permitted or prohibited; in response to the flag information indicating that adjustment of the current position is permitted, determining a target required torque corresponding to the crankshaft based on the current position and the temperature of the engine coolant; and adjusting the current position according to the target required torque.

[0006] Optionally, in response to the flag information indicating that adjustment of the current position is permitted, a target torque demanded for the crankshaft is determined based on the current position and the temperature of the engine coolant, including: determining a first torque based on the temperature and the current position; determining a second torque based on the current position and a first position of the crankshaft, wherein the first position is greater than the current position; and determining the sum of the first torque and the second torque as the target torque demanded.

[0007] Optionally, determining the second torque based on the current position and the first position of the crankshaft includes: determining the deviation between the current position and the first position; and determining the second torque by multiplying the deviation value and the deviation coefficient.

[0008] Optionally, after adjusting the current position according to the target torque requirement, the process includes: determining the deviation between the adjusted current position and the target position, wherein the target position is the position to be achieved after adjusting the crankshaft; and determining that the adjustment of the current position is successful in response to the deviation value being less than the deviation threshold.

[0009] Optionally, the method further includes: updating the failure count in response to failure to adjust the current position within the target time period; and prohibiting adjustment of the current position in response to the failure count exceeding a threshold.

[0010] Optionally, the method further includes: in response to receiving an emergency start request, controlling the engine to start with a target torque, wherein the target torque is greater than a torque threshold.

[0011] According to one aspect of the present invention, an adjustment device for the crankshaft position in an engine is provided. The device may include: a first determining unit for determining the current position of the crankshaft in the engine of a vehicle; an acquiring unit for acquiring flag information corresponding to the current position, wherein the flag information is used to indicate whether adjustment of the current position is permitted or prohibited; a second determining unit for determining a target required torque corresponding to the crankshaft based on the current position and the temperature of the engine coolant, in response to the flag information indicating that adjustment of the current position is permitted; and an adjusting unit for adjusting the current position according to the target required torque.

[0012] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the crankshaft position adjustment method in the engine of the present invention.

[0013] According to another aspect of the present invention, a processor is also provided. The processor is configured to run a program, wherein the program, when running, executes the crankshaft position adjustment method in an engine according to the embodiments of the present invention.

[0014] According to another aspect of the present invention, an electronic device is also provided. The electronic device includes one or more processors and a memory, the memory storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors cause the one or more processors to implement the crankshaft position adjustment method in the engine according to the embodiments of the present invention.

[0015] In this embodiment of the invention, the current position of the crankshaft in the engine of a vehicle can be determined; flag information corresponding to the current position can be obtained, wherein the flag information is used to indicate whether adjustment of the current position is permitted or prohibited; in response to the flag information indicating that adjustment of the current position is permitted, a target torque requirement corresponding to the crankshaft is determined based on the current position and the temperature of the engine coolant; and the current position is adjusted according to the target torque requirement. In other words, this embodiment of the invention obtains flag information indicating whether the current position of the crankshaft should be adjusted based on the current position of the crankshaft in the engine of a vehicle. If the obtained flag information indicates that adjustment of the current position of the crankshaft is permitted, the target torque requirement corresponding to the crankshaft can be obtained based on the current position of the crankshaft and the temperature of the engine coolant. Based on the target torque requirement, the current position of the crankshaft can be accurately adjusted, thereby solving the technical problem of low adjustment efficiency of the engine crankshaft position and achieving the technical effect of improving the adjustment efficiency of the engine crankshaft position. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 This is a flowchart of a method for adjusting the crankshaft position in an engine according to an embodiment of the present invention;

[0018] Figure 2 This is a flowchart of a crankshaft adjustment method according to an embodiment of the present invention;

[0019] Figure 3 This is a schematic diagram of an interactive signal for crankshaft position adjustment according to an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of a crankshaft position adjustment device in an engine according to an embodiment of the present invention. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0022] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0023] Example 1

[0024] According to an embodiment of the present invention, a method for adjusting the crankshaft position in an engine is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0025] The method for adjusting the crankshaft position in the engine according to an embodiment of the present invention will be described below.

[0026] Figure 1 This is a flowchart of a method for adjusting the crankshaft position in an engine according to an embodiment of the present invention, as shown below. Figure 1 As shown, the method may include the following steps:

[0027] Step S101: Determine the current position of the crankshaft in the engine of the vehicle.

[0028] In the technical solution provided by step S101 of the present invention, the current position of the crankshaft in the engine can be determined during the engine shutdown process in the vehicle, or when the engine stops. The current position of the crankshaft can be its rotational position at the current moment, or its actual position, such as 80 degrees (°), 180 degrees, etc.

[0029] Optionally, when the vehicle is accelerating or decelerating, the Electronic Control Unit (ECU) can obtain the current position of the crankshaft in the engine through feedback signals from sensors.

[0030] It should be noted that this is only a preferred embodiment for determining the current position of the crankshaft in the engine of a vehicle. The process and method for determining the current position of the crankshaft in the engine of a vehicle are not limited. As long as the current position of the crankshaft in the engine of a vehicle is determined when the engine is stopped, it is within the protection scope of this invention. They will not be listed one by one here.

[0031] Step S102: Obtain the flag information corresponding to the current position, wherein the flag information is used to indicate whether the current position is allowed to be adjusted or not.

[0032] In the technical solution provided in step S102 of the present invention, based on the current position of the crankshaft in step S101, flag information corresponding to the current position can be obtained. Based on the flag information, it is determined whether adjustment of the current position of the crankshaft is permitted or prohibited at the current moment. The flag information can be either permission-permitted or prohibition-permitted, and can be used to indicate whether adjustment of the current position is permitted or prohibited. The flag information can be in the form of text, numbers, etc. For example, when the flag information is 0, it can indicate that adjustment of the current position is prohibited. When the flag information is 1, it can indicate that adjustment is permitted. It should be noted that this is only an example and does not impose specific limitations on the form of the flag information.

[0033] Optionally, the electronic control unit determines the current position of the crankshaft and checks whether the deviation between the current position and the position of minimum resistance is less than a deviation threshold. If the deviation is less than the deviation threshold, the flag corresponding to the current position of the crankshaft is set as a "do not adjust" flag, and the crankshaft position does not need to be adjusted. The position of minimum resistance can be a pre-set position based on actual conditions. The deviation threshold can be a pre-set threshold based on actual conditions, such as 6°. Alternatively, the deviation threshold can be a pre-set deviation range based on actual conditions, such as ±6°.

[0034] Optionally, if the deviation between the current position and the position of least resistance is less than the deviation threshold, then no adjustment of the crankshaft is required. When the ECU receives a warning message from the Vehicle Control Unit (VCU) prohibiting adjustment, it can directly determine that the current position of the crankshaft has been adjusted, or that no further adjustment of the crankshaft is needed at this moment.

[0035] Optionally, if the deviation between the current position and the position of minimum resistance is greater than the deviation threshold, it can be determined that the current position of the crankshaft needs to be adjusted, and a flag message indicating that adjustment is permitted can be sent to the ECU, thereby allowing the crankshaft to be adjusted.

[0036] Optionally, it can be determined whether the deviation between the current position and the position of minimum resistance is less than the deviation threshold, or whether the absolute value of the deviation between the current position and the position of minimum resistance is within the range of the deviation threshold. If yes, it means that the crankshaft position does not need to be adjusted; if no, it means that the crankshaft position needs to be adjusted.

[0037] In step S103, in response to the flag information indicating that adjustment of the current position is permitted, the target torque required for the crankshaft is determined based on the current position and the temperature of the engine coolant.

[0038] In the technical solution provided by step S103 of the present invention, based on the flag information corresponding to the current position of the crankshaft obtained in step S102, if the flag information is adjustable, the target torque required by the crankshaft can be determined based on the current engine coolant temperature and the current crankshaft position. The coolant temperature can be simply referred to as water temperature, for example, 5 degrees Celsius (°C), 10°C, etc., and can be used to determine the engine temperature.

[0039] Optionally, the flag information corresponding to the current position is obtained, and it is determined whether the flag information allows adjustment of the current position. If so, in response to the flag information indicating that adjustment of the current position is allowed, the coolant temperature is obtained. Based on the current position of the crankshaft and the engine coolant temperature, the target torque required for the crankshaft is calculated.

[0040] Optionally, the temperature of the coolant in the engine can be determined, and based on the coolant temperature, the engine temperature can be determined. The current position of the vehicle is obtained, and the corresponding marker information is determined. It is determined whether the marker information indicates that adjustment of the current position is permitted. In response to the marker information indicating that adjustment of the current position is permitted, the target torque required for crankshaft adjustment can be determined based on the current position and the coolant temperature.

[0041] Since many factors can affect the target torque required for crankshaft adjustment during the process of adjusting the engine crankshaft, in this embodiment, in order to improve the accuracy of the determined target torque, information such as the temperature of the coolant and the current position of the crankshaft is used to determine the target torque, thereby achieving the technical effect of improving the accuracy of determining the target torque.

[0042] Step S104: Adjust the current position according to the target torque requirement.

[0043] In the technical solution provided by step S104 of the present invention, the current position of the crankshaft can be adjusted according to the target required torque obtained in step S103, so that the crankshaft can be adjusted to a preset position.

[0044] Optionally, based on the current position of the crankshaft in the vehicle engine, corresponding marker information can be obtained. If this marker information indicates that adjustment is permitted, the target torque requirement can be determined based on the coolant temperature and the current position. Based on this target torque requirement, the current position of the crankshaft is adjusted to achieve accurate crankshaft position adjustment. In other words, this embodiment considers the complexity of engine crankshaft position adjustment. Based on information such as coolant temperature, different crankshaft positions, the optimal crankshaft position, and deviation coefficients, the target torque requirement is determined, and the crankshaft position is adjusted based on this target torque requirement to achieve the technical effect of accurately adjusting the crankshaft position.

[0045] In steps S101 to S104 of the present invention, the current position of the crankshaft in the engine of a vehicle is determined; flag information corresponding to the current position is obtained, wherein the flag information is used to indicate whether adjustment of the current position is permitted or prohibited; in response to the flag information indicating that adjustment of the current position is permitted, a target torque requirement corresponding to the crankshaft is determined based on the current position and the temperature of the engine coolant; and the current position is adjusted according to the target torque requirement. In other words, the embodiments of the present invention obtain flag information indicating whether the current position of the crankshaft should be adjusted based on the current position of the crankshaft in the engine of a vehicle. If the obtained flag information indicates that adjustment of the current position of the crankshaft is permitted, the target torque requirement corresponding to the crankshaft can be obtained based on the current position of the crankshaft and the temperature of the engine coolant. Based on the target torque requirement, the current position of the crankshaft can be accurately adjusted, thereby solving the technical problem of low adjustment efficiency of the crankshaft position and achieving the technical effect of improving the adjustment efficiency of the crankshaft position.

[0046] The method described in this embodiment will be further described below.

[0047] As an optional embodiment, step S103, in response to the flag information indicating that adjustment of the current position is permitted, determines the target required torque corresponding to the crankshaft based on the current position and the temperature of the engine coolant, including: determining a first torque based on the temperature and the current position; determining a second torque based on the current position and a first position of the crankshaft, wherein the first position is greater than the current position; and determining the sum of the first torque and the second torque as the target required torque.

[0048] In this embodiment, when determining the target torque requirement corresponding to the crankshaft, a first torque can be determined based on the coolant temperature and the current position of the crankshaft. A second torque can be determined based on the current position and the first position of the crankshaft. The obtained first torque and second torque are summed to determine the target torque requirement corresponding to the crankshaft. The first torque can be a feedforward torque. The second torque can be a proportional-integral (PI) torque. The first position can be the optimal crankshaft position, which is greater than the current position of the crankshaft. It can be a pre-set position, such as 25°, 35°, etc. This is only an example and no specific limitation is made on the size of the first position.

[0049] Optionally, the feedforward torque can be measured on an engine test bench according to different engine coolant temperatures (i.e., coolant temperatures) and crankshaft positions. For example, when the coolant temperature is -5°C, the crankshaft position can be 20°, and the engine throttle is fully open, the torque is slowly increased by a dynamometer from 5 Nm in increments of 2 Nm / s until the dynamometer speed is greater than 20 rpm. The dynamometer torque at this point is recorded. This dynamometer torque can be considered the engine resistance torque under these coolant temperatures and crankshaft positions, which is the first torque obtained. The dynamometer can be used to measure the torque on the crankshaft in the engine.

[0050] Optionally, the second torque can be determined based on the deviation between the current crankshaft position and the first position, as well as a parameter coefficient, where the parameter coefficient can be a PI coefficient, which can be a pre-set coefficient. The obtained first and second torques are added together, and the resulting torque is determined as the target torque. The starter motor can then rotate the crankshaft in the engine to the first position according to the target torque, achieving the technical effect of improving the efficiency of crankshaft position adjustment. The starter motor is used to start the engine and is one of the key components for engine starting.

[0051] For example, on an engine test bench, the feedforward torque can be obtained based on different coolant temperatures and the corresponding current crankshaft position. The PI torque is determined based on the deviation between the current crankshaft position and the optimal crankshaft position, as well as the PI coefficient. The feedforward torque and the PI torque are then summed, and the summed torque is determined as the target torque. This is merely an example and does not specify the exact method or process for obtaining the PI torque.

[0052] As an optional embodiment, determining the second torque based on the current position and the first position of the crankshaft includes: determining the deviation between the current position and the first position; and determining the second torque by multiplying the deviation value and the deviation coefficient.

[0053] In this embodiment, when determining the second torque, the deviation between the current position and the first position of the crankshaft can be determined first. Then, the product between the deviation value and the deviation coefficient is calculated, and the final value obtained after product calculation is determined as the second torque. The deviation coefficient can be a parameter coefficient or a PI coefficient, and can be a pre-set value. This is only an example and the method of determining the deviation coefficient is not specifically limited.

[0054] Alternatively, the deviation value can be obtained by subtracting the current position from the first position; that is, the deviation value can be obtained by subtracting the current crankshaft position from the optimal crankshaft position. The deviation value can be determined using the following formula:

[0055] OptimlCrkPsn-CurntCrkPsn

[0056] OptimlCrkPsn can be used to represent the optimal crankshaft position, and CurntCrkPsn can be used to represent the current position of the crankshaft.

[0057] It should be noted that this is only a preferred embodiment for determining the second torque, and the method and process for determining the second torque are not specifically limited, and will not be listed here.

[0058] Optionally, the optimal crankshaft position can be a pre-set crankshaft position when the current crankshaft position is within different ranges. For example, when `CurrentCrkPsn` ∈ (0°, 180°), `OptimumCrkPsn` is 180°; when `CurrentCrkPsn` ∈ (180°, 360°), `OptimumCrkPsn` is 360°; when `CurrentCrkPsn` ∈ (360°, 540°), `OptimumCrkPsn` is 540°; and when `CurrentCrkPsn` ∈ (540°, 720°), `OptimumCrkPsn` is 720°. Different first positions can be selected according to the current crankshaft position to accurately determine the second torque. It should be noted that this is only a preferred embodiment for determining the second torque, and the method and process for determining the second torque are not specifically limited.

[0059] For example, the deviation between the current crankshaft position and the optimal crankshaft position closest to the current crankshaft position is obtained. The deviation value is multiplied by the corresponding PI coefficient to obtain the PI torque. The PI torque and the feedforward torque are added to obtain the final target torque. The starter motor executes the target torque, thereby driving the crankshaft in the engine to rotate to the optimal crankshaft position, so as to achieve the purpose of adjusting the crankshaft.

[0060] As an optional embodiment, after adjusting the current position according to the target torque requirement, the process includes: determining the deviation between the adjusted current position and the target position, wherein the target position is the position to be achieved after adjusting the crankshaft; and determining that the adjustment of the current position is successful in response to the deviation value being less than a deviation threshold.

[0061] In this embodiment, after adjusting the current position of the crankshaft according to the target torque requirement, the deviation between the current position and the target position of the crankshaft can be determined. If the deviation is less than a deviation threshold, it indicates that the adjustment of the current position of the crankshaft is successful. The target position can be the final position that the crankshaft needs to reach after adjusting its current position. The adjustment completion flag indicates successful adjustment of the current position and can be represented by the number 1.

[0062] For example, if a deviation threshold of 6° is preset, after obtaining the target torque and adjusting the current position of the crankshaft, it is determined whether the adjusted crankshaft has been adjusted to the final required position. The current position of the crankshaft after adjustment can be obtained, and the deviation value between the current position and the target position can be calculated. When the deviation value is less than the deviation threshold of 6°, the crankshaft position adjustment is considered to be complete. If the crankshaft position adjustment is complete, the ECU sends a crankshaft position adjustment completion flag 1 to the VCU. At the same time, the ECU clears the crankshaft position adjustment completion flag and sends a crankshaft position adjustment request 0 to the VCU to re-execute the crankshaft adjustment task.

[0063] As an optional embodiment, the method further includes: updating the failure count in response to a failure to adjust the current position within a target time period; and prohibiting adjustment of the current position in response to a failure count exceeding a threshold.

[0064] In this embodiment, if adjusting the current position of the crankshaft fails within the target time period, an update operation needs to be performed on the failure count. If the failure count exceeds a threshold, adjusting the current position of the crankshaft needs to be prohibited. The target time period can be a pre-set time interval, such as 3 minutes or between 5 and 6 PM. The update operation can be incrementing the failure count by one. The specific method and process for updating the failure count are not limited here. The threshold can be a pre-set threshold, such as 6 times.

[0065] For example, the ECU has a maximum crankshaft position adjustment time set internally. If the ECU does not receive a crankshaft position adjustment completion flag within the preset time period, it indicates that the crankshaft adjustment has failed. The ECU then counts the number of failures and sends a crankshaft position adjustment failure message to the VCU, while setting the crankshaft position adjustment completion flag. Within a driving cycle, if the number of crankshaft position adjustment failures exceeds a threshold (e.g., 6 times), the ECU internally prohibits crankshaft position adjustment and sets a crankshaft position adjustment anomaly to the VCU. The VCU then sends a crankshaft position adjustment anomaly message to the In-Vehicle Infotainment (IVI) system, and the ECU will not send any more crankshaft position adjustment requests thereafter.

[0066] As an optional embodiment, the method further includes: in response to receiving an emergency start request, controlling the engine to start with a target torque, wherein the target torque is greater than a torque threshold.

[0067] In this embodiment, if an emergency start request is received, the starter motor needs to be controlled to drive the engine to start at a target torque. The target torque can be the maximum torque. Starting the engine can be achieved by controlling the starter motor to operate at maximum torque and dragging the engine to its maximum speed.

[0068] For example, during crankshaft position adjustment by the ECU, the VCU does not send a normal start request. If the VCU determines that an emergency start is needed, it sends an emergency start request to the ECU (i.e., start request 2). Upon receiving the emergency start request, the ECU exits the crankshaft position adjustment mode and initiates the starter motor start mode, controlling the starter motor to drag the engine to a certain speed with maximum torque to achieve the purpose of starting the engine. This "certain speed" can be the maximum speed.

[0069] In this embodiment, based on the current position of the crankshaft in the engine of the vehicle, flag information indicating whether the current position of the crankshaft should be adjusted is obtained. If the obtained flag information indicates that the current position of the crankshaft can be adjusted, the target torque required for the crankshaft can be obtained according to the current position of the crankshaft and the temperature of the engine coolant. Based on the target torque required, the current position of the crankshaft can be accurately adjusted, thereby solving the technical problem of low adjustment efficiency of the crankshaft position of the engine and achieving the technical effect of improving the adjustment efficiency of the crankshaft position of the engine.

[0070] Example 2

[0071] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0072] In related technologies, the engine's stopping torque is determined based on the engine speed and the calculated deviation between the current and target crankshaft positions to adjust the crankshaft position. When the engine is stationary, the resistance (including static friction and pumping resistance) varies depending on the crankshaft position. In some positions, the engine resistance is lower than in others, requiring less starting torque and resulting in better starting noise, vibration, and harshness (NVH) and smoothness. However, the complexity of adjusting the crankshaft position and the lack of consideration for obtaining accurate engine stopping torque make crankshaft position adjustment difficult and ineffective, leading to inaccurate crankshaft position adjustment. Therefore, the technical problem of low efficiency in crankshaft position adjustment remains.

[0073] One possible implementation proposes a method for controlling the engine stop position based on an Integrated Starter and Generator (ISG) system. This method primarily involves: first determining if the current engine speed is lower than the engine's minimum ignition speed; if so, controlling the engine stop position by controlling the torque command of the ISG system to stop the engine at a designated position. Because the ISG motor is coaxial with the engine and has high positional accuracy, it drives the engine to stop at the position of minimum resistance torque when the engine stops, ensuring a high success rate for starting the engine using the ISG system. However, this method still suffers from the technical problem of low efficiency in adjusting the engine's crankshaft position.

[0074] In another possible implementation, an engine start-stop control method and control device are proposed. The method includes receiving an engine stop command; reducing the engine crankshaft speed to a first speed threshold; controlling the starter motor through a speed control mode; acquiring crankshaft speed and crankshaft position; determining the drive duration to stop the crankshaft at top dead center based on the crankshaft speed and crankshaft position; and gradually reducing the crankshaft speed via the starter motor according to the drive duration until the crankshaft stops at top dead center. This device can stop the crankshaft at top dead center in the cylinder block when the engine stops, shortening the engine start-up time. However, the above method still suffers from the technical problem of low efficiency in adjusting the engine crankshaft position.

[0075] Therefore, in order to solve the above problems, the present invention provides a method for adjusting the crankshaft position in an engine. This method is based on the current position of the crankshaft in the engine of a vehicle, and obtains flag information indicating whether the current position of the crankshaft should be adjusted. If the obtained flag information indicates that the current position of the crankshaft can be adjusted, the target torque required for the crankshaft can be obtained according to the current position of the crankshaft and the temperature of the engine coolant, so as to achieve the purpose of adjusting the current position of the crankshaft. This solves the technical problem of low adjustment efficiency of the crankshaft position of the engine and achieves the technical effect of improving the adjustment efficiency of the crankshaft position of the engine.

[0076] Optionally, the starter motor adds a position adjustment function to the traditional starter motor's starting function. The starter motor needs to have a position sensor and perform torque control.

[0077] Optionally, the starter's position adjustment function refers to its ability to adjust the crankshaft position by adjusting the motor torque to rotate the engine based on the target crankshaft position and the actual crankshaft position sent by the engine (engine control unit). The above function can be controlled by the engine control unit or the starter controller.

[0078] Optionally, the starter motor is controlled by the torque command of the electronic control unit. The ECU calculates the torque required to adjust the crankshaft position based on the start / stop command of the vehicle controller, the intake manifold pressure, the crankshaft position, and the engine speed, and feeds back the crankshaft position adjustment status and the permitted start mode to the VCU. During the crankshaft position adjustment by the ECU, the VCU delays the sending of the start request, thereby ensuring that the ECU is not disturbed by external factors when adjusting the crankshaft position.

[0079] Figure 2 This is a flowchart of a crankshaft adjustment method according to an embodiment of the present invention, such as... Figure 2 As shown, the method may include the following steps:

[0080] Step S201: Obtain the flag information indicating that the current position of the crankshaft does not need to be adjusted.

[0081] In this embodiment, when the vehicle is powered on, the ECU receives a high-voltage power-on completion flag from the VCU. The ECU then determines the crankshaft position and whether the absolute value of the angular deviation between the current crankshaft position and the position of least resistance (e.g., 0 degrees (°), 180°, 360°, 540°, 720°) is within ±6°. If the deviation is within ±6°, the ECU directly reports to the VCU that the crankshaft position adjustment is complete. That is, the current crankshaft position does not need to be adjusted at this time, thus obtaining a flag indicating that the current crankshaft position does not need to be adjusted.

[0082] Step S202: Obtain the flag information for adjusting the current position of the crankshaft.

[0083] In this embodiment, when the absolute value of the deviation between the current position of the crankshaft in the engine and the ideal crankshaft position is greater than 6°, the ECU sends a crankshaft position adjustment request to the VCU. After receiving the crankshaft position adjustment request from the ECU, if the VCU does not have any related requests for diagnosing engine start or high-power start, it sends crankshaft position adjustment permission information to the ECU, that is, it obtains the permission information to adjust the current position of the crankshaft.

[0084] Step S203: Based on the obtained flag information for adjusting the current position of the crankshaft, calculate the target torque required to adjust the crankshaft.

[0085] In this embodiment, after the ECU receives the crankshaft position adjustment permission flag information from the VCU, and the engine has no start request (i.e., the start request is 0), the ECU performs crankshaft position adjustment based on the current crankshaft position and the target crankshaft position. The torque required for crankshaft position adjustment can be the target required torque.

[0086] Optionally, the controller mainly consists of a VCU and an ECU. The ECU is responsible for receiving start requests, engine speed and torque requests, and crankshaft position adjustment permission commands from the VCU, and reporting the engine speed and torque, as well as the crankshaft position adjustment completion signal, to the VCU. The start requests include: no start, normal start, and emergency start. No start can be represented by 0, normal start by 1, and emergency start by 2.

[0087] Optionally, the target torque requirement is obtained by summing the feedforward torque and the PI torque. The feedforward torque is mainly measured on an engine test bench according to different coolant temperatures and the corresponding crankshaft positions. For example, when the engine coolant temperature is -5°C, the crankshaft position is 20°, and the engine throttle is fully open, the torque is slowly increased from 5 Nm in increments of 2 Nm per second using a dynamometer until the dynamometer speed exceeds 20 rpm. The torque measured at this point can be considered the obtained feedforward torque, as shown in Table 1.

[0088] Optionally, the PI torque is calculated by multiplying the current crankshaft position by the deviation from the nearest optimal crankshaft position. This deviation is then multiplied by the current PI coefficient to obtain the PI torque. The PI torque is added to the feedforward torque to obtain the final required torque. The optimal crankshaft position can be represented by OptimlCrkPsn, and the current crankshaft position can be represented by CurntCrkPsn. For example, when CurntCrkPsn ∈ (0°, 180°), OptimlCrkPsn is 180°; when CurntCrkPsn ∈ (180°, 360°), OptimlCrkPsn is 360°; when CurntCrkPsn ∈ (360°, 540°), OptimlCrkPsn is 540°; and when CurntCrkPsn ∈ (540°, 720°), OptimlCrkPsn is 720°.

[0089] Optionally, the ECU can add the obtained feedforward torque and PI torque to obtain the target required torque, and then send a torque command to the starter motor. The starter motor executes the target required torque to drive the engine to the optimal position.

[0090] Table 1. Test data of feedforward torque during crankshaft position adjustment.

[0091] Water temperature ℃ / crankshaft position ° 0 20 40 60 80 100 … 720 -30 T01 T21 T41 T61 T81 T101 … T701 -25 T02 T22 T42 T62 T82 T102 … T702 -20 T03 T23 T43 T63 T83 T103 … T703 -15 T04 T24 T44 T64 T84 T104 … T704 0 T05 T25 T45 T65 T85 T105 … T705 -5 T06 T26 T46 T66 T86 T106 … T706 0 T07 T27 T47 T67 T87 T107 … T707 5 T08 T28 T48 T68 T88 T108 … T708 10 T09 T29 T49 T69 T89 T109 … T709 15 T10 T30 T50 T70 T90 T110 … T710 20 T11 T31 T51 T71 T91 T111 … T711 25 T12 T32 T52 T72 T92 T112 … T712 30 T13 T33 T53 T73 T93 T113 … T713 35 T14 T34 T54 T74 T94 T114 … T714 40 T15 T35 T55 T75 T95 T115 … T715 45 T16 T36 T56 T76 T96 T116 … T716

[0092] Step S204: After adjusting the crankshaft, determine whether the crankshaft position has been successfully adjusted.

[0093] In this embodiment, the ECU controls the starter motor to adjust the crankshaft position according to the target torque required for crankshaft position adjustment calculated in step S203. When the deviation value is less than the deviation threshold (e.g., OptimlCrkPsn-CurntCrkPsn<6°), the crankshaft position adjustment is considered complete. If the crankshaft position adjustment is complete, the ECU sends a crankshaft position adjustment completion flag 1 to the VCU. At the same time, the ECU clears the crankshaft position adjustment completion flag and sends a crankshaft position adjustment request 0 to the VCU in order to perform the next crankshaft position adjustment.

[0094] Optionally, during the crankshaft position adjustment process of the ECU, the VCU does not send a normal start request. If the VCU determines that an emergency start is needed, it sends an emergency start request to the ECU (i.e., sends start request 2). When the ECU receives the emergency start request, the ECU exits the crankshaft position adjustment mode and initiates the starter motor start mode, controlling the starter motor to drag the engine to the maximum speed with maximum torque, so as to drive the engine for propulsion.

[0095] Step S205: Crankshaft adjustment is prohibited.

[0096] In this embodiment, the ECU internally sets a maximum crankshaft position adjustment time. If no crankshaft position adjustment completion flag is received within a certain time, it indicates that the crankshaft adjustment has failed. The ECU then counts the number of failures, reports the crankshaft position adjustment failure to the VCU, and sets the crankshaft position adjustment completion flag. Within a driving cycle, if the number of crankshaft position adjustment failures exceeds a certain value (e.g., 6 times), the ECU internally prohibits crankshaft position adjustment, and the ECU sets a crankshaft position adjustment anomaly to the VCU. The VCU then sends a crankshaft position adjustment anomaly to the in-vehicle infotainment system, and the ECU will not send any more crankshaft position adjustment requests thereafter.

[0097] Optionally, Figure 3 This is a schematic diagram of an interactive signal for crankshaft position adjustment according to an embodiment of the present invention, such as... Figure 3 As shown in the diagram, the system may include: a vehicle controller 301, an electronic control unit 302, and an in-vehicle infotainment system 303.

[0098] The vehicle controller 301 receives information such as the actual torque and speed of the transmitter, the crankshaft position adjustment completion mark, the crankshaft position adjustment request, and crankshaft position adjustment abnormality.

[0099] The electronic control unit 302 receives information such as start-up request, crankshaft position adjustment permission information, and high-voltage power-on completion indicator.

[0100] The in-vehicle infotainment system 303 received information about an abnormal crankshaft position adjustment.

[0101] In this embodiment, the ECU can send the actual engine torque, engine speed, crankshaft position adjustment completion flag, crankshaft position adjustment request, and crankshaft position adjustment abnormality information to the VCU. The VCU can send a start request, crankshaft position adjustment permission information, and high-voltage power-on completion flag to the ECU. The VCU can also send crankshaft position adjustment abnormality information to the IVI, etc. It should be noted that this is only an example of the interaction information of the crankshaft position adjustment function in the hardware device, and does not specifically limit the method, process, or type of interaction information of the crankshaft position adjustment function in the hardware device.

[0102] In steps S201 to S205, the current position of the engine crankshaft in the vehicle is first determined, and the deviation between the current position and the ideal crankshaft position is calculated. If the absolute value of the deviation is within a certain deviation range, no adjustment of the crankshaft is required. If the absolute value of the deviation is not within a certain deviation range, an adjustment permission flag is sent to the ECU. After receiving the adjustment permission flag, the ECU calculates the target torque requirement, allowing the crankshaft position to be adjusted from the current position to the target position. This solves the technical problem of low adjustment efficiency of the engine crankshaft position and achieves the technical effect of improving the adjustment efficiency of the engine crankshaft position.

[0103] Example 3

[0104] According to an embodiment of the present invention, an adjustment device for the crankshaft position in an engine is provided. It should be noted that this adjustment device for the crankshaft position in an engine can be used to perform a crankshaft position adjustment method in Embodiment 1.

[0105] Figure 4 This is a schematic diagram of a crankshaft position adjustment device in an engine according to an embodiment of the present invention. Figure 4 As shown, an adjustment device 400 for adjusting the crankshaft position in an engine may include: a first determining unit 401, an acquiring unit 402, a second determining unit 403, and an adjusting unit 404.

[0106] The first determining unit 401 is used to determine the current position of the crankshaft in the engine of the vehicle.

[0107] The acquisition unit 402 is used to acquire the flag information corresponding to the current position, wherein the flag information is used to indicate whether the current position can be adjusted or not.

[0108] The second determining unit 403 is used to determine the target torque required for the crankshaft based on the current position and the temperature of the engine coolant, in response to the flag information indicating that adjustment of the current position is permitted.

[0109] Adjustment unit 404 is used to adjust the current position according to the target torque requirement.

[0110] Optionally, the second determining unit 403 may include: a first determining module for determining a first torque based on temperature and current position; a second determining module for determining a second torque based on current position and a first position of crankshaft, wherein the first position is greater than the current position; and a third determining module for determining the sum of the first torque and the second torque as the target required torque.

[0111] Optionally, the second determining module may include: a first determining submodule, used to determine the deviation value between the current position and the first position; and a second determining submodule, used to determine the product of the deviation value and the deviation coefficient as the second torque.

[0112] Optionally, the adjustment unit 404 may include: a fourth determining module, used to determine the deviation value between the adjusted current position and the target position, wherein the target position is the position to be achieved after adjusting the crankshaft; and a fifth determining module, used to determine that the adjustment of the current position is successful in response to the deviation value being less than the deviation threshold.

[0113] Optionally, the adjustment unit 404 may further include: an update module, used to update the number of failures in response to the failure to adjust the current position within the target time period; and a prohibition module, used to prohibit the adjustment of the current position in response to the number of failures exceeding a threshold.

[0114] Optionally, the device may further include: a control unit for controlling the engine to start at a target torque in response to receiving an emergency start request, wherein the target torque is greater than a torque threshold.

[0115] In this embodiment, a first determining unit determines the current position of the crankshaft in the engine of the vehicle; an acquiring unit is used to acquire the flag information corresponding to the current position, wherein the flag information is used to indicate whether the current position can be adjusted or not; a second determining unit is used to determine the target torque required for the crankshaft based on the current position and the temperature of the engine coolant, in response to the flag information indicating that the current position can be adjusted; and an adjusting unit is used to adjust the current position according to the target torque required, thereby solving the technical problem of low adjustment efficiency of the crankshaft position of the engine and achieving the technical effect of improving the adjustment efficiency of the crankshaft position of the engine.

[0116] Example 4

[0117] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program. When the program is executed, it controls the device where the computer-readable storage medium is located to perform the crankshaft position adjustment method in the engine described in Embodiment 1.

[0118] Example 5

[0119] According to an embodiment of the present invention, a processor is also provided for running a program, wherein the program executes the crankshaft position adjustment method in the engine of embodiment 1.

[0120] Example 6

[0121] According to an embodiment of the present invention, an electronic device is also provided, which includes one or more processors and a memory for storing one or more programs, wherein when the one or more programs are executed by one or more processors, the crankshaft position adjustment method in the engine of embodiment 1 is executed.

[0122] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0123] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0124] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0125] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0126] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0127] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0128] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method of adjusting the position of a crankshaft in an engine, characterized by, The method comprises: determining a current position of a crankshaft in an engine in a vehicle; obtaining flag information corresponding to the current position, wherein the flag information is used to indicate whether adjustment of the current position is allowed or prohibited; in response to the flag information indicating that adjustment of the current position is allowed, determining a target required torque of the crankshaft based on the current position and a temperature of coolant of the engine; adjusting the current position according to the target required torque; The method further comprises: determining a deviation value between the current position and a position of minimum resistance; in response to the deviation value being less than a deviation threshold, determining that the flag information indicates that adjustment of the current position is prohibited; in response to the deviation value being greater than the deviation threshold, determining that the flag information indicates that adjustment of the current position is allowed; wherein, in response to the flag information indicating that adjustment of the current position is allowed, determining a target required torque of the crankshaft based on the current position and a temperature of coolant of the engine comprises: determining a first torque according to the temperature and the current position, wherein the first torque is used to represent a feedforward torque; determining a second torque based on the current position and a first position of the crankshaft, wherein the first position is greater than the current position, the first position is used to represent an optimal crankshaft position, and the second torque is used to represent a proportional-integral torque; determining a sum of the first torque and the second torque as the target required torque.

2. The method of claim 1, wherein, Determining a second torque based on the current position and a first position of the crankshaft comprises: determining a deviation value between the current position and the first position; determining a product of the deviation value and a deviation coefficient as the second torque.

3. The method of claim 1, wherein, After adjusting the current position according to the target required torque, the method comprises: determining a deviation value between the adjusted current position and a target position, wherein the target position is a position to be reached after adjustment of the crankshaft; in response to the deviation value being less than a deviation threshold, determining that the adjustment of the current position is successful.

4. The method of claim 3, wherein, The method further comprises: in response to failure of the adjustment of the current position within a target time period, updating a failure count; in response to the failure count being greater than a count threshold, prohibiting adjustment of the current position.

5. The method of claim 1, wherein, The method further comprises: in response to receiving an emergency start request, controlling the engine to drive the engine to start at a target torque, wherein the target torque is greater than a torque threshold.

6. An adjusting device for the position of a crankshaft in an engine, characterized in that The method comprises: a first determination unit configured to determine a current position of a crankshaft in an engine in a vehicle; an obtaining unit configured to obtain flag information corresponding to the current position, wherein the flag information is used to indicate whether adjustment of the current position is allowed or prohibited; a second determination unit configured to, in response to the flag information indicating that adjustment of the current position is allowed, determine a target required torque of the crankshaft based on the current position and a temperature of coolant of the engine; an adjustment unit configured to adjust the current position according to the target required torque; The device is further configured to determine a deviation value between the current position and a position of minimum resistance; determine, in response to the deviation value being less than a deviation threshold, that the sign information indicates that adjustment of the current position is prohibited; and determine, in response to the deviation value being greater than the deviation threshold, that the sign information indicates that adjustment of the current position is permitted. The second determining unit is further configured to determine a first torque according to the temperature and the current position, wherein the first torque is used to represent a feedforward torque; determine a second torque based on the current position and a first position of the crankshaft, wherein the first position is greater than the current position, the first position is used to represent an optimal crankshaft position, and the second torque is used to represent a proportional-integral torque; and determine a sum between the first torque and the second torque as the target demand torque.

7. A computer-readable storage medium, characterized in that, The computer readable storage medium includes a stored program, wherein the program, when executed by a processor, controls a device in which the storage medium is located to perform the method of any one of claims 1 to 5.

8. A processor, comprising: The processor is configured to execute a program, wherein the program, when executed by the processor, performs the method of any one of claims 1 to 5.

9. An electronic device, comprising: The device includes one or more processors and a memory, and the memory is configured to store one or more programs, wherein the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the method of any one of claims 1 to 5.

Images