Engine control method, device, vehicle and storage medium

Abstract

The application is suitable for the technical field of vehicles, and provides an engine control method and device, a vehicle and a storage medium. The engine control method comprises the following steps: when an engine stop instruction is received, the real-time angle of the crankshaft corresponding to the target cylinder is obtained; based on the real-time angle, the crankshaft corresponding to the target cylinder is controlled to stop at a preset position; the preset position is a position at which the crankshaft corresponding to the target cylinder rotates a preset angle after passing through a compression top dead center; when an engine start instruction is received, the target cylinder is controlled to spray oil and ignite, and then all the cylinders are controlled to spray oil and ignite in turn according to the ignition sequence of the cylinders, so that the engine rotates; after the engine rotates, the engine is connected with a driving motor, so that the driving motor drives the engine to start. The engine control method provided in the application can solve the problem that a large torque needs to be reserved for starting the engine when the driving motor drives the vehicle, which leads to low utilization rate of the output torque of the driving motor.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to an engine control method, device, vehicle and storage medium. Background Technology

[0002] With increasing attention being paid to environmental protection and the energy crisis, hybrid vehicles offer significant advantages in energy conservation and environmental protection, and have become an important direction for the automotive industry. With the rapid development of hybrid vehicles, the P2 architecture has emerged as a relatively new powertrain configuration.

[0003] In P2 architecture hybrid vehicles, the drive motor is located between the engine and the transmission, and the drive motor and engine are connected via a clutch. During vehicle operation, when the clutch between the drive motor and engine is disengaged, the drive motor and engine are disconnected, and the drive motor can drive the vehicle independently; this is pure electric drive mode. When stronger power is needed or the battery is depleted, the clutch between the drive motor and engine engages, connecting the drive motor and engine. The drive motor and generator simultaneously drive the vehicle; this is hybrid drive mode. Because traditional engines have relatively high starting torque, when the drive motor drives the vehicle independently, it needs to reserve a large amount of torque for starting the engine, resulting in low utilization of the drive motor's output torque. Summary of the Invention

[0004] This application provides an engine control method, device, vehicle, and storage medium, which can solve the problem that when a drive motor drives a vehicle, it needs to reserve a large torque to start the engine, resulting in low utilization of the drive motor's output torque.

[0005] In a first aspect, embodiments of this application provide an engine control method, including:

[0006] When an engine stop command is received, the real-time angle of the crankshaft corresponding to the target cylinder is obtained;

[0007] Based on the real-time angle, the crankshaft corresponding to the target cylinder is controlled to stop at a preset position; the preset position is the position where the crankshaft corresponding to the target cylinder rotates a preset angle after passing the top dead center of compression;

[0008] When an engine start command is received, the target cylinder is controlled to inject fuel and ignite. Then, according to the firing order of the cylinders, all cylinders are controlled to inject fuel and ignite in sequence to make the engine rotate.

[0009] When the engine starts, the control unit connects the engine and the drive motor, so that the drive motor drives the engine to start.

[0010] In one possible implementation of the first aspect, obtaining the real-time angle of the crankshaft corresponding to the target cylinder when an engine stop command is received includes:

[0011] When an engine stop command is received, the engine is controlled to connect to the positioning motor, and the engine is controlled to disconnect from the drive motor.

[0012] Based on the parameters collected by the positioning motor and the ignition status of the cylinder, the real-time angle of the crankshaft corresponding to the target cylinder is determined.

[0013] In one possible implementation of the first aspect, controlling the crankshaft corresponding to the target cylinder to stop at a preset position based on the real-time angle includes:

[0014] Control the engine to enter idle mode;

[0015] After the engine runs a preset number of cycles in idle mode, the target cylinder is controlled to stop injecting fuel and igniting, and the regulating cylinder is controlled to inject fuel and ignite. Based on the real-time angle, the positioning motor is controlled to apply regulating torque to the engine, so that the target cylinder stops at a preset position; the regulating cylinder includes at least one cylinder other than the target cylinder.

[0016] In one possible implementation of the first aspect, after the engine has run a preset number of cycles in idle mode, the amount of fuel injected by the regulating cylinder is lower than the amount of fuel injected by the regulating cylinder in idle mode.

[0017] In one possible implementation of the first aspect, the step of controlling the target cylinder to inject fuel and ignite upon receiving an engine start command, and then controlling all cylinders to sequentially inject fuel and ignite according to the cylinder firing order, includes:

[0018] When an engine start command is received, the target cylinder is controlled to perform a first preset number of fuel injections and then ignite.

[0019] The M cylinder is controlled to perform a second preset number of fuel injections and then ignite; the M cylinder is a cylinder whose ignition sequence follows that of the target cylinder.

[0020] Based on the cylinder firing sequence, all cylinders are controlled to sequentially inject fuel and ignite.

[0021] In one possible implementation of the first aspect, controlling the connection between the engine and the drive motor after the engine rotates includes:

[0022] Obtain the engine speed;

[0023] When the engine speed is greater than or equal to the preset speed, the engine and the drive motor are connected.

[0024] In one possible implementation of the first aspect, the preset angle is 10 to 30 degrees.

[0025] Secondly, embodiments of this application provide an engine control device, including:

[0026] The real-time angle acquisition module is used to acquire the real-time angle of the crankshaft corresponding to the target cylinder when an engine stop command is received.

[0027] The stop control module is used to control the crankshaft corresponding to the target cylinder to stop at a preset position based on the real-time angle; the preset position is the position where the crankshaft corresponding to the target cylinder rotates a preset angle after passing the top dead center of the compression stroke;

[0028] The ignition control module is used to control the target cylinder to inject fuel and ignite when the engine start command is received, and then control all cylinders to inject fuel and ignite in sequence according to the ignition sequence of the cylinders to make the engine rotate.

[0029] The start control module is used to control the connection between the engine and the drive motor after the engine rotates, so that the drive motor drives the engine to start.

[0030] Thirdly, embodiments of this application provide a vehicle including a controller, an engine, a drive motor, a positioning motor, a first clutch, and a second clutch. The controller is electrically connected to the engine, the drive motor, the positioning motor, the first clutch, and the second clutch, respectively. The drive motor is connected to the engine via the first clutch, and the positioning motor is connected to the engine via the second clutch. The controller is used to perform the method as described in any one of the first aspects.

[0031] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method as described in any one of the first aspects.

[0032] Fifthly, embodiments of this application provide a computer program product that, when run on a vehicle, causes the vehicle to perform the method described in any one of the first aspects above.

[0033] The beneficial effects of the embodiments of this application compared with the prior art are:

[0034] When an engine stop command is received, it indicates that the engine needs to be stopped. At this time, the real-time angle of the crankshaft corresponding to the target cylinder is acquired. Then, based on the real-time angle, the crankshaft corresponding to the target cylinder is controlled to stop at a preset position. Since the preset position is the position where the crankshaft corresponding to the target cylinder has rotated a preset angle after passing the top dead center of the compression stroke, the engine can be turned by controlling the fuel injection and ignition of the target cylinder when starting the engine. When an engine start command is received, the target cylinder is controlled to inject fuel and ignite, causing the engine to rotate. Then, according to the firing order of the cylinders, all cylinders are controlled to inject fuel and ignite in a cyclical manner, so that the engine can rotate continuously. After the engine is rotating, the engine and drive motor are connected. The drive motor only needs a small torque to drive the engine to the starting speed, realizing the engine start.

[0035] Therefore, the engine control method provided in this application, when the engine stops, controls the crankshaft corresponding to the target cylinder to stop at a preset position. When the engine needs to be started, it controls the target cylinder to inject fuel and ignite, and then controls all cylinders to inject fuel and ignite sequentially according to the firing order of the cylinders, so that the engine starts to rotate. After the engine starts rotating, it controls the connection between the engine and the drive motor. The drive motor only needs a small amount of torque to drive the engine to the starting speed, thereby realizing the engine start-up. This reduces the torque reserved by the drive motor for engine starting, thereby improving the utilization rate of the drive motor's output torque.

[0036] It is understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a structural diagram of an existing P2 architecture hybrid vehicle;

[0039] Figure 2 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application;

[0040] Figure 3 This is a schematic flowchart of an engine control method provided in an embodiment of this application;

[0041] Figure 4 This is a schematic diagram of the structure of an engine control device provided in an embodiment of this application.

[0042] In the diagram: 10, engine; 20, first clutch; 30, drive motor; 40, transmission; 50, transfer case; 60, second clutch; 70, positioning motor. Detailed Implementation

[0043] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0044] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0045] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0046] As used in this application specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if detected [the described condition or event]" may be interpreted, depending on the context, as "once determined," "in response to determination," "once detected [the described condition or event]," or "in response to detection [the described condition or event]."

[0047] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0048] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0049] Figure 1 This is a structural diagram of an existing P2 architecture hybrid vehicle. See also... Figure 1 As shown, the existing P2 architecture hybrid vehicle includes an engine 10, a first clutch 20, a drive motor 30, a transmission 40, and a transfer case 50.

[0050] When the first clutch 20 is in the non-engaged state, the drive motor 30 and the engine 10 are disconnected. The power output of the drive motor 30 reaches the drive wheels through the transmission 40 and the transfer case 50 to drive the vehicle. At this time, the vehicle is in pure electric drive mode.

[0051] When the first clutch 20 is engaged, the engine 10 is connected to the drive motor 30 through the first clutch 20. The power output by the engine 10 and the drive motor 30 reaches the drive wheels through the transmission 40 and the transfer case 50 to drive the vehicle. At this time, the vehicle is in hybrid drive mode.

[0052] When the vehicle is in pure electric drive mode, the drive motor 30 needs to reserve a portion of torque for the engine 10 to start. Since the starting torque of the engine 10 is relatively large, the torque reserved by the drive motor 30 is relatively large, generally more than 100 Nm. As a result, the torque output by the drive motor 30 cannot be fully used to drive the vehicle, causing a problem with the utilization rate of the output torque of the drive motor 30.

[0053] Based on the above problems, this application provides a vehicle, such as... Figure 2 As shown, the vehicle includes a controller, an engine 10, a drive motor 30, a positioning motor 70, a first clutch 20, and a second clutch 60. The controller is electrically connected to the engine 10, the drive motor 30, the positioning motor 70, the first clutch 20, and the second clutch 60. The drive motor 30 is connected to the engine 10 via the first clutch 20. The positioning motor 70 is connected to the engine 10 via the second clutch 60.

[0054] When the vehicle is in motion, if the controller controls the first clutch 20 to be in a disengaged state, the drive motor 30 and the engine 10 are disconnected. The power output from the drive motor 30 reaches the drive wheels through the transmission 40 and the transfer case 50, thus driving the vehicle. In this state, the vehicle is in pure electric drive mode. If the controller controls the first clutch 20 to be in an engaged state, the drive motor 30 and the engine 10 are connected. The power output from the engine 10 and the drive motor 30 reaches the drive wheels through the transmission 40 and the transfer case 50, thus driving the vehicle. In this state, the vehicle is in hybrid drive mode.

[0055] During the engine shutdown process, the controller controls the second clutch 60 to be in an engaged state. The positioning motor 70 is connected to the engine 10 and can collect the rotation angle of the crankshaft of the engine 10, transmitting the collected crankshaft rotation angle parameters to the controller. The controller can determine the real-time angle of the crankshaft corresponding to the target cylinder based on the crankshaft rotation angle and the ignition status of the cylinder. During the engine shutdown process, the controller also controls the positioning motor 70 to apply adjusting torque to the engine 10 based on the real-time angle of the crankshaft corresponding to the target cylinder, causing the crankshaft corresponding to the target cylinder to stop at a preset position, thereby completing the shutdown of the engine 10.

[0056] When engine 10 needs to be started, the controller controls the target cylinder to inject fuel and ignite, causing engine 10 to rotate. Then, the controller controls all cylinders to inject fuel and ignite sequentially according to the firing order, ensuring continuous rotation of engine 10. Once engine 10 is rotating, the controller connects engine 10 to drive motor 30. Since engine 10 now has a certain speed, drive motor 30 only needs a small amount of torque to increase engine 10's speed to the starting speed, thus starting engine 10. This reduces the torque reserved by drive motor 30 for starting engine 10, thereby improving the utilization rate of drive motor 30's output torque.

[0057] Figure 3 A schematic flowchart of an engine control method according to an embodiment of this application is shown. See also... Figure 3 As shown, the engine control method includes steps S101 to S104.

[0058] Step S101: When an engine stop command is received, the real-time angle of the crankshaft corresponding to the target cylinder is obtained.

[0059] Specifically, when an engine stop command is received, it indicates that the engine needs to be stopped. At this time, the real-time angle of the crankshaft corresponding to the target cylinder is obtained.

[0060] In some embodiments, step S101 may include steps S1011 and S1012.

[0061] Step S1011: When an engine stop command is received, control the engine to connect with the positioning motor and control the engine to disconnect from the drive motor.

[0062] Specifically, by controlling the first clutch between the engine and the drive motor to switch to a non-clutch state, the engine and the drive motor are disconnected, and the engine no longer provides power to the vehicle. At this time, the drive motor provides driving force to the vehicle alone, and the vehicle becomes a pure electric drive mode.

[0063] The engine and the positioning motor can be connected by switching the second clutch between them to a linked state, allowing the positioning motor to rotate synchronously with the engine's crankshaft.

[0064] Step S1012: Determine the real-time angle of the crankshaft corresponding to the target cylinder based on the parameters collected by the positioning motor and the ignition status of the cylinder.

[0065] Specifically, after the positioning motor is connected to the engine, it can rotate synchronously with the engine's crankshaft, thus acquiring the crankshaft's rotation angle. The controller can then determine the real-time angle of the crankshaft corresponding to the target cylinder based on the crankshaft rotation angle acquired by the positioning motor and the cylinder's ignition status.

[0066] For example, the engine includes four cylinders with a firing order of 1-3-4-2. The target cylinder can be any one of the four cylinders. The controller can identify the firing status of each cylinder and then determine the real-time angle of the crankshaft corresponding to the target cylinder based on the firing status and parameters collected by the positioning motor. For instance, when cylinder 1 is firing, the crankshaft corresponding to cylinder 1 is at top dead center of the compression stroke. At this time, the positioning motor starts accumulating the crankshaft rotation angle, thereby determining the real-time angle of the crankshaft corresponding to the target cylinder.

[0067] Step S102: Based on the real-time angle, control the crankshaft corresponding to the target cylinder to stop at a preset position; the preset position is the position where the crankshaft corresponding to the target cylinder rotates a preset angle after passing the top dead center of compression.

[0068] Specifically, once the real-time angle of the crankshaft corresponding to the target cylinder is determined, the crankshaft is controlled to stop at a preset position based on this angle. The preset position is the position where the crankshaft corresponding to the target cylinder rotates a preset angle after passing the top dead center of the compression stroke. In other words, the target cylinder is controlled to stop near the top dead center of the compression stroke. When the engine needs to be restarted, simply controlling the fuel injection and ignition of the target cylinder will make the engine start rotating.

[0069] In some embodiments, the preset angle is 10 to 30 degrees. When the target cylinder stops at a position 10 to 30 degrees after the corresponding crankshaft passes the top dead center of the compression stroke, the target cylinder is in the position for fuel injection and ignition. If the target cylinder is injected and ignited at this time, the piston of the target cylinder may move, and the piston will drive the crankshaft to rotate, thereby driving the engine to rotate.

[0070] In some embodiments, step S102 may include steps S1021 and S1022.

[0071] Step S1021: Control the engine to enter idle mode.

[0072] Specifically, once the real-time angle of the crankshaft corresponding to the target cylinder is determined, the engine is controlled to enter idle mode, which reduces the engine speed. The engine speed in idle mode is generally 600r / min-800r / min.

[0073] Step S1022: After the engine runs a preset number of cycles in idle mode, control the target cylinder to stop injecting fuel and ignite, control the regulating cylinder to inject fuel and ignite, and apply regulating torque to the engine based on the real-time angle control positioning motor so that the target cylinder stops at a preset position; the regulating cylinder includes at least one cylinder other than the target cylinder.

[0074] Specifically, after the engine runs a preset number of cycles in idle mode, the engine speed is reduced. Then, the target cylinder is controlled to stop fuel injection and ignition, while the regulating cylinder is controlled to inject fuel. This regulating cylinder's fuel injection and ignition causes the engine to rotate slowly, thereby adjusting the crankshaft angle corresponding to the target cylinder. During the slow rotation of the engine, the real-time angle of the crankshaft corresponding to the target cylinder is monitored, and the positioning motor is controlled to apply adjusting torque to the engine, causing the target cylinder to stop at a preset position.

[0075] It should be noted that the engine includes multiple cylinders, and the regulating cylinder includes at least one cylinder other than the target cylinder. The regulating cylinder can be one cylinder or multiple cylinders. Designers can set the specific value of the preset number according to actual needs. For example, the preset number can be set to 3-5, that is, to control the engine to run in idle mode for 3-5 cycles, so that the engine speed is reduced to the idle mode speed.

[0076] For example, the engine includes four cylinders with a firing order of 1-3-4-2. Cylinder 1 is the target cylinder, and cylinders 2 and 4 are the adjustment cylinders. After the engine runs in idle mode for 3-5 cycles, the engine speed will decrease to 600-800 rpm. Then, cylinders 1 and 3 are controlled to stop fuel injection, while cylinders 2 and 4 are controlled to inject fuel sequentially according to the firing order, causing the engine to rotate slowly. After cylinders 2 and 4 have completed one cycle of sequential fuel injection and firing, the residual exhaust gas in cylinders 1 and 3 is expelled. During the slow rotation of the engine, the real-time angle of the crankshaft corresponding to cylinder 1 is monitored, and the positioning motor applies adjustment torque to the engine based on the real-time angle of the crankshaft corresponding to cylinder 1, stopping cylinder 1 at a preset position. Once cylinder 1 reaches the preset position, all cylinders are controlled to stop fuel injection and firing, thereby stopping cylinder 1 at the preset position.

[0077] When adjusting the position of the target cylinder corresponding to the crankshaft, the engine needs to be rotated as slowly as possible. Therefore, when controlling the fuel injection and ignition of the adjusting cylinder, the fuel injection quantity of the adjusting cylinder can be reduced. For example, the fuel injection quantity of the adjusting cylinder can be reduced to 45%, 50%, 55% or other proportions of the fuel injection quantity of the adjusting cylinder when the engine is idling. Reducing the fuel injection quantity of the adjusting cylinder can reduce the engine speed, which is beneficial for adjusting the position of the target cylinder.

[0078] Step S103: When the engine start command is received, control the target cylinder to inject fuel and ignite, and then control all cylinders to inject fuel and ignite in sequence according to the firing order of the cylinders, so that the engine rotates.

[0079] Specifically, when an engine start command is received, it indicates that the vehicle needs to start the engine. At this time, fuel is injected and ignited in the target cylinder, causing the engine to start rotating. Then, according to the firing order of the cylinders, all cylinders are controlled to inject fuel and ignite in sequence, and the engine speed gradually increases.

[0080] In some embodiments, step S103 may include steps S1031 to S1033.

[0081] Step S1031: When the engine start command is received, the target cylinder is controlled to perform the first preset number of fuel injections and then ignition.

[0082] Specifically, controlling the target cylinder to inject fuel multiple times can increase the flow of gas in the target cylinder, making the gasoline and air mix more evenly, so that the flame in the target cylinder can burn stably after ignition, causing the piston in the target cylinder to move, which in turn drives the crankshaft to rotate, making the engine turn.

[0083] It should be noted that designers can set the first preset number of injections according to actual needs. For example, the first preset number of injections can be set to 2, 3, 4, or other numbers. In order to allow the engine to start rotating slowly, the total amount of fuel injected into the target cylinder during the first preset number of injections is lower than the amount of fuel injected into the target cylinder when the engine is idling. For example, the total amount of fuel injected into the target cylinder during the first preset number of injections is 45%, 50%, or 55% of the amount of fuel injected into the target cylinder when the engine is idling. The specific value of the total amount of fuel injected into the target cylinder during the first preset number of injections is not limited here.

[0084] Step S1032: Control cylinder M to perform a second preset number of fuel injections and then ignite; cylinder M is the cylinder whose ignition sequence is after the target cylinder.

[0085] Specifically, after the target cylinder performs the first preset number of fuel injections and ignition, the engine begins to rotate. When cylinder M, which follows the target cylinder in the ignition sequence, reaches top dead center of compression, multiple fuel injections are controlled in cylinder M to increase the flow of gas within it. This results in a more uniform mixture of gasoline and air, ensuring stable combustion of the flame after ignition. This, in turn, causes the piston within cylinder M to move, driving the crankshaft to rotate and keeping the engine running. To allow the engine to start rotating slowly, the total amount of fuel injected into cylinder M during the second preset number of injections is lower than the amount injected into cylinder M when the engine is idling. For example, the total amount of fuel injected into cylinder M during the second preset number of injections may be 75%, 80%, or 85% of the amount injected into cylinder M when the engine is idling. The specific value of the total amount of fuel injected into cylinder M during the second preset number of injections is not specified here.

[0086] It should be noted that designers can set the second preset number of times according to actual needs. For example, the second preset number of times can be set to 2 times, 3 times, 4 times or other times.

[0087] Step S1033: According to the working sequence of the cylinders, control all cylinders to inject fuel and ignite in sequence.

[0088] Specifically, when the engine can run continuously, according to the cylinder firing order, all cylinders are controlled to sequentially inject fuel and ignite. At this time, the fuel injection quantity of all cylinders returns to normal, that is, the fuel injection quantity of each cylinder is the same as that in idle mode. After the cylinders sequentially inject fuel and ignite, the engine speed can gradually increase. All cylinders include the target cylinder, the M cylinder, and other cylinders.

[0089] For example, the engine includes four cylinders with a firing order of 1-3-4-2. The target cylinder is cylinder 1, and the M cylinder is cylinder 3. When starting the engine, cylinder 1 is first controlled to perform three fuel injections, with the injection amount being 50% of the amount injected into cylinder 1 in idle mode. After the three injections are completed, cylinder 1 is ignited, causing the engine to start running. Then, cylinder 3 is controlled to perform two fuel injections, with the injection amount being 80% of the amount injected into cylinder 3 in idle mode. After the two injections are completed, cylinder 3 is ignited, causing the engine to run continuously. Next, cylinder 4 is controlled to perform one fuel injection, with the injection amount being 100% of the amount injected into cylinder 4 in idle mode. After the injection is completed, cylinder 4 is ignited. Then, cylinder 2 is controlled to perform one fuel injection, with the injection amount being 100% of the amount injected into cylinder 4 in idle mode. After the injection is completed, cylinder 4 is ignited. Subsequently, all cylinders are controlled to perform fuel injection and ignition in a cycle of cylinder 1-cylinder 3-cylinder 4-cylinder 2, gradually increasing the engine speed.

[0090] Step S104: After the engine starts rotating, control the connection between the engine and the drive motor so that the drive motor drives the engine to start.

[0091] Specifically, once the engine starts running, the engine control unit connects to the drive motor. The drive motor then drives the engine to increase its speed until it reaches the engine's starting speed, thus starting the engine. Because the drive motor connects to the engine after it has reached a certain speed, it only requires a smaller torque to raise the engine speed to the starting speed. This reduces the torque reserved by the drive motor for engine starting, allowing more of the torque output from the drive motor to be used for driving the vehicle, thereby improving the utilization rate of the drive motor's output torque.

[0092] In some embodiments, step S104 may include steps S1041 and S1042.

[0093] Step S1041: Obtain the engine speed.

[0094] Specifically, when the engine starts running, the engine speed is monitored.

[0095] Step S1042: When the engine speed is greater than or equal to the preset speed, control the connection between the engine and the drive motor.

[0096] Specifically, when the engine speed is greater than or equal to the preset speed, the engine and drive motor are connected. The drive motor then drives the engine to further increase its speed, eventually reaching the engine's starting speed, thus starting the engine. Because the drive motor connects after the engine has reached a certain speed, it only requires a smaller torque to increase the engine speed to the starting speed. This reduces the torque reserved by the drive motor for engine starting, allowing more of the drive motor's output torque to be used for driving the vehicle, thereby improving the utilization rate of the drive motor's output torque.

[0097] It should be noted that designers can set the specific value of the preset speed according to the actual situation. For example, the preset speed can be set to 250rpm, 300rpm, 350rpm or other speed values.

[0098] Therefore, the engine control method provided in this application, when the engine is stopped, controls the crankshaft corresponding to the target cylinder to stop at a position rotated by a preset angle after passing the compression point. When the engine starts, it first controls the target cylinder to inject fuel and ignite, and then controls all cylinders to inject fuel and ignite sequentially according to the firing order of the cylinders, so that the engine rotates. After the engine rotates, it controls the drive motor to connect to the engine, and the drive motor drives the engine to increase its speed, so that the engine speed is increased to the starting speed, thus starting the engine. Since the drive motor is connected after the engine has reached a certain speed, the drive motor only needs a small torque to increase the engine speed to the starting speed, reducing the torque reserved by the drive motor for engine starting. The torque output by the drive motor can be used more for driving the vehicle, thereby improving the utilization rate of the drive motor's output torque.

[0099] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0100] Figure 4 A schematic diagram of the structure of an engine control device according to an embodiment of this application is shown. See also Figure 4 As shown, the engine control unit includes:

[0101] The real-time angle acquisition module 41 is used to acquire the real-time angle of the crankshaft corresponding to the target cylinder when an engine stop command is received.

[0102] The stop control module 42 is used to control the crankshaft corresponding to the target cylinder to stop at a preset position based on the real-time angle; the preset position is the position where the crankshaft corresponding to the target cylinder rotates a preset angle after passing the top dead center of the compression stroke.

[0103] The ignition control module 43 is used to control the target cylinder to inject fuel and ignite when the engine start command is received, and then control all cylinders to inject fuel and ignite in sequence according to the ignition sequence of the cylinders to make the engine rotate.

[0104] The start control module 44 is used to control the connection between the engine and the drive motor after the engine rotates, so that the drive motor drives the engine to start.

[0105] In some embodiments, the real-time angle acquisition module 41 is further configured to:

[0106] When an engine stop command is received, the engine is controlled to connect to the positioning motor, and the engine is controlled to disconnect from the drive motor.

[0107] Based on the parameters collected by the positioning motor and the ignition status of the cylinder, the real-time angle of the crankshaft corresponding to the target cylinder is determined.

[0108] In some embodiments, the stop control module 42 is further configured to:

[0109] Control the engine to enter idle mode;

[0110] After the engine runs a preset number of cycles in idle mode, the target cylinder is controlled to stop injecting fuel and igniting, and the regulating cylinder is controlled to inject fuel and ignite. Based on the real-time angle, the positioning motor is controlled to apply regulating torque to the engine, so that the target cylinder stops at a preset position; the regulating cylinder includes at least one cylinder other than the target cylinder.

[0111] In some embodiments, after the engine has run a preset number of cycles in idle mode, the fuel injection quantity of the regulating cylinder is lower than the fuel injection quantity of the regulating cylinder in idle mode.

[0112] In some embodiments, the ignition control module 43 is further configured to:

[0113] When an engine start command is received, the target cylinder is controlled to perform a first preset number of fuel injections and then ignite.

[0114] The M cylinder is controlled to perform a second preset number of fuel injections and then ignite; the M cylinder is a cylinder whose ignition sequence is after the target cylinder.

[0115] Based on the cylinder firing sequence, all cylinders are controlled to sequentially inject fuel and ignite.

[0116] In some embodiments, the start control module 44 is further configured to:

[0117] Obtain the engine speed;

[0118] When the engine speed is greater than or equal to the preset speed, the engine and the drive motor are connected.

[0119] In some embodiments, the preset angle is 10 to 30 degrees.

[0120] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments 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. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0121] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.

[0122] This application provides a computer program product that, when run on a vehicle, enables the vehicle to perform the steps described in the various method embodiments above.

[0123] 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, all or part of the processes in the methods of the above embodiments of this application can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying computer program code to a terminal, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0124] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0125] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0126] In the embodiments provided in this application, it should be understood that the disclosed apparatus / network devices and methods can be implemented in other ways. For example, the apparatus / network device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0127] 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 network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0128] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. An engine control method, characterized in that, include: When an engine stop command is received, the real-time angle of the crankshaft corresponding to the target cylinder is obtained; Based on the real-time angle, the crankshaft corresponding to the target cylinder is controlled to stop at a preset position; the preset position is the position where the crankshaft corresponding to the target cylinder rotates a preset angle after passing the top dead center of compression; When an engine start command is received, the target cylinder is controlled to inject fuel and ignite. Then, according to the firing order of the cylinders, all cylinders are controlled to inject fuel and ignite in sequence to make the engine rotate. When the engine starts rotating, control the connection between the engine and the drive motor so that the drive motor drives the engine to start. The step of controlling the target cylinder to inject fuel and ignite upon receiving an engine start command, and then controlling all cylinders to inject fuel and ignite sequentially according to the firing order of the cylinders, includes: controlling the target cylinder to inject fuel and ignite after a first preset number of times upon receiving an engine start command; controlling cylinder M to inject fuel and ignite after a second preset number of times; wherein cylinder M is a cylinder whose firing order is after the target cylinder; and controlling all cylinders to inject fuel and ignite sequentially according to the firing order of the cylinders. The step of controlling the connection between the engine and the drive motor after the engine rotates includes: acquiring the engine speed; and controlling the connection between the engine and the drive motor when the engine speed is greater than or equal to a preset speed. The preset angle is between 10 and 30 degrees.

2. The engine control method according to claim 1, characterized in that, The step of obtaining the real-time angle of the crankshaft corresponding to the target cylinder when an engine stop command is received includes: When an engine stop command is received, the engine is controlled to connect to the positioning motor, and the engine is controlled to disconnect from the drive motor. Based on the parameters collected by the positioning motor and the ignition status of the cylinder, the real-time angle of the crankshaft corresponding to the target cylinder is determined.

3. The engine control method according to claim 2, characterized in that, The step of controlling the crankshaft corresponding to the target cylinder to stop at a preset position based on the real-time angle includes: Control the engine to enter idle mode; After the engine runs a preset number of cycles in idle mode, the target cylinder is controlled to stop injecting fuel and igniting, and the regulating cylinder is controlled to inject fuel and ignite. Based on the real-time angle, the positioning motor is controlled to apply regulating torque to the engine, so that the target cylinder stops at a preset position; the regulating cylinder includes at least one cylinder other than the target cylinder.

4. The engine control method according to claim 3, characterized in that, When the engine runs in idle mode for a preset number of cycles, the fuel injection quantity of the regulating cylinder is lower than the fuel injection quantity of the regulating cylinder when the engine is in idle mode.

5. An engine control device, characterized in that, include: The real-time angle acquisition module is used to acquire the real-time angle of the crankshaft corresponding to the target cylinder when an engine stop command is received. The stop control module is used to control the crankshaft corresponding to the target cylinder to stop at a preset position based on the real-time angle; the preset position is the position where the crankshaft corresponding to the target cylinder rotates a preset angle after passing the top dead center of the compression stroke; The ignition control module is used to control the target cylinder to inject fuel and ignite when the engine start command is received, and then control all cylinders to inject fuel and ignite in sequence according to the ignition sequence of the cylinders to make the engine rotate. The start control module is used to control the connection between the engine and the drive motor after the engine rotates, so that the drive motor drives the engine to start. The step of controlling the target cylinder to inject fuel and ignite upon receiving an engine start command, and then controlling all cylinders to inject fuel and ignite sequentially according to the firing order of the cylinders, includes: controlling the target cylinder to inject fuel and ignite after a first preset number of times upon receiving an engine start command; controlling cylinder M to inject fuel and ignite after a second preset number of times; wherein cylinder M is a cylinder whose firing order is after the target cylinder; and controlling all cylinders to inject fuel and ignite sequentially according to the firing order of the cylinders. The step of controlling the connection between the engine and the drive motor after the engine rotates includes: acquiring the engine speed; and controlling the connection between the engine and the drive motor when the engine speed is greater than or equal to a preset speed. The preset angle is between 10 and 30 degrees.

6. A vehicle, characterized in that, The device includes a controller, an engine, a drive motor, a positioning motor, a first clutch, and a second clutch. The controller is electrically connected to the engine, the drive motor, the positioning motor, the first clutch, and the second clutch, respectively. The drive motor is connected to the engine via the first clutch, and the positioning motor is connected to the engine via the second clutch. The controller is used to perform the method as described in any one of claims 1 to 4.

7. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 4.

Images