Range extender system and engine control method

Abstract

The invention discloses a range extender system and an engine control method, and relates to the technical field of range extenders, the range extender system comprises an engine, a generator, a detection piece and a control device, the engine comprises a first rotating shaft, and a plurality of first protruding blocks are arranged on one axial end face of the first rotating shaft in a protruding mode; the multiple first protruding blocks are arranged in the circumferential direction of the first rotating shaft. The generator comprises a second rotating shaft coaxially arranged with the first rotating shaft, and a plurality of second convex blocks are convexly arranged on the end surface, facing the first rotating shaft, of the second rotating shaft; the detection piece is used for detecting the relative position of the first convex block and the second convex block; the control device is electrically connected with the engine, the generator and the detection part and used for controlling ignition of the engine and starting and stopping of the generator according to the detection result of the detection part. The control device controls ignition of the engine and starting and stopping of the generator according to the detection result, so that reverse rotation of the engine is prevented, and the reliability of the range extender system is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of range extenders, and in particular to a range extender system and an engine control method. Background Art

[0002] When a gasoline engine is installed in a hybrid vehicle, the engine may be dragged and reversed under certain operating conditions, causing the engine to reverse without oil, ultimately damaging the engine bearings.

[0003] The existing technical solution ensures the correctness of the zero point by calibrating the motor and controller at the factory. However, when the motor or controller fails, the motor or controller is replaced without re-calibrating the zero point, the motor zero point error may occur. Or when the motor and controller fail, the engine may be dragged back by the motor. Summary of the invention

[0004] The main purpose of the present invention is to provide a range extender system and an engine control method, which aims to determine whether the engine is reversed by a detection component when the engine is reversed, so as to stop the engine in time to protect the engine.

[0005] To achieve the above object, the range extender system proposed in the present invention includes:

[0006] The engine comprises a first rotating shaft, wherein a plurality of first protrusions are convexly disposed on an end surface of the first rotating shaft along an axial direction, and the plurality of first protrusions are arranged along a circumferential direction of the first rotating shaft;

[0007] A generator, comprising a second rotating shaft coaxially arranged with the first rotating shaft, a plurality of second protrusions protruding from an end surface of the second rotating shaft facing the first rotating shaft, the plurality of second protrusions being arranged at intervals along a circumferential direction of the second rotating shaft and staggered from the plurality of first protrusions;

[0008] a detection member, used for detecting the relative position of the first bump and the second bump; and

[0009] A control device, electrically connected to the engine, the generator and the detection element, for controlling the ignition of the engine and the start and stop of the generator according to the detection result of the detection element;

[0010] Among the side surfaces of two adjacent first bumps, when one side surface contacts the corresponding second bump, the other side surface is spaced apart from the second bump.

[0011] In one embodiment, the range extender system further includes:

[0012] a rotation speed sensor, disposed on the first rotating shaft, for detecting the rotation speed of the first rotating shaft; and / or,

[0013] The oil pressure detection device is arranged on the engine and is used for detecting the oil pressure of the engine.

[0014] The present invention also provides an engine control method, based on the above-mentioned range extender system, wherein the detection component includes a trigger switch;

[0015] The engine control method comprises the following steps:

[0016] Determine the working status of the engine;

[0017] If it is in the engine ignition stage, obtain the current state of the trigger switch;

[0018] If the engine is in the idle shutdown stage, obtain the current state of the trigger switch;

[0019] The engine operation state is determined according to the correlation between the trigger switch state and the engine operation, thereby determining the engine fault level.

[0020] In one embodiment, the state of the trigger switch includes a trigger state and an off state;

[0021] The step of “determining the engine operation state according to the correlation between the trigger switch state and the engine operation, thereby determining the engine fault level” includes:

[0022] If it is in the engine ignition stage, obtain the current state of the trigger switch;

[0023] If the contact switch remains in the triggered state, it is determined that the engine rotation direction is normal, but the engine fails to start, which is determined to be a Class I fault;

[0024] If the contact switch remains in the disconnected state, the engine is determined to be reversed, which is determined to be a second-type fault, wherein the severity of the first-type fault is lower than that of the second-type fault.

[0025] In one embodiment, the state of the trigger switch includes a trigger state and an off state;

[0026] The step of "obtaining the trigger switch state during the engine ignition phase" further includes:

[0027] If the acquired trigger switch state changes from the trigger state to the disconnected state, it is determined that the engine is rotating in the forward direction and the ignition is successful, and the engine has no faults.

[0028] In one embodiment, in the step of "if the contact switch remains in the triggered state, it is determined that the engine rotation direction is normal, but the engine is not started successfully, and it is determined to be a type 1 fault", the engine speed does not exceed the first preset threshold value, and the oil pressure is greater than 0;

[0029] In the step of "if the contact switch remains in the disconnected state, determining that the engine is reversed and determining it is a second type of fault", the engine speed does not exceed the second preset threshold and the oil pressure is 0.

[0030] In one embodiment, the engine control method further includes:

[0031] During the engine idle stop phase, obtaining the current state of the trigger switch, wherein the state of the trigger switch includes a trigger state and a disconnected state;

[0032] If the contact switch state changes from the triggered state to the disconnected state, it is judged that the engine is reversed and determined to be a Class III fault, wherein the engine speed is greater than 0 and the oil pressure is 0. The severity of the Class I fault is lower than that of the Class III fault, and the severity of the Class III fault is lower than that of the Class II fault.

[0033] In one embodiment, after the step of "obtaining the current state of the trigger switch during the engine idle shutdown phase", the method further includes:

[0034] If the contact switch remains in the triggered state, the engine speed gradually decreases to 0, and when the engine speed is greater than a third preset threshold, the oil pressure is always greater than 0, and it is determined that the engine has no fault.

[0035] In one embodiment, the step of “determining the engine operation state according to the correlation between the trigger switch state and the engine operation, thereby determining the engine fault level” includes:

[0036] According to the fault level of the engine, an instruction to control the ignition of the engine and the start and stop of the generator is issued.

[0037] In one embodiment, the step of “issuing instructions to control the ignition of the engine and the start and stop of the generator according to the fault level of the engine” further includes:

[0038] When the engine is judged to be a Category III fault, the time during which the engine speed is not 0 and the oil pressure is 0 is recorded;

[0039] If the maintenance time is less than the preset time, the engine reversal fault information is recorded and an instruction is issued to the driver to pull over and wait for assistance;

[0040] If the maintenance time is greater than or equal to the preset time, the fault level of the engine is upgraded to a second-class fault.

[0041] In the technical solution of the present invention, in the power generation condition, the generator applies negative torque to the engine, and the engine drags the generator to generate electricity, thereby providing an additional energy source for the generator and increasing the endurance of the range extender system; when the engine is stopped at idle, the control device controls the generator to apply negative torque to the engine, and the engine is shut down after the engine speed is reduced to idle speed, and the generator also controls the speed to drop until it stops. When the generator fails, the engine is reversed by being dragged and reversed, and the detection component detects whether the second protrusion is in contact with the two adjacent sides of the first protrusion. The control device controls the engine ignition and the start and stop of the generator according to the relative position result of the detected first protrusion and the second protrusion, thereby preventing the engine from reversing and increasing the reliability of the range extender system. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0043] Figure 1 A schematic structural diagram of an embodiment of a range extender system provided by the present invention;

[0044] Figure 2 for Figure 1 A schematic diagram of the structure in which the first bump B surface contacts the second bump;

[0045] Figure 3 A flow chart of an embodiment of an engine control method provided by the present invention;

[0046] Figure 4 for Figure 3 The flowchart after step S20;

[0047] Figure 5 for Figure 3 Flow chart of the steps of S40;

[0048] Figure 6 for Figure 5 Flow chart of the step S42;

[0049] Figure 7 for Figure 3 Flow chart of the step S30;

[0050] Figure 8 for Figure 3 Flowchart after step S40 in FIG.

[0051] Description of Figure Numbers:

[0052] 100. Range extender system; 1. Engine; 11. First rotating shaft; 12. First bump; 121. First bump A surface; 122. First bump B surface; 2. Generator; 21. Second rotating shaft; 22. Second bump; 3. Detection component.

[0053] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0056] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0057] The present invention provides a range extender system 100 .

[0058] See also Figure 1In one embodiment of the present invention, the range extender system 100 includes an engine 1, a generator 2, a detection member 3 and a control device, wherein the engine 1 includes a first rotating shaft 11, and a plurality of first protrusions 12 are convexly provided on an end face of the first rotating shaft 11 along an axial direction, and the plurality of first protrusions 12 are arranged along the circumferential direction of the first rotating shaft 11; the generator 2 includes a second rotating shaft 21 coaxially arranged with the first rotating shaft 11, and a plurality of second protrusions 22 are convexly provided on an end face of the second rotating shaft 21 facing the first rotating shaft 11, and the plurality of second protrusions 22 are arranged along the circumferential direction of the first rotating shaft 11. The second rotating shafts 21 are arranged at intervals in the circumferential direction and are staggered with the multiple first protrusions 12; the detection member 3 is used to detect the relative positions of the first protrusions 12 and the second protrusions 22; the control device is electrically connected to the engine 1, the generator 2 and the detection member 3, and is used to control the ignition of the engine 1 and the start and stop of the generator 2 according to the detection results of the detection member 3; wherein, among two adjacent side surfaces of the first protrusion 12, when one side surface is in contact with the corresponding second protrusion 22, the other side surface is spaced from the second protrusion 22.

[0059] When the range extender system 100 is in normal working condition, the first rotating shaft 11 of the engine 1 drives the second rotating shaft 21 of the generator 2 to rotate in the positive direction through the first protrusion 12, and the engine 1 drives the generator 2 to generate electricity. For the convenience of description, the two adjacent first protrusions are named as the first protrusion A surface and the first protrusion B surface. When the detection element 3 detects that the second protrusion 22 contacts the first protrusion A surface, a signal is generated and sent to the control device. Please refer to Figure 1 , when rotating in the positive direction, the first rotating shaft 11 of the engine 1 is the driving shaft, the second rotating shaft 21 of the generator 2 is the driven shaft, the first protrusion A surface and the second protrusion 22 are in contact with each other, and the first protrusion B surface and the second protrusion 22 are spaced apart. At this time, the control device controls the torque output of the engine 1 and the speed of the generator 2 according to the vehicle power and torque requirements. The speed of the engine 1 is the same as the speed of the generator 2. In the power generation condition, the generator 2 applies a negative torque to the engine 1, and the engine 1 drags the generator 2 to generate electricity, thereby providing an additional energy source for the generator 2 and increasing the endurance of the range extender system 100; when the engine is stopped at idle speed, the control device controls the generator 2 to apply a negative torque to the engine 1, and the engine 1 is shut down after the engine 1 speed is reduced to idle speed, and the generator 2 also controls the speed to drop until it stops.

[0060] For normal shutdown procedures, refer to Figure 2When the engine 1 is shut down due to oil cut, the frictional resistance to rotation is large, and the speed drops faster. The first protrusion A surface and the second protrusion 22 are spaced apart from each other, and the first protrusion B surface is in contact with the second protrusion 22. When the generator 2 fails, the torque control accuracy of the generator 2 is poor, and it is still a negative torque. Moreover, the negative torque of the generator 2 is greater than the rotation resistance of the engine 1, so that the engine 1 is reversed. At this stage, the first protrusion A surface and the second protrusion 22 are in contact with each other, and the first protrusion B surface is spaced apart from the second protrusion 22. The detection element 3 converts the detected position information into a signal and sends it to the control device. The control device controls the generator 2 to shut down due to power cut, thereby preventing the engine 1 from continuously reversing and causing damage to the engine 1.

[0061] In addition, the detection member 3 can be a contact switch, which is arranged on one side of the first protrusion 12 or on one side of the second protrusion 22. In the present embodiment, the contact switch is arranged on the B side of the first protrusion, and has a triggering state in which the B side of the first protrusion is in contact with one side of the second protrusion 22, so that the contact switch is triggered, and a disconnecting state in which the A side of the first protrusion is in contact with the other side of the second protrusion 22, so that the contact switch is disconnected; by setting the contact switch, the actual rotation state of the engine 1 is directly reflected through a simple structure, so as to accurately and quickly judge whether the engine 1 is reversed; in another embodiment of the present invention, the detection member 3 can also be a visual camera, which detects whether the second protrusion 22 is in contact with the first protrusion 12 by video, so as to judge whether the engine 1 is reversed.

[0062] In the technical solution of the present invention, in the power generation condition, the generator 2 applies negative torque to the engine 1, and the engine 1 drags the generator 2 to generate electricity, thereby providing an additional energy source for the generator 2 and increasing the endurance of the range extender system 100; when the engine is stopped at idle, the control device controls the generator 2 to apply negative torque to the engine 1, and the engine 1 is shut down after the speed of the engine 1 is reduced to idle speed, and the generator 2 also controls the speed to decrease until it stops. When the generator 2 fails, the engine 1 is reversed by being dragged, and the detection component 3 detects whether the second protrusion 22 is in contact with the two adjacent first protrusions 12. The control device controls the ignition of the engine 1 and the start and stop of the generator 2 according to the relative position result of the detected first protrusion 12 and the second protrusion 22, thereby preventing the engine 1 from reversing and increasing the reliability of the range extender system 100.

[0063] It is understandable that since the oil pump of engine 1 cannot pump oil when it reverses, the bearing of engine 1 may be dragged and reversed without oil lubrication, causing damage. At this time, the oil pressure in the main oil channel of engine 1 is 0. For this reason, the range extender system 100 also includes an oil pressure detection device, which is provided on the engine 1 to detect the oil pressure of the engine 1. When a fault occurs, since parking and power-off are relatively high-level fault handling measures with certain risks (for example, when driving on the road, there is a certain risk of power failure of the vehicle), the relative positions of the first protrusion 12 and the second protrusion 22 are detected by the detection member 3, and the oil pressure detection device is cooperated to detect whether the oil pressure of the engine 1 is 0, so as to further determine whether the engine 1 is reversed, thereby increasing the reliability of the range extender system 100.

[0064] In another embodiment of the present invention, the range extender system 100 further includes a speed sensor, which is disposed on the first rotating shaft 11 to detect the speed of the first rotating shaft 11. By providing the speed sensor, the operating status of the range extender system 100 can be judged from multiple dimensions to prevent misjudgment.

[0065] The present invention further proposes an engine control method. Based on the above-mentioned range extender system 100, the engine control method includes the following steps:

[0066] S10. Determine the engine operating status;

[0067] S20. If the engine is in the ignition stage, obtain the current state of the trigger switch;

[0068] S30. If the engine is in the idle shutdown stage, obtain the current state of the trigger switch;

[0069] S40. Determine the engine operation state according to the correlation between the trigger switch state and the engine operation, thereby determining the engine fault level.

[0070] It is understandable that to determine whether the engine is reversed, a comprehensive judgment is required. First, it is limited to the process of starting or stopping the engine, because if the engine is in normal operation, the engine cannot reverse. If it reverses, it cannot ignite and operate normally. Please refer to Figure 1In one embodiment of the present invention, the detection member 3 is a contact switch, and the contact switch is arranged on one side of the first protrusion 12 or on one side of the second protrusion 22. In this embodiment, the contact switch is arranged on the B surface of the first protrusion, and has a triggering state in which the B surface of the first protrusion and one side of the second protrusion 22 are in contact with each other, so that the contact switch is triggered, and a disconnecting state in which the A surface of the first protrusion and the other side of the second protrusion 22 are in contact with each other, so that the contact switch is disconnected; when the engine is in the ignition stage, the generator reverses the engine to start, and the second rotating shaft 21 of the generator drives the first rotating shaft 11 of the engine to rotate in the positive direction through the second protrusion 22, the B surface of the first protrusion and the second protrusion 22 are in contact with each other, and the A surface of the first protrusion and the second protrusion 2 2 interval, the contact switch is triggered; after the engine is successfully started, the engine drags the motor to rotate and generate electricity. At this time, the first protrusion A surface and the second protrusion 22 are in contact with each other, the first protrusion B surface and the second protrusion 22 are spaced, and the contact switch is in the disconnected state; and when the engine speed is controlled to drop to idle speed, the first protrusion A surface and the second protrusion 22 are in contact with each other, the first protrusion B surface and the second protrusion 22 are spaced, and the contact switch will not be triggered; in the process from idle to shutdown, the engine is cut off from oil, the friction resistance of the engine rotation is large, and the engine speed drops faster. The first protrusion B surface and the second protrusion 22 are in contact with each other, and the first protrusion A surface and the second protrusion 22 are spaced. At this time, the contact switch is triggered until the engine is completely shut down, and the contact switch is always triggered. In the process of starting-generating-stopping, the contact switch is triggered-disconnected-triggered respectively. If the engine is reversed, the upper side of the tooth mechanism will contact each other, and there will be a gap on the lower side, and the contact switch will not be triggered.

[0071] See also Figure 4 , in one embodiment of the present invention, the state of the trigger switch includes a trigger state and a disconnected state;

[0072] The step of "obtaining the trigger switch state during the engine ignition phase" further includes:

[0073] S21. If the acquired trigger switch state changes from the trigger state to the disconnected state, it is determined that the engine rotates forward and the ignition is successful, and the engine has no faults.

[0074] When the engine is in the ignition stage, the generator reverses to start the engine, and the second rotating shaft 21 of the generator drives the first rotating shaft 11 of the engine to rotate in the positive direction through the second protrusion 22, the first protrusion B surface and the second protrusion 22 are in contact with each other, the first protrusion A surface and the second protrusion 22 are spaced apart, and the contact switch is in a triggered state; after the engine is successfully started, the engine drags the electric motor to rotate and generate electricity. At this time, the first protrusion A surface and the second protrusion 22 are in contact with each other, the first protrusion B surface and the second protrusion 22 are spaced apart, and the contact switch is in a disconnected state. Therefore, when the acquired trigger switch state changes from a triggered state to a disconnected state, it can be determined that the engine rotates forward and the ignition is successful, and the engine has no faults.

[0075] See also Figure 5 , in one embodiment of the present invention, the state of the trigger switch includes a trigger state and a disconnected state;

[0076] The step of “determining the engine operation state according to the correlation between the trigger switch state and the engine operation, thereby determining the engine fault level” includes:

[0077] S41: if the engine is in the ignition stage, obtain the current state of the trigger switch;

[0078] S42. If the contact switch remains in the triggered state, it is determined that the engine rotation direction is normal, but the engine is not started successfully, and it is determined to be a type 1 fault;

[0079] S43. If the contact switch remains in the disconnected state, the engine is determined to be reversed and determined to be a Class II fault, wherein the severity of the Class I fault is lower than that of the Class II fault.

[0080] It should be noted that, when the engine is successfully started, the engine speed increases and gradually becomes greater than that of the generator, so that the engine drags the generator to rotate and generate electricity. When the contact switch remains in the triggered state, it means that the first protrusion B surface is in contact with the second protrusion 22, and the engine speed does not increase, that is, the engine is not started successfully, and thus it is determined to be a Class I fault.

[0081] When the contact switch remains in the disconnected state, it means that the generator does not drive the engine to rotate forward, but the generator is still working, that is, the generator drives the engine to reverse, which is determined to be a Class II fault. Obviously, the severity of the engine reversal is greater than the failure to start successfully, that is, the severity of the Class I fault is lower than that of the Class II fault.

[0082] See also Figure 6In one embodiment of the present invention, the step of "if the contact switch remains in the triggered state, it is determined that the engine rotation direction is normal, but the engine fails to start, and is determined to be a type 1 fault" further includes the steps of:

[0083] S421. The engine speed does not exceed a first preset threshold;

[0084] The step of "if the contact switch remains in the off state, determining that the engine is reversed and determining it is a second-class fault" also includes the steps of:

[0085] S431. The engine speed does not exceed a second preset threshold and the oil pressure is 0.

[0086] It can be understood that the engine ignition requires a certain speed. When the second preset threshold (i.e., the ignition speed of the engine) is reached, the speed of the engine will rapidly increase to the first preset threshold. In this embodiment, the first preset threshold is 1300rpm and the second preset threshold is 400rpm. The present invention does not limit the specific values ​​and can be modified according to actual needs; the contact switch remains in the triggered state, indicating that the engine is maintaining forward rotation, and the engine oil pressure is greater than 0, indicating that the engine is in the forward rotation state, and the engine does not exceed the first preset threshold, which means that the engine has not started normally, and it is determined that the engine rotation direction is normal, but the start is not successful.

[0087] If the motor reverses during the ignition phase, the engine is dragged and reversed, and the contact switch is in the disconnected state, and the engine speed gradually increases. When the speed reaches the second preset threshold, an ignition signal is issued, and the engine cannot ignite successfully. The engine oil pressure is 0, and the speed cannot continue to increase and is maintained at the second preset threshold. Therefore, if the contact switch remains in the disconnected state, the engine speed does not exceed the second preset threshold, and the oil pressure is 0, the engine is judged to be reversed and determined to be a Class II fault. By detecting the engine speed and the engine oil pressure, the fault level of the engine can be more accurately judged.

[0088] See also Figure 7 In one embodiment of the present invention, the engine control method further includes:

[0089] S31. During the engine idle shutdown phase, obtaining the current state of the trigger switch, wherein the state of the trigger switch includes a trigger state and a disconnected state;

[0090] If the contact switch state changes from the triggered state to the disconnected state, it is judged that the engine is reversed and determined to be a Class III fault, wherein the engine speed is greater than 0 and the oil pressure is 0. The severity of the Class I fault is lower than that of the Class III fault, and the severity of the Class III fault is lower than that of the Class II fault.

[0091] In the process from idling to stopping, the engine is cut off from oil, the friction resistance of the engine rotation is large, the engine speed drops faster, the first protrusion B surface and the second protrusion 22 are in contact with each other, and the first protrusion A surface and the second protrusion 22 are spaced apart. At this time, the contact switch is triggered until the engine is completely stopped, and the contact switch is always triggered; if the engine is dragged and reversed, the contact switch changes from being triggered to not being triggered, and the engine speed is greater than 0, and the oil pressure is 0

[0092] When the generator fails, the torque control accuracy of the generator is poor, and it is still negative torque, and the negative torque of the generator is greater than the rotation resistance of the engine, so that the engine is dragged and reversed. At this stage, the first protrusion A surface and the second protrusion 22 are in contact with each other, and the first protrusion B surface and the second protrusion 22 are spaced apart, that is, the contact switch state changes from the trigger state to the disconnected state, and the engine speed is greater than 0, and the oil pressure is 0. It can be judged that the engine is reversed and determined to be a Class III fault. Obviously, although the engine is reversed at this time, due to the low generator speed and short reversal time, the degree of engine reversal is not high, and the severity is less than the Class II fault, that is, the severity of the Class I fault is lower than that of the Class III fault, and the severity of the Class III fault is lower than that of the Class II fault.

[0093] See also Figure 7 In one embodiment of the present invention, after the step of "obtaining the current state of the trigger switch during the engine idling shutdown phase", it also includes:

[0094] S32. If the contact switch remains in the triggered state, the engine speed gradually decreases to 0, and when the engine speed is greater than the third preset threshold, the oil pressure is always greater than 0, and it is determined that the engine has no fault.

[0095] For normal shutdown procedures, refer to Figure 2 , the frictional resistance of the engine rotation is larger, the speed drops faster, the first protrusion B surface and the second protrusion 22 are in contact with each other, and the first protrusion A surface and the second protrusion 22 are spaced apart, that is, the contact switch remains in the triggered state, then the engine speed gradually drops to 0, and when the engine speed is greater than the third preset threshold, the oil pressure is always greater than 0, and it is determined that the engine has no fault.

[0096] See also Figure 8In one embodiment of the present invention, the step of "determining the engine operation state according to the correlation between the trigger switch state and the engine operation, thereby determining the engine fault level" includes:

[0097] S50. According to the fault level of the engine, an instruction to control the ignition of the engine and the start and stop of the generator is issued.

[0098] It is understandable that different fault levels have different severities and require different treatment measures. Specifically, the step of "issuing instructions for controlling the ignition of the engine and the start and stop of the generator according to the fault level of the engine" includes:

[0099] S51. When a type of fault occurs, the driver is notified of the fault information and prompted to perform maintenance.

[0100] When a type of fault occurs, the engine rotates in a normal direction, but fails to start successfully, which is not likely to cause danger. It only needs to remind the driver to repair it.

[0101] Furthermore, since there are many reasons for the occurrence of a type I fault, such as spark plug blockage, oil pump failure, sensor failure, etc., or accidental factors such as abnormal air flow, the step of "notifying the driver of the fault information and reminding maintenance when a type I fault occurs" also includes:

[0102] S511. Control the engine to try multiple ignition start;

[0103] S512: If the engine ignition is successful, continue driving.

[0104] Through multiple ignitions, accidental factors of the engine can be eliminated and misjudgment can be prevented.

[0105] In addition, the step of “issuing an instruction to control the ignition of the engine and the start and stop of the generator according to the fault level of the engine” also includes:

[0106] S52. When a second type of fault occurs, determine the stage at which the fault occurs;

[0107] S521. If the engine is in the ignition stage, the engine ignition start is prohibited;

[0108] S522: If the engine is in the idle shutdown stage, control the generator to be powered off.

[0109] When a Type II fault occurs, the engine will cause a long period of reverse rotation and will need to be shut down immediately. To this end, if the engine is in the ignition stage, further ignition and start-up are prohibited. If the engine is in the idle shutdown stage, the generator is directly powered off to prevent the engine from continuing to be dragged in reverse and causing greater damage to the engine.

[0110] In one embodiment of the present invention, the step of "issuing an instruction to control the ignition of the engine and the start and stop of the generator according to the fault level of the engine" further includes:

[0111] S53. When the engine is determined to be a Class III fault, the maintenance time of the engine speed not being 0 and the oil pressure being 0 is recorded;

[0112] S531. If the maintenance time is less than the preset time, record the engine reversal fault information and issue a command to the driver to pull over and wait for assistance;

[0113] S532. If the maintenance time is greater than or equal to the preset time, the fault level of the engine is upgraded to a Class II fault.

[0114] When a third type of fault occurs, the engine will reverse due to the fault of the generator, and the generator may only have a short-term fault. Stopping the vehicle and cutting off the power is a relatively high-level fault handling countermeasure, which is dangerous (for example, when driving on the road, there is a certain risk of power failure). Therefore, when a third type of fault occurs, the vehicle will not be immediately triggered to stop and cut off the power. For this reason, the preset time is set. When the maintenance time is less than the preset time, the engine reversal time is not long, and the damage to the engine is not serious. The driver has time to pull over and wait for rescue; when the maintenance time is greater than or equal to the preset time, the engine may have problems at any time, causing danger, and needs to be stopped immediately. For this reason, the fault level of the engine is upgraded to the most serious second type of fault, and the generator is controlled to cut off the power and stop the vehicle, thereby improving the reliability of the engine.

[0115] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A range extender system, characterized in that: include: The engine comprises a first rotating shaft, wherein a plurality of first protrusions are convexly disposed on an end surface of the first rotating shaft along an axial direction, and the plurality of first protrusions are arranged along a circumferential direction of the first rotating shaft; A generator, comprising a second rotating shaft coaxially arranged with the first rotating shaft, a plurality of second protrusions protruding from an end surface of the second rotating shaft facing the first rotating shaft, the plurality of second protrusions being arranged at intervals along a circumferential direction of the second rotating shaft and staggered from the plurality of first protrusions; A detection member, used for detecting the relative position of the first bump and the second bump; as well as, A control device, electrically connected to the engine, the generator and the detection element, for controlling the ignition of the engine and the start and stop of the generator according to the detection result of the detection element; Among the side surfaces of two adjacent first bumps, when one side surface contacts the corresponding second bump, the other side surface is spaced apart from the second bump.

2. The range extender system according to claim 1, characterized in that: The range extender system further includes: a rotation speed sensor, disposed on the first rotating shaft, for detecting the rotation speed of the first rotating shaft; and / or, The oil pressure detection device is arranged on the engine and is used for detecting the oil pressure of the engine.

3. An engine control method, based on the range extender system according to any one of claims 1 to 2, characterized in that: The detection member includes a trigger switch; The engine control method comprises the following steps: Determine the working status of the engine; If it is in the engine ignition stage, obtain the current state of the trigger switch; If the engine is in the idle shutdown stage, obtain the current state of the trigger switch; The engine operation state is determined according to the correlation between the trigger switch state and the engine operation, thereby determining the engine fault level.

4. The engine control method according to claim 3, characterized in that: The state of the trigger switch includes a trigger state and a disconnect state; The step of "obtaining the trigger switch state during the engine ignition stage" further includes: If the acquired trigger switch state changes from the trigger state to the disconnected state, it is determined that the engine is rotating in the forward direction and the ignition is successful, and the engine has no faults.

5. The engine control method according to claim 3, characterized in that: The detection member includes a trigger switch, and the state of the trigger switch includes a trigger state and a disconnected state; The step of "determining the engine operation state according to the correlation between the trigger switch state and the engine operation, thereby determining the engine fault level" includes: If it is in the engine ignition stage, obtain the current state of the trigger switch; If the contact switch remains in the triggered state, it is determined that the engine rotation direction is normal, but the engine fails to start, which is determined to be a Class I fault; If the contact switch remains in the disconnected state, the engine is determined to be reversed, which is determined to be a second-type fault, wherein the severity of the first-type fault is lower than that of the second-type fault.

6. The engine control method according to claim 5, characterized in that: In the step of "if the contact switch remains in the triggered state, it is determined that the engine rotation direction is normal, but the engine fails to start, and is determined to be a type 1 fault", the engine speed does not exceed the first preset threshold value, and the oil pressure is greater than 0; In the step of "if the contact switch remains in the disconnected state, it is determined that the engine is reversed and determined to be a second type of fault", the engine speed does not exceed the second preset threshold value and the oil pressure is 0.

7. The engine control method according to claim 6, characterized in that: The engine control method further includes: During the engine idle stop phase, obtaining the current state of the trigger switch, wherein the state of the trigger switch includes a trigger state and a disconnected state; If the contact switch state changes from the triggered state to the disconnected state, it is judged that the engine is reversed and determined to be a Class III fault, wherein the engine speed is greater than 0 and the oil pressure is 0. The severity of the Class I fault is lower than that of the Class III fault, and the severity of the Class III fault is lower than that of the Class II fault.

8. The engine control method according to claim 7, characterized in that: After the step of "obtaining the current state of the trigger switch during the engine idling shutdown phase", the method further includes: If the contact switch remains in the triggered state, the engine speed gradually decreases to 0, and when the engine speed is greater than a third preset threshold, the oil pressure is always greater than 0, and it is determined that the engine has no fault.

9. The engine control method according to claim 3, characterized in that: The step of "determining the engine operation state according to the correlation between the trigger switch state and the engine operation, thereby determining the engine fault level" includes: According to the fault level of the engine, an instruction to control the ignition of the engine and the start and stop of the generator is issued.

10. The engine control method according to claim 9, characterized in that: The step of "issuing an instruction to control the ignition of the engine and the start and stop of the generator according to the fault level of the engine" also includes: When the engine is judged to be a Category III fault, the time during which the engine speed is not 0 and the oil pressure is 0 is recorded; If the maintenance time is less than the preset time, the engine reversal fault information is recorded and an instruction is issued to the driver to pull over and wait for assistance; If the maintenance time is greater than or equal to the preset time, the fault level of the engine is upgraded to a second-class fault.

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