Range extender system and engine control method

Abstract

This invention discloses a range extender system and an engine control method, relating to the field of range extender technology. The range extender system includes an engine, a generator, a detection element, and a control device. The engine includes a first rotating shaft with a plurality of first protrusions protruding from one end face along the axial direction, arranged circumferentially along the first rotating shaft. The generator includes a second rotating shaft coaxially arranged with the first rotating shaft, and a plurality of second protrusions protruding from the end face of the second rotating shaft facing the first rotating shaft. The detection element is used to detect the relative positions of the first and second protrusions. The control device is electrically connected to the engine, generator, and detection element, and is used to control engine ignition and generator start / stop based on the detection results of the detection element. The control device of this invention controls engine ignition and generator start / stop based on the detection results, thereby preventing engine reverse rotation and increasing the reliability of the range extender system.

Description

Technical Field

[0001] This invention relates to the field of range extender technology, and in particular to a range extender system and an engine control method. Background Technology

[0002] In hybrid vehicles equipped with gasoline engines, the engine may be dragged backwards and reversed under certain operating conditions, causing the engine to run in reverse without oil, ultimately damaging the engine bearings.

[0003] Existing technologies ensure correct zero-point calibration of the motor and controller at the factory. However, if the motor or controller fails and is replaced without recalibrating the zero point, an incorrect motor zero point may occur. Alternatively, if both the motor and controller fail, the engine may be dragged backwards by the motor. Summary of the Invention

[0004] The main objective of this invention is to propose a range extender system and an engine control method, which aims to detect whether the engine is being dragged and reversed when the engine is in reverse, thereby stopping the engine in time to protect it.

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

[0006] An engine includes a first rotating shaft, and a plurality of first protrusions are provided on one end face of the first rotating shaft along the axial direction, the plurality of first protrusions being arranged along the circumferential direction of the first rotating shaft;

[0007] The generator includes a second rotating shaft coaxially arranged with the first rotating shaft. The end face of the second rotating shaft facing the first rotating shaft is provided with a plurality of second protrusions. The plurality of second protrusions are arranged at intervals along the circumferential direction of the second rotating shaft and are staggered from the plurality of first protrusions.

[0008] A detection element, used to detect the relative position of the first protrusion and the second protrusion; and,

[0009] A control device, electrically connected to the engine, the generator, and the detection device, is used to control the ignition of the engine and the start / stop of the generator based on the detection result of the detection device;

[0010] In this configuration, when one side of two adjacent first protrusions contacts the corresponding second protrusion, the other side is spaced apart from the second protrusion.

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

[0012] A speed sensor, disposed on the first rotating shaft, is used to detect the rotational speed of the first rotating shaft; and / or,

[0013] An oil pressure detection device is installed on the engine to detect the engine oil pressure.

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

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

[0016] Determine the engine's operating status;

[0017] If the engine is ignited, obtain the current state of the trigger switch;

[0018] If the engine is idling and stopped, obtain the current state of the trigger switch;

[0019] Based on the correlation between the state of the trigger switch and the engine operation, the engine operating state is determined, thereby determining the engine's fault level.

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

[0021] The step of "determining the engine operating state based on the correlation between the trigger switch state and engine operation, thereby determining the engine fault level" includes:

[0022] If the engine is ignited, 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 it has not started successfully, which is identified as a type of fault.

[0024] If the contact switch remains in the open state, the engine is determined to be in reverse, which is classified as a Class II fault, wherein the severity of the Class I fault is lower than that of the Class II fault.

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

[0026] The step of "obtaining the trigger switch status during the engine ignition phase" is followed by:

[0027] If the obtained state of the trigger switch changes from the triggered state to the open state, it is determined that the engine is rotating in the forward direction and ignition is successful, and the engine is fault-free.

[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 has not started successfully, and it is identified as a type of fault", the engine speed does not exceed the first preset threshold and the oil pressure is greater than 0.

[0029] In the step of "if the contact switch remains in the open state, then determine that the engine is reversing and is identified as a type II 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 idling stop phase, the current state of the trigger switch is obtained, wherein the state of the trigger switch includes a triggered state and an open state;

[0032] If the contact switch changes from the triggered state to the open state, it is determined that the engine is reversing, which is classified as a Class III fault. 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 idling stop 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 the third preset threshold, the oil pressure remains greater than 0, indicating that the engine is fault-free.

[0035] In one embodiment, the step of "determining the engine operating state based on the correlation between the trigger switch state and engine operation, thereby determining the engine fault level" includes the following:

[0036] Based on the engine's fault level, commands are issued to control the engine's ignition and the generator's start / stop.

[0037] In one embodiment, the step of "issuing a command to control the ignition of the engine and the start / stop of the generator according to the fault level of the engine" further includes:

[0038] When the engine is identified as having a Class III fault, record the duration during which the engine speed is not zero and the oil pressure is zero.

[0039] If the duration is less than the preset time, record the fault information of the engine reversing and issue an instruction to the driver to pull over and wait for assistance.

[0040] If the duration is greater than or equal to the preset time, the engine's fault level will be upgraded to a Class II fault.

[0041] In the technical solution of this invention, during power generation, the generator applies negative torque to the engine, which drives the generator to generate electricity, thereby providing an additional energy source for the generator and increasing the range extender system's range. During idle stop, the control device controls the generator to apply negative torque to the engine, reducing the engine speed to idle and then cutting off fuel to stop the engine. The generator also controls its speed to decrease until it stops. When the generator fails, the engine is dragged in reverse. The detection device detects whether the second protrusion is in contact with the sides of the two adjacent first protrusions. Based on the detected relative positions of the first and second protrusions, the control device controls the engine ignition and the generator's start and stop, thereby preventing the engine from reversing and increasing the reliability of the range extender system. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, 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 the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

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

[0044] Figure 2 for Figure 1 A schematic diagram of the structure in contact between the B-side of the first protrusion and the second protrusion;

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

[0046] Figure 4 for Figure 3 Flowchart following steps S20;

[0047] Figure 5 for Figure 3 Flowchart of steps in S40;

[0048] Figure 6 for Figure 5 A flowchart of steps S42 in the middle;

[0049] Figure 7 for Figure 3 A flowchart of the steps in S30;

[0050] Figure 8 for Figure 3 The flowchart following step S40.

[0051] Explanation of icon numbers:

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

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

[0054] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort 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 positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0056] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0057] This invention proposes a range extender system 100.

[0058] Please see Figure 1In one embodiment of the present invention, the range extender system 100 includes an engine 1, a generator 2, a detection element 3, and a control device. The engine 1 includes a first rotating shaft 11, and a plurality of first protrusions 12 are protruding from one end face of the first rotating shaft 11 along the axial direction. 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 disposed with the first rotating shaft 11. A plurality of second protrusions 22 are protruding from the end face of the second rotating shaft 21 facing the first rotating shaft 11. 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 from the plurality of first protrusions 12; the detection element 3 is used to detect the relative position 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 element 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 result of the detection element 3; wherein, when one side of two adjacent first protrusions 12 contacts the corresponding second protrusion 22, the other side is spaced apart from the second protrusion 22.

[0059] Under normal operating conditions, 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 via the first protrusion 12, and the engine 1 drives the generator 2 to generate electricity. For ease of description, the two adjacent first protrusions are named the first protrusion A surface and the first protrusion B surface. When the detection element 3 detects that the second protrusion 22 is in contact with the first protrusion A surface, a signal is generated and sent to the control device. Please refer to [reference needed]. Figure 1 When rotating in the positive direction, the first rotating shaft 11 of the engine 1 is the drive shaft, and the second rotating shaft 21 of the generator 2 is the driven shaft. The first protrusion A surface is in contact with the second protrusion 22, and the first protrusion B surface is spaced apart from the second protrusion 22. 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's power and torque requirements. The speed of the engine 1 is the same as the speed of the generator 2. In the power generation mode, the generator 2 applies negative torque to the engine 1, and the engine 1 drives the generator 2 to generate electricity, thereby providing the generator 2 with an additional energy source and increasing the range extender system 100's range. When idling and stopping, the control device controls the generator 2 to apply negative torque to the engine 1, reducing the engine 1 speed to idle and then cutting off fuel to stop the engine 1. The generator 2 also controls its speed to decrease until it stops.

[0060] For the normal shutdown process, please refer to... Figure 2When the fuel supply is cut off and the engine stops, the frictional resistance of the engine 1 is large, and the speed drops faster. The first protrusion A surface and the second protrusion 22 are spaced apart, while the first protrusion B surface is in contact with the second protrusion 22. However, when the generator 2 malfunctions, the torque control accuracy of the generator 2 is poor, and it still has negative torque. Moreover, the negative torque of the generator 2 is greater than the rotational resistance of the engine 1, causing the engine 1 to be dragged and reversed. During this stage, the first protrusion A surface and the second protrusion 22 are in contact, while 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 cut off power and stop, thereby preventing the engine 1 from continuing to reverse and causing damage to the engine 1.

[0061] Furthermore, the detection element 3 can be a contact switch, which is disposed on one side of the first protrusion 12 or on one side of the second protrusion 22. In this embodiment, the contact switch is disposed on the B side of the first protrusion, having a triggered state in which the B side of the first protrusion and one side of the second protrusion 22 are in contact with each other to trigger the contact switch, and an open state in which the A side of the first protrusion and the other side of the second protrusion 22 are in contact with each other to open the contact switch. By setting the contact switch, the actual rotation state of the engine 1 can be directly reflected through a simple structure, thereby accurately and quickly determining whether the engine 1 is rotating in reverse. In another embodiment of the present invention, the detection element 3 can also be a vision camera, which detects whether the second protrusion 22 is in contact with the first protrusion 12 by imaging, thereby determining whether the engine 1 is rotating in reverse.

[0062] In the technical solution of this invention, during power generation, the generator 2 applies negative torque to the engine 1, and the engine 1 drives the generator 2 to generate electricity, thereby providing the generator 2 with an additional energy source and increasing the range extender system 100's range. During idle stop, the control device controls the generator 2 to apply negative torque to the engine 1, reducing the engine 1 speed to idle and then cutting off fuel to stop the engine 1. The generator 2 also controls its speed to decrease until it stops. When the generator 2 fails, the engine 1 is dragged in reverse. The detection element 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 / stop of the generator 2 based on the detected relative positions of the first protrusions 12 and the second protrusions 22, thereby preventing the engine 1 from reversing and increasing the reliability of the range extender system 100.

[0063] Understandably, when the oil pump of engine 1 reverses, it cannot pump oil, which can cause the engine 1 bearings to be dragged in reverse due to lack of oil lubrication, resulting in damage. At this time, the oil pressure in the main oil passage of engine 1 is 0. Therefore, the range extender system 100 also includes an oil pressure detection device, which is installed on engine 1 to detect the oil pressure of engine 1. When a fault occurs, since stopping and cutting off power is a relatively high-level fault handling measure with certain risks (for example, there is a certain risk of vehicle power failure while driving on the road), the detection element 3 detects the relative position of the first protrusion 12 and the second protrusion 22 and cooperates with the oil pressure detection device to detect whether the oil pressure of engine 1 is 0, thereby further determining whether engine 1 has reversed, 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 disposed on the first rotating shaft 11 to detect the rotational speed of the first rotating shaft 11. By setting the speed sensor, the operating status of the range extender system 100 can be determined from multiple dimensions to prevent misjudgment.

[0065] The present invention also proposes an engine control method based on the above-described range extender system 100, the engine control method comprising the following steps:

[0066] S10. Determine the engine operating status;

[0067] S20. If it is during the engine ignition phase, obtain the current state of the trigger switch;

[0068] S30. If the engine is idling and stopped, obtain the current state of the trigger switch;

[0069] S40. Based on the correlation between the state of the trigger switch and the engine operation, determine the engine operating state, thereby determining the engine fault level.

[0070] Understandably, determining whether the engine is being towed requires a comprehensive assessment. First, it must be limited to the starting or stopping process, because if the engine is running normally, it cannot reverse; if it did, it would be unable to ignite and operate normally. Please refer to [the relevant documentation / reference]. Figure 1In one embodiment of the present invention, the detection element 3 is a contact switch, which is disposed on one side of the first protrusion 12 or on one side of the second protrusion 22. In this embodiment, the contact switch is disposed on the B side of the first protrusion, having a triggered state in which the B side of the first protrusion and one side of the second protrusion 22 are in contact with each other to trigger the contact switch, and an open state in which the A side of the first protrusion and the other side of the second protrusion 22 are in contact with each other to open the contact switch. When the engine is in the ignition stage, the generator reverses and starts the engine. The second rotating shaft 21 of the generator drives the first rotating shaft 11 of the engine to rotate in the forward direction through the second protrusion 22. The B side of the first protrusion is in contact with the second protrusion 22, and the A side of the first protrusion is in contact with the second protrusion 22. 2. Interval: The contact switch is triggered. After the engine starts successfully, the engine drives the motor to generate electricity. At this time, the first protrusion A surface is in contact with the second protrusion 22, and the first protrusion B surface is spaced apart from the second protrusion 22, so the contact switch is in the open state. When the engine speed drops to idle speed, the first protrusion A surface is in contact with the second protrusion 22, and the first protrusion B surface is spaced apart from the second protrusion 22, so the contact switch is not triggered. During the process from idle speed to shutdown, the engine fuel is cut off, the frictional resistance of the engine rotation is large, and the engine speed drops faster. The first protrusion B surface is in contact with the second protrusion 22, and the first protrusion A surface is spaced apart from the second protrusion 22, so the contact switch is triggered. The contact switch is continuously triggered until the engine completely stops. For the range extender, the contact switch is triggered-open-triggered respectively during the start-generate-stop process. If the engine reverses, the upper sides of the jaw mechanism will be in contact with each other, while the lower side will have a gap, so the contact switch will not be triggered.

[0071] Please see Figure 4 In one embodiment of the present invention, the state of the trigger switch includes a triggered state and an open state;

[0072] The step of "obtaining the trigger switch status during the engine ignition phase" is followed by:

[0073] S21. If the obtained state of the trigger switch changes from the triggered state to the open state, it is determined that the engine is rotating in the forward direction and ignition is successful, and the engine is fault-free.

[0074] When the engine is in the ignition stage, the generator pulls the engine in reverse to start it. The second rotating shaft 21 of the generator drives the first rotating shaft 11 of the engine to rotate in the forward direction through the second protrusion 22. The B surface of the first protrusion is in contact with the second protrusion 22, and the A surface of the first protrusion is spaced apart from the second protrusion 22. The contact switch is in the triggered state. After the engine starts successfully, the engine drives the electric motor to rotate and generate electricity. At this time, the A surface of the first protrusion is in contact with the second protrusion 22, and the B surface of the first protrusion is spaced apart from the second protrusion 22. The contact switch is in the open state. Therefore, when the obtained state of the trigger switch changes from the triggered state to the open state, it can be determined that the engine is rotating in the forward direction and ignition is successful, and the engine is fault-free.

[0075] Please see Figure 5 In one embodiment of the present invention, the state of the trigger switch includes a triggered state and an open state;

[0076] The step of "determining the engine operating state based on the correlation between the trigger switch state and engine operation, thereby determining the engine fault level" includes:

[0077] If S41 is in the engine ignition phase, it obtains 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 it has not started successfully, and this is identified as a type of fault.

[0079] S43. If the contact switch remains in the open state, the engine is determined to be in reverse and identified as 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 after the engine starts successfully, the engine speed increases and gradually exceeds that of the generator, so that the engine drives 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 has not started successfully, and is therefore judged as a type of fault.

[0081] When the contact switch remains in the open state, it indicates that the generator is not driving the engine to rotate forward, but the generator is still working, that is, the generator is driving the engine to rotate in reverse, which is determined to be a type II fault. Obviously, the severity of engine reversal is greater than the failure to start, that is, the severity of type I fault is lower than that of type II fault.

[0082] Please see 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 has not started successfully, and this is identified as a type of fault" further includes the step of:

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

[0084] The step of "if the contact switch remains in the open state, then determine that the engine is reversing and identify it as a type II fault" further includes the following step:

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

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

[0087] If the motor reverses during the ignition phase, the engine is dragged in reverse. At this time, the contact switch is open, and the engine speed gradually increases. When the speed reaches a second preset threshold, an ignition signal is sent. However, the engine fails to ignite, the engine oil pressure is 0, and the speed cannot continue to increase, remaining at the second preset threshold. Therefore, if the contact switch remains open, the engine speed does not exceed the second preset threshold, and the oil pressure is 0, the engine is judged to be reversing, and this is identified as a Class II fault. By detecting the engine speed and engine oil pressure, the fault level of the engine can be determined more accurately.

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

[0089] S31. During the engine idling stop phase, obtain the current state of the trigger switch, wherein the state of the trigger switch includes a triggered state and an open state;

[0090] If the contact switch changes from the triggered state to the open state, it is determined that the engine is reversing, which is classified as a Class III fault. 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] During the process from idling to shutdown, the engine oil is cut off, the frictional resistance of the engine rotation is greater, and the engine speed drops more rapidly. The first protrusion B surface and the second protrusion 22 are in contact with each other, while the first protrusion A surface and the second protrusion 22 are spaced apart. At this time, the contact switch is triggered and remains triggered until the engine completely stops. If the engine is towed in reverse, 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 malfunctions, its torque control accuracy is poor, resulting in negative torque. This negative torque exceeds the engine's rotational resistance, causing the engine to be dragged and reversed. During this phase, the first protrusion A surface is in contact with the second protrusion 22, while the first protrusion B surface remains separated from the second protrusion 22. This means the contact switch changes from a triggered state to an open state. Furthermore, the engine speed is greater than 0, and the oil pressure is 0, indicating engine reversal, classifying it as a type three fault. Clearly, although the engine reverses, the low generator speed and short reversal time result in a low degree of engine reversal, making its severity less than that of type two faults. In other words, the severity of type one faults is lower than that of type three faults, and the severity of type three faults is lower than that of type two faults.

[0093] Please see 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 stop phase", the method further 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 the engine is determined to be fault-free.

[0095] For the normal shutdown process, please refer to... Figure 2 The engine has a large frictional resistance to rotation, and its speed drops faster. The first protrusion B surface is in contact with the second protrusion 22, and the first protrusion A surface is spaced apart from the second protrusion 22. That is, the contact switch is kept 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 the engine is determined to be fault-free.

[0096] Please see Figure 8In one embodiment of the present invention, the step of "determining the engine operating state based on the correlation between the trigger switch state and engine operation, thereby determining the engine fault level" includes the following:

[0097] S50. Based on the engine's fault level, issue commands to control the engine ignition and the generator start / stop.

[0098] Understandably, different fault levels have different degrees of severity and require different handling measures. Specifically, the step of "issuing commands to control the engine ignition and the generator start / stop according to the engine fault level" includes:

[0099] S51. When a Class I fault occurs, notify the driver of the fault information and remind them to repair it.

[0100] When a certain type of fault occurs, the engine rotates in the normal direction but fails to start. This is unlikely to cause danger and only requires reminding the driver to have it repaired.

[0101] Furthermore, since there are many reasons that can cause a Class I malfunction, such as spark plug blockage, fuel pump failure, sensor failure, or even accidental factors like abnormal airflow, the procedure of "notifying the driver of the malfunction information and reminding them to repair when a Class I malfunction occurs" also includes:

[0102] S511. Control the engine to attempt multiple ignition starts;

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

[0104] By igniting the engine multiple times, accidental engine factors can be eliminated, and misjudgments can be prevented.

[0105] Furthermore, the step of "issuing commands to control the ignition of the engine and the start / stop of the generator according to the engine's fault level" also includes:

[0106] S52. When a Class II fault occurs, determine the stage at which the fault occurred;

[0107] S521. If the engine ignition phase is being carried out, the engine ignition and starting process is prohibited;

[0108] S522. If the generator is shut down during engine idling, control the generator to disconnect from power.

[0109] When a Class II fault occurs, it will cause the engine to run in reverse for an extended period of time, requiring immediate shutdown. Therefore, if the engine is in the ignition stage, further ignition and starting should be prohibited. If the engine is in the idling shutdown stage, the generator should be disconnected to prevent the engine from being dragged backward and causing further damage.

[0110] In one embodiment of the present invention, the step of "issuing a command to control the ignition of the engine and the start / 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, record the duration during which the engine speed is not 0 and the oil pressure is 0.

[0112] S531. If the maintenance time is less than the preset time, record the fault information of the engine reversal and issue an instruction 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 Class III fault occurs, the generator failure causes the engine to reverse. Since the generator failure may be short-term, shutting down and cutting off power is a relatively high-level fault handling measure and carries certain risks (e.g., a vehicle losing power while driving poses a risk). Therefore, a preset time is set. If the duration is less than the preset time, the engine reversal time is short, the damage to the engine is not severe, and the driver has time to pull over and wait for assistance. However, if the duration is greater than or equal to the preset time, the engine may malfunction at any time, causing danger and requiring immediate shutdown. Therefore, the engine fault level is upgraded to the most severe Class II fault, controlling the generator to shut down and improve engine reliability.

[0115] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A range extender system, characterized in that, include: An engine includes a first rotating shaft, and a plurality of first protrusions are provided on one end face of the first rotating shaft along the axial direction, the plurality of first protrusions being arranged along the circumferential direction of the first rotating shaft; The generator includes a second rotating shaft coaxially arranged with the first rotating shaft. The end face of the second rotating shaft facing the first rotating shaft is provided with a plurality of second protrusions. The plurality of second protrusions are arranged at intervals along the circumferential direction of the second rotating shaft and are staggered from the plurality of first protrusions. A detection element is used to detect the relative position of the first protrusion and the second protrusion. as well as, A control device, electrically connected to the engine, the generator, and the detection device, is used to control the ignition of the engine and the start / stop of the generator based on the detection result of the detection device; In this configuration, when one side of two adjacent first protrusions contacts the corresponding second protrusion, the other side is spaced apart from the second protrusion.

2. The range extender system as described in claim 1, characterized in that, The range extender system also includes: A speed sensor, disposed on the first rotating shaft, is used to detect the rotational speed of the first rotating shaft; and / or, An oil pressure detection device is installed on the engine to detect the engine oil pressure.

3. An engine control method, based on a range extender system as described in any one of claims 1 to 2, characterized in that, The detection device includes a trigger switch; The engine control method includes the following steps: Determine the engine's operating status; If the engine is ignited, obtain the current state of the trigger switch; If the engine is idling and stopped, obtain the current state of the trigger switch; Based on the correlation between the state of the trigger switch and the engine operation, the engine operating state is determined, thereby determining the engine's fault level.

4. The engine control method as described in claim 3, characterized in that, The state of the trigger switch includes a triggered state and an open state; The step of "obtaining the trigger switch status during the engine ignition phase" is followed by: If the obtained state of the trigger switch changes from the triggered state to the open state, it is determined that the engine is rotating in the forward direction and ignition is successful, and the engine is fault-free.

5. The engine control method as described in claim 3, characterized in that, The detection element includes a trigger switch, and the state of the trigger switch includes a triggered state and an open state; The step of "determining the engine operating state based on the correlation between the trigger switch state and engine operation, thereby determining the engine fault level" includes: If the engine is ignited, 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 it has not started successfully, which is identified as a type of fault. If the contact switch remains in the open state, the engine is determined to be in reverse, which is classified as a Class II fault, wherein the severity of the Class I fault is lower than that of the Class II fault.

6. The engine control method as described in 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 it has not started successfully and is identified as a type of fault", the engine speed does not exceed the first preset threshold and the oil pressure is greater than 0. In the step of "if the contact switch remains in the open state, then the engine is determined to be in reverse and identified as a type II fault", the engine speed does not exceed the second preset threshold and the oil pressure is 0.

7. The engine control method as described in claim 6, characterized in that, The engine control method further includes: During the engine idling stop phase, the current state of the trigger switch is obtained, wherein the state of the trigger switch includes a triggered state and an open state; If the contact switch changes from the triggered state to the open state, it is determined that the engine is reversing, which is classified as a Class III fault. 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 as described in claim 7, characterized in that, Following the step of "obtaining the current state of the trigger switch during the engine idling stop 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 the third preset threshold, the oil pressure remains greater than 0, indicating that the engine is fault-free.

9. The engine control method as described in claim 3, characterized in that, The step of "determining the engine operating state based on the correlation between the trigger switch state and engine operation, thereby determining the engine fault level" is followed by: Based on the engine's fault level, commands are issued to control the engine's ignition and the generator's start / stop.

10. The engine control method as described in claim 9, characterized in that, The step of "issuing commands to control the ignition of the engine and the start / stop of the generator according to the engine's fault level" also includes: When the engine is identified as having a Class III fault, record the duration during which the engine speed is not zero and the oil pressure is zero. If the duration is less than the preset time, record the fault information of the engine reversing and issue an instruction to the driver to pull over and wait for assistance. If the duration is greater than or equal to the preset time, the engine's fault level will be upgraded to a Class II fault.

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