Engine control method, engine system and vehicle

Abstract

The invention discloses a control method of an engine, an engine system and a vehicle, relates to the technical field of engines, and aims to solve the problems that the performance of the engine is unstable when the engine is started, shaking and abnormal sound are prone to occurring, or starting is difficult, so that the comfort of the vehicle is affected due to noise, vibration and the like of the vehicle. And the driving experience feeling of people in the vehicle is poor. The control method of the engine comprises the steps that when preset conditions are met, the phase of a camshaft relative to a crankshaft is adjusted; the preset conditions include that the rotating speed of the crankshaft is larger than or equal to 0 rpm and smaller than or equal to 200 rpm, and the relative angle difference between the crankshaft and the cam shaft is the phase. The engine comprises an air cylinder, a piston located in the air cylinder, a crankshaft in transmission connection with the piston and a cam shaft in transmission connection with the crankshaft.

Description

Technical Field

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

[0002] With the development of the automobile industry, users have higher and higher requirements for vehicle comfort, power, fuel economy and other aspects. The engine, as the core component of the car, has a great impact on these performances of the car.

[0003] In the related technology, whether it is a traditional fuel vehicle or a hybrid vehicle, when the engine needs to be started during the vehicle's start or operation, the engine's performance is unstable, and it is easy to have problems such as shaking, abnormal noise or difficulty starting, causing the vehicle to produce noise, vibration, etc. and affecting its comfort, which in turn leads to a poor driving experience for the people in the car. Summary of the invention

[0004] The purpose of the present invention is to provide an engine control method, an engine system and a vehicle, aiming to solve the problem that the engine performance is unstable at startup, and is prone to shaking, abnormal noise or difficulty in starting, causing the vehicle to generate noise, vibration, etc. and affecting its comfort, thereby leading to a poor driving experience for the occupants of the vehicle.

[0005] In order to achieve the above object, the present invention adopts the following technical scheme:

[0006] An embodiment of the first aspect of the present invention provides a method for controlling an engine, wherein the engine includes a cylinder, a piston in the cylinder, a crankshaft transmission-connected to the piston, and a camshaft transmission-connected to the crankshaft, wherein the control method includes: when a preset condition is met, adjusting the phase of the camshaft relative to the crankshaft; the preset condition includes the rotation speed of the crankshaft being greater than or equal to 0 rpm and less than or equal to 200 rpm.

[0007] According to the engine control method of the embodiment of the present invention, the phase of the camshaft relative to the crankshaft can be adjusted according to the state and requirements of the engine at the time of starting, so as to optimize the stability of the engine performance, reduce or avoid problems such as engine jitter, abnormal noise or difficulty in starting, thereby effectively improving the driving experience of the occupants of the vehicle; for example, by adjusting the phase of the camshaft relative to the crankshaft, the opening and closing moment of the intake valve of the cylinder in the compression stroke of the engine can be changed, which is conducive to reducing the cylinder pressure of the engine during the starting process, thereby effectively reducing the jitter level of the engine starting process. In addition, by setting the preset condition for adjusting the phase of the camshaft relative to the crankshaft to the crankshaft speed being greater than or equal to 0rpm and less than or equal to 200rpm, when the crankshaft is within this speed range, the difficulty of phase adjustment is low and easy to implement.

[0008] In some embodiments, the preset condition includes a rotation speed of the crankshaft being greater than or equal to 0 rpm and less than or equal to 20 rpm.

[0009] In some embodiments, the control method further includes: determining a position of the piston currently in a compression stroke; and adjusting a phase of the camshaft relative to the crankshaft according to the position of the piston currently in a compression stroke.

[0010] In some embodiments, the phase of the camshaft relative to the crankshaft is adjusted to a preset target value to adjust the cylinder pressure of the engine within a preset period of time.

[0011] In some embodiments, during the engine starting process, the time period for the rotation speed of the crankshaft to increase from 0 rpm to the preset value range is the preset time period.

[0012] In some embodiments, a relative angular difference between the crankshaft and the camshaft is the phase.

[0013] In some embodiments, the control method further includes: detecting the position of the crankshaft and the position of the camshaft; and determining the position of the piston currently in the compression stroke according to the position of the crankshaft and the position of the camshaft.

[0014] In some embodiments, the phase of the camshaft relative to the crankshaft is adjusted according to the position of the piston currently in the compression stroke, including: if the piston currently in the compression stroke is located within a first preset position range, the phase of the camshaft relative to the crankshaft is advanced.

[0015] In some embodiments, adjusting the phase of the camshaft relative to the crankshaft according to the position of the piston currently in the compression stroke also includes: if the piston currently in the compression stroke is located within a second preset position range, delaying the phase of the camshaft relative to the crankshaft.

[0016] In some embodiments, the position farthest from the compression limit position within the first preset position range is the first position, the position closest to the compression limit position within the second preset position range is the second position, and the second position is located on the side of the first position away from the compression limit position.

[0017] In some embodiments, when the piston currently in the compression stroke is located at the first position, the rotation angle of the crankshaft is a first rotation angle, and when the piston currently in the compression stroke is located at the second position, the rotation angle of the crankshaft is a second rotation angle, and the second rotation angle is greater than the first rotation angle.

[0018] In some embodiments, when the rotation angle of the crankshaft is greater than 0°CA and less than 90°CA, the position range of the piston currently in the compression stroke is the first preset position range;

[0019] When the rotation angle of the crankshaft is greater than or equal to 90°CA and less than 180°CA, the position range of the piston currently in the compression stroke is the second preset position range.

[0020] In some embodiments, if the piston currently in the compression stroke is located within the first preset position range, the phase of the camshaft relative to the crankshaft is advanced by a first preset phase value.

[0021] In some embodiments, if the piston currently in the compression stroke is located within a second preset position range, the phase of the camshaft relative to the crankshaft is delayed by a second preset phase value.

[0022] In some embodiments, the relative angular difference between the crankshaft and the camshaft is the phase. If the piston currently in the compression stroke is within the first preset position range, the relative angular difference between the crankshaft and the camshaft is reduced by a first angle value to advance the phase of the camshaft relative to the crankshaft by a first preset phase value to a preset target value.

[0023] In some embodiments, the relative angle difference between the crankshaft and the camshaft is the phase. If the piston currently in the compression stroke is within the second preset position range, the relative angle difference between the crankshaft and the camshaft is increased by a first angle value to delay the phase of the camshaft relative to the crankshaft by a second preset phase value to the preset target value.

[0024] In some embodiments, the control method also includes: detecting the phase of the camshaft relative to the crankshaft; if the phase of the camshaft relative to the crankshaft satisfies the preset target value, ending the control; if the phase of the camshaft relative to the crankshaft does not satisfy the preset target value, adjusting the phase of the camshaft relative to the crankshaft again.

[0025] A second aspect of the present invention provides an engine system, comprising an engine and a phase adjustment device, wherein the engine comprises a crankshaft and a camshaft, and the phase adjustment device is connected to the camshaft; the phase adjustment device is configured such that when the rotation speed of the crankshaft is greater than or equal to 0 rpm and less than or equal to 200 rpm, the phase adjustment device can adjust the phase of the camshaft.

[0026] According to the engine system of the embodiment of the present invention, a phase adjustment device is provided, which can adjust the phase of the camshaft. The camshaft is connected to the intake valve. During the starting process of the engine, the opening and closing time of the intake valve can be controlled by adjusting the phase of the camshaft, so that the cylinder pressure of the cylinder in the compression stroke can be adjusted, so as to reduce or avoid the problem of engine jitter caused by the high pressure in the cylinder in the compression stroke. In addition, by configuring the phase adjustment device to be able to adjust the phase of the camshaft when the crankshaft speed is greater than or equal to 0rpm and less than or equal to 200rpm, the torque capacity requirement of the phase adjustment device is also relatively low, so that the application feasibility of the phase adjustment device is relatively high.

[0027] In some embodiments, the phase adjustment device includes: a first connecting member; a second connecting member; a transmission member connected to the first connecting member, and the transmission member is in transmission connection with the second connecting member; a drive component, the drive component is in transmission connection with the transmission member, and is used to drive the transmission member to move relative to the second connecting member to change the transmission phase between the transmission member and the second connecting member to adjust the phase of the camshaft.

[0028] In some embodiments, the second connecting member includes an inner ring gear; the transmission member includes a planetary gear, the planetary gear is meshed with the inner ring gear, and the central axis of the planetary gear is eccentric relative to the central axis of the inner ring gear; the drive assembly is used to drive the planetary gear to rotate around the central axis of the inner ring gear relative to the first connecting member, so that the planetary gear rotates relative to the inner ring gear to change the rotational phase between the planetary gear and the inner ring gear.

[0029] In some embodiments, the drive assembly is used to drive the planetary gear to rotate relative to the first connecting member along a first direction around the central axis of the inner ring gear, so that the planetary gear rotates relative to the inner ring gear along the first direction to change the rotational phase between the planetary gear and the inner ring gear along the first direction.

[0030] In some embodiments, the drive assembly is used to drive the planetary gear to rotate about the central axis of the inner ring along a second direction relative to the first connecting member, so that the planetary gear rotates along the second direction relative to the inner ring to change the rotational phase between the planetary gear and the inner ring along the second direction; the second direction is opposite to the first direction.

[0031] In some embodiments, the planetary gear rotates one circle around the central axis of the inner gear ring relative to the first connecting member, and the planetary gear rotates relative to the inner gear ring by a central angle corresponding to one tooth.

[0032] In some embodiments, the phase adjustment device further includes: a floating member, the floating member is connected between the first connecting member and the planetary gear, and the floating member allows the planetary gear to rotate relative to the first connecting member around the central axis of the inner gear ring.

[0033] In some embodiments, when the first connecting member moves, it can drive the planetary gear to rotate around the central axis of the planetary gear with the help of the floating member.

[0034] In some embodiments, the first connecting member is a rotating member; when the first connecting member rotates, it can drive the planetary gear to rotate around the central axis of the planetary gear with the help of the floating member.

[0035] In some embodiments, the floating member includes an elastic arm and a first fixed portion and a second fixed portion provided on the elastic arm; the first fixed portion and the first connecting member are relatively fixed along the rotation direction of the first connecting member, and the second fixed portion and the transmission member are relatively fixed along the circumference of the planetary gear; the elastic arm allows the second fixed portion to rotate relative to the first fixed portion around the central axis of the inner gear ring.

[0036] In some embodiments, the elastic arm is ring-shaped, and the first fixing portion and the second fixing portion are arranged at different positions of the circumference of the elastic arm.

[0037] In some embodiments, the first fixing portion is disposed at a first position and a second position on the circumference of the elastic arm; the second fixing portion is disposed at a third position and a fourth position on the circumference of the elastic arm;

[0038] The first position and the second position are symmetrically arranged relative to the center of the elastic arm, the third position and the fourth position are symmetrically arranged relative to the center of the elastic arm, and along the circumference of the elastic arm, the first position and the third position are different circumferential positions of the elastic arm.

[0039] In some embodiments, the line connecting the first position and the second position is a first line; the line connecting the third position and the fourth position is a second line; and the first line is orthogonal to the second line.

[0040] In some embodiments, the transmission member also includes a connecting portion provided on the planetary gear, the connecting portion and the planetary gear are arranged along the length direction of the central axis of the planetary gear; the second fixing portion and the connecting portion are relatively fixed along the circumference of the planetary gear.

[0041] In some embodiments, the first connecting member is annular, and the first connecting member encloses a receiving cavity;

[0042] The connecting portion and the planetary gear are both accommodated in the accommodating cavity, and along the radial direction of the accommodating cavity, the inner gear ring is located between the planetary gear and the first connecting member, and the elastic arm is located between the connecting portion and the first connecting member.

[0043] In some embodiments, the first connecting member is coaxially arranged with the inner gear ring.

[0044] In some embodiments, the drive assembly includes: a rotating drive member, including a rotor; an eccentric shaft, the eccentric shaft including a first shaft segment and a second shaft segment fixedly connected, the first shaft segment is connected to the rotor of the rotating drive member, the first shaft segment is coaxial with the first connecting member and can rotate relative to each other, the second shaft segment is eccentrically arranged relative to the first shaft segment, and the second shaft segment is coaxially arranged with the planetary gear and can rotate relative to each other.

[0045] In some embodiments, the phase adjustment device also includes: a fixed cover, which is fixed to the first connecting member, and the rotating driving member also includes a stator, which is fixed to the fixed cover; the first shaft segment is accommodated in the fixed cover and can rotate around the central axis of the first shaft segment relative to the fixed cover.

[0046] A third aspect of the present invention provides a vehicle, comprising: the engine system described in the first aspect of the present invention.

[0047] According to the vehicle of the embodiment of the present invention, by providing the above-mentioned engine system, it is helpful to reduce or avoid the poor driving experience of the occupants of the vehicle caused by the engine vibration problem. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0049] Figure 1 is an exploded schematic diagram of a phase adjustment device according to some embodiments of the present invention;

[0050] Figure 2 for Figure 1 A cross-sectional view of a portion of the structure of the phase adjustment device;

[0051] Figure 3 for Figure 1 A schematic diagram of a rotating drive member;

[0052] Figure 4 for Figure 1A schematic diagram of another perspective of the rotating drive member in FIG.

[0053] Figure 5 is a schematic diagram of an engine according to some embodiments of the present invention;

[0054] Figure 6 1 is a flow chart of an engine control method according to some embodiments of the present invention.

[0055] Reference numerals:

[0056] 1000. Engine system;

[0057] 200, engine;

[0058] 100. Phase adjustment device;

[0059] 1. First connecting member; 111. Accommodating chamber; 2. Second connecting member; 20. Internal gear ring; 3. Planetary gear; 30. Transmission member; 31. Connecting part; 4. Second bearing; 5. Spacer; 6. Floating member; 61. Elastic arm; 62. First fixing part; 63. Second fixing part; 7. Retaining ring; 8. Eccentric shaft; 81. First shaft section; 82. Second shaft section; 9. First bearing; 10. Fixed cover; 11. Rotating driving member; 111. Stator; 112. Rotor; 12. Crankshaft position sensor; 13. Camshaft position sensor. DETAILED DESCRIPTION

[0060] 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.

[0061] refer to Figure 1-Figure 6 A method for controlling the engine 200 according to an embodiment of the first aspect of the present invention will be described.

[0062] A first aspect of the present invention provides a control method for an engine 200, where the engine 200 includes a cylinder, a piston in the cylinder, a crankshaft drivingly connected to the piston, and a camshaft drivingly connected to the crankshaft.

[0063] During the operation of the engine 200, the rotation of the crankshaft drives the piston to reciprocate in the cylinder and drives the camshaft to rotate to control the opening and closing of the intake valve of the cylinder. The cylinder of the engine 200 has four working strokes, including an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. The piston in the compression stroke moves in the cylinder in a direction close to the compression limit position to compress the gas in the cylinder.

[0064] For example, the engine 200 includes four cylinders. During the operation of the engine 200, the four cylinders are respectively in one of the intake stroke, the compression stroke, the power stroke and the exhaust stroke.

[0065] The control method of the engine 200 includes: adjusting the phase of the camshaft relative to the crankshaft when preset conditions are met, wherein the preset conditions include the rotation speed of the crankshaft being greater than or equal to 0 rpm and less than or equal to 200 rpm, and the relative angle difference between the crankshaft and the camshaft being the phase.

[0066] For example, when the engine 200 meets the preset condition that the crankshaft speed is 0 rpm, the phase of the camshaft relative to the crankshaft is adjusted so that when the engine 200 is started again, the opening and closing time of the intake valve of the cylinder in the compression stroke can be advanced or delayed. In this way, the cylinder pressure of the cylinder during the starting time period can be reduced.

[0067] According to the control method of the engine 200 of the embodiment of the present invention, the phase of the camshaft relative to the crankshaft can be adjusted according to the state and requirements of the engine 200 at the time of starting, so as to optimize the stability of the performance of the engine 200, reduce or avoid the problems of shaking, abnormal noise or difficulty in starting the engine 200, thereby effectively improving the driving experience of the occupants of the vehicle; for example, by adjusting the phase of the camshaft relative to the crankshaft, the opening and closing moment of the intake valve of the cylinder in the compression stroke of the engine 200 can be changed, which is conducive to reducing the cylinder pressure of the engine 200 during the starting process, thereby effectively reducing the shaking level of the engine 200 during the starting process. In addition, by setting the preset condition for adjusting the phase of the camshaft relative to the crankshaft to the crankshaft speed being greater than or equal to 0rpm and less than or equal to 200rpm, when the crankshaft is within this speed range, the difficulty of phase adjustment is low and easy to implement.

[0068] In some embodiments, the preset condition includes that the rotation speed of the crankshaft is greater than or equal to 0 rpm and less than or equal to 20 rpm. By making the preset condition include that the rotation speed of the crankshaft is greater than or equal to 0 rpm and less than or equal to 20 rpm, the crankshaft rotates more slowly within this rotation speed range, which is conducive to further reducing the difficulty of phase adjustment of the camshaft relative to the crankshaft and improving the accuracy of phase adjustment.

[0069] In some embodiments, the control method further includes: determining a position of the piston currently in a compression stroke, and adjusting a phase of the camshaft relative to the crankshaft according to the position of the piston currently in the compression stroke.

[0070] By using the position of the piston currently in the compression stroke as the basis for phase adjustment of the camshaft relative to the crankshaft, the phase adjustment result can be better coordinated with the working state of the piston, so as to further improve the performance of the engine 200 when starting.

[0071] For example, adjustment of the phase of the camshaft relative to the crankshaft can change the intake amount in the cylinder in the compression stroke, and adjust the intake amount in the cylinder according to the position of the piston currently in the compression stroke, so as to effectively adjust the cylinder pressure of the cylinder currently in the compression stroke when the engine 200 starts, which is beneficial to reduce the jitter level of the engine 200.

[0072] In some embodiments, the phase of the camshaft relative to the crankshaft is adjusted to a preset target value to adjust the cylinder pressure of the engine 200 within a preset period of time.

[0073] By adjusting the phase of the camshaft relative to the crankshaft to a preset target value, the cylinder pressure within a preset time period can be adjusted, which can effectively improve the problem of unstable performance of the engine 200 caused by the cylinder pressure.

[0074] Optionally, the phase of the camshaft relative to the crankshaft is adjusted to a preset target value to reduce the cylinder pressure of the engine 200 within a preset time period. For example, the cylinder pressure of the engine 200 during the starting phase can be reduced in this way, which can reduce or avoid the problem of engine 200 shaking caused by high cylinder pressure.

[0075] Optionally, the preset time period is the starting phase of the engine 200. For example, within the preset time period of the engine 200, one cylinder of the engine 200 undergoes a compression stroke; for another example, within the preset time period of the engine 200, multiple cylinders of the engine 200 successively undergo compression strokes.

[0076] Optionally, the preset time period is a drag phase during the starting process of the engine 200 .

[0077] For example, the control method of the engine 200 may include the following steps:

[0078] S1, controlling the engine 200 so that the rotation speed of the crankshaft of the engine 200 drops to 0 rpm;

[0079] S2, determining the position of the piston currently in the compression stroke;

[0080] S3, adjusting the phase of the camshaft relative to the crankshaft according to the position of the piston currently in the compression stroke.

[0081] When the crankshaft speed is 0 rpm, when obtaining the position of the piston currently in the compression stroke, the crankshaft will no longer drive the piston to move, which is conducive to more accurate acquisition of the position of the piston in the compression stroke.

[0082] In some embodiments, during the start-up process of the engine 200, the time period during which the crankshaft speed increases from 0 rpm to a preset value range is the preset time period. After the crankshaft speed reaches the preset value range, the probability of the engine jittering is reduced, and the engine 200 can work normally. By clearly defining the preset time period as the time period during which the crankshaft speed increases from 0 rpm to the preset value range, the normal operation of the engine 200 is avoided from being affected.

[0083] In some embodiments, when the rotation speed of the crankshaft reaches a preset value range, the dragging stage of the engine 200 ends. For example, when the engine 200 is applied to a hybrid vehicle, during the starting process of the engine 200, the probability of generating a jitter problem in the dragging stage of the engine 200 is greater. By enabling the control method of the engine 200 to reduce the cylinder pressure in the cold engine dragging stage, the jitter level of the engine 200 can be effectively reduced.

[0084] Optionally, the preset value range may be 700 rpm to 1500 rpm.

[0085] In some embodiments, the relative angle difference between the crankshaft and the camshaft is the phase. The relative angle difference between the crankshaft and the camshaft is used to represent the phase relationship between the crankshaft and the camshaft, so that the phase relationship between the camshaft and the crankshaft is easy to obtain and control, which is conducive to improving the accuracy of the phase adjustment of the camshaft relative to the crankshaft.

[0086] In some embodiments, the control method further includes detecting a position of a crankshaft and a position of a camshaft, and determining a position of a piston currently in a compression stroke according to the position of the crankshaft and the position of the camshaft.

[0087] For example, the control method of the engine 200 may include the following steps:

[0088] N1, control the engine 200 to meet the preset conditions;

[0089] N2, detects the position of the crankshaft and the camshaft;

[0090] N3, determining the position of the piston currently in the compression stroke according to the position of the crankshaft and the position of the camshaft;

[0091] N4 adjusts the phase of the camshaft relative to the crankshaft based on the position of the piston currently in the compression stroke.

[0092] It is difficult to directly obtain the position of the piston. It is more convenient to indirectly determine the position of the piston based on the position of the crankshaft and the camshaft.

[0093] In some embodiments, a crankshaft position sensor 12 is provided on the engine 200 for detecting the position of the crankshaft. The crankshaft position sensor 12 is located at an end of the engine 200 away from the phase adjustment device 100 .

[0094] In some embodiments, a camshaft position sensor 13 is provided on the engine 200 for detecting the position of the camshaft. The camshaft position sensor 13 is located at an end of the engine 200 away from the phase adjustment device 100 .

[0095] In some embodiments, the phase of the camshaft relative to the crankshaft is adjusted according to the position of the piston currently in the compression stroke, including: if the piston currently in the compression stroke is located within a first preset position range, the phase of the camshaft relative to the crankshaft is advanced.

[0096] If the piston currently in the compression stroke is within the first preset position range, the remaining compression stroke of the piston currently in the compression stroke is relatively short, and the piston continues to compress the gas in the cylinder with little effect on the cylinder pressure. By advancing the phase of the camshaft relative to the crankshaft, the opening time of the intake valve of the next cylinder that is about to enter the compression stroke can be advanced, so that the intake valve of the next cylinder that is about to enter the compression stroke is opened before the intake stroke, and the intake amount in the next cylinder that is about to enter the compression stroke is reduced, so that the cylinder pressure after entering the compression stroke is relatively small, so as to reduce or avoid the vibration caused by the high cylinder pressure of the next cylinder that is about to enter the compression stroke.

[0097] In some embodiments, adjusting the phase of the camshaft relative to the crankshaft according to the position of the piston currently in the compression stroke also includes: if the piston currently in the compression stroke is located within a second preset position range, delaying the phase of the camshaft relative to the crankshaft.

[0098] If the piston currently in the compression stroke is located within the second preset position range, the remaining compression stroke of the piston currently in the compression stroke is relatively long, and the piston continues to compress the gas in the cylinder, which has a greater impact on the cylinder pressure. At this time, by delaying the phase of the camshaft relative to the crankshaft, the closing time of the intake valve of the cylinder currently in the compression stroke can be delayed, so that while the piston continues to compress the gas, part of the gas in the cylinder can be discharged through the intake valve, thereby making the cylinder pressure in the cylinder smaller, so as to reduce or avoid the jitter caused by the larger cylinder pressure of the cylinder currently in the compression stroke.

[0099] In some embodiments, the position farthest from the compression limit position in the first preset position range is the first position, the position closest to the compression limit position in the second preset position range is the second position, and the second position is located on the side of the first position away from the compression limit position.

[0100] The second position is located on the side of the first position away from the compression limit position. When the piston is located within the first preset position range, the distance between the piston and the compression limit position is shorter than when the piston is located within the second preset position range, and the remaining compression stroke distance of the piston is shorter.

[0101] For example, the control method of the engine 200 may include the following steps:

[0102] M1, controlling the engine 200 to meet the preset conditions;

[0103] M2, detects the position of the crankshaft and the position of the camshaft;

[0104] M3, determines the position of the piston currently in the compression stroke according to the position of the crankshaft and the position of the camshaft;

[0105] M4: if the piston currently in the compression stroke is within the first preset position range, the phase of the camshaft relative to the crankshaft is advanced; if the piston currently in the compression stroke is within the second preset position range, the phase of the camshaft relative to the crankshaft is delayed.

[0106] In some embodiments, when the piston currently in the compression stroke is in the first position, the rotation angle of the crankshaft is the first rotation angle, and when the piston currently in the compression stroke is in the second position, the rotation angle of the crankshaft is the second rotation angle, and the second rotation angle is greater than the first rotation angle. The rotation angle of the crankshaft can accurately reflect the position of the piston in the compression stroke, and by using the rotation angle of the crankshaft as the basis for distinguishing the position of the piston, it is helpful to reduce the difficulty of judging the position of the piston.

[0107] In some embodiments, when the rotation angle of the crankshaft is greater than 0°CA and less than 90°CA, the position range of the piston currently in the compression stroke is a first preset position range, and when the piston is within the first preset position range, the piston currently in the compression stroke is located in the second half of the compression stroke. When the rotation angle of the crankshaft is greater than or equal to 90°CA and less than 180°CA, the position range of the piston currently in the compression stroke is a second preset position range, and when the piston is within the second preset position range, the piston currently in the compression stroke is located in the first half of the compression stroke.

[0108] By dividing the first preset position range and the second preset position range in this way, it is convenient to more accurately control and adjust the phase of the camshaft relative to the crankshaft; in addition, the control method logic is clearer and more specific, which is conducive to improving the reliability of the control method.

[0109] In some embodiments, if the piston currently in the compression stroke is located within the first preset position range, the phase of the camshaft relative to the crankshaft is advanced by the first preset phase value, so that the phase of the camshaft relative to the crankshaft is at a preset target value. By setting a specific first preset phase value, it is helpful to accurately control the phase adjustment of the camshaft relative to the crankshaft, which helps to achieve the expected effect each time adjustment and avoid excessive or insufficient adjustment; and each phase adjustment has a clear numerical standard, which improves the consistency and repeatability of the control method, reduces uncertainty, and helps to reduce the complexity of the control method.

[0110] In some embodiments, if the piston currently in the compression stroke is located within the second preset position range, the phase of the camshaft relative to the crankshaft is delayed by the second preset phase value so that the phase of the camshaft relative to the crankshaft is at a preset target value. By setting a specific second preset phase value, it is helpful to accurately control the phase adjustment of the camshaft relative to the crankshaft, which helps to achieve the expected effect each time adjustment and avoid excessive or insufficient adjustment; and each phase adjustment has a clear numerical standard, which improves the consistency and repeatability of the control method, reduces uncertainty, and helps to reduce the complexity of the control method.

[0111] In some embodiments, the relative angle difference between the crankshaft and the camshaft is a phase. If the piston currently in the compression stroke is located within the first preset position range, the relative angle difference between the crankshaft and the camshaft is reduced by a first angle value to advance the phase of the camshaft relative to the crankshaft by a first preset phase value to a preset target value. Optionally, the first angle value is 45°, 60°, 70°, etc. By changing the relative angle difference between the crankshaft and the camshaft, the phase of the camshaft relative to the crankshaft is changed, which facilitates more precise control of the phase relationship through the control of the relative angle difference, which is conducive to improving the accuracy and reliability of the control method.

[0112] In some embodiments, the relative angle difference between the crankshaft and the camshaft is a phase. If the piston currently in the compression stroke is within the second preset position range, the relative angle difference between the crankshaft and the camshaft is increased by a second angle value to delay the phase of the camshaft relative to the crankshaft by a second preset phase value to a preset target value. Optionally, the first angle value is 45°, 60°, 70°, etc. By changing the relative angle difference between the crankshaft and the camshaft, the phase of the camshaft relative to the crankshaft is changed, which facilitates more precise control of the phase relationship through the control of the relative angle difference, and is conducive to improving the accuracy and reliability of the control method.

[0113] If the piston currently in the compression stroke is located within the first preset position range and the current relative angle difference between the crankshaft and the camshaft is the first initial value, the preset target value is the difference between the first initial value and the first angle value.

[0114] If the piston currently in the compression stroke is located within the second preset position range and the current relative angle difference between the crankshaft and the camshaft is the second initial value, the preset target value is the sum of the second initial value and the first angle value.

[0115] Optionally, the control method of the engine 200 may also include: detecting whether the relative angle difference between the crankshaft and the camshaft meets the preset target value, if so, the phase adjustment between the camshaft and the crankshaft is completed; if not, adjusting the phase between the camshaft and the crankshaft again until the relative angle difference between the crankshaft and the camshaft meets the preset target value.

[0116] In some embodiments, the control method further includes: detecting the phase of the camshaft relative to the crankshaft. If the phase of the camshaft relative to the crankshaft meets the preset target value, the control is terminated; if the phase of the camshaft relative to the crankshaft does not meet the preset target value, the phase of the camshaft relative to the crankshaft is adjusted again. By detecting the phase of the camshaft relative to the crankshaft, it is ensured that the phase of the cam relative to the crankshaft is adjusted to the preset target value, which is conducive to further improving the reliability of the phase adjustment, thereby helping to improve the reliability of the control method.

[0117] refer to Figure 6 For example, the control method of the engine 200 may include the following steps:

[0118] P1, the engine receives a flameout signal and the engine speed is reduced;

[0119] P2, detect whether the engine 200 meets the preset conditions; if the preset conditions are met, execute the next step; if not, execute P1 again;

[0120] P3, detects the position of the crankshaft and the camshaft;

[0121] P4, determines the position of the piston currently in the compression stroke based on the position of the crankshaft and the position of the camshaft;

[0122] P5: if the piston currently in the compression stroke is within the first preset position range, the phase of the camshaft relative to the crankshaft is advanced by the first preset phase value; if the piston currently in the compression stroke is within the second preset position range, the phase of the camshaft relative to the crankshaft is delayed by the second preset phase value;

[0123] P6, detect the phase of the camshaft relative to the crankshaft; if the phase of the camshaft relative to the crankshaft meets the preset target value, end the control; if the phase of the camshaft relative to the crankshaft does not meet the preset target value, execute P5 again.

[0124] By controlling the relative angle difference between the crankshaft and the camshaft to meet the preset target value, the reliability of the control method can be further improved.

[0125] For example, the control method of the engine 200 may be used to control the engine 200 of a hybrid vehicle. When the engine 200 of the vehicle is in an ignition-off state, the engine 200 is controlled by the control method, which may specifically include the following steps:

[0126] R1, the ECU receives the engine 200 shutdown signal and controls the crankshaft speed of the engine 200 to decrease to 0 rpm;

[0127] R2, ECU detects the position of the crankshaft and the position of the camshaft;

[0128] R3, the ECU determines the position of the piston currently in the compression stroke based on the position of the crankshaft and the position of the camshaft;

[0129] R4: if the piston currently in the compression stroke is within the first preset position range, the phase of the camshaft relative to the crankshaft is advanced by the first preset phase value; if the piston currently in the compression stroke is within the second preset position range, the phase of the camshaft relative to the crankshaft is delayed by the second preset phase value;

[0130] R5, detects whether the relative angle difference between the crankshaft and the camshaft meets the preset target value;

[0131] R6, if the relative angle difference between the crankshaft and the camshaft meets the preset target value, the control ends; if the relative angle difference between the crankshaft and the camshaft does not meet the preset target value, repeat R4.

[0132] In some embodiments, the control method of the engine 200 further includes: before the crankshaft starts to rotate again, detecting again whether the relative angle difference between the crankshaft and the camshaft meets the preset target value, and if the relative angle difference between the crankshaft and the camshaft does not meet the preset target value, it is necessary to adjust the phase of the camshaft relative to the crankshaft again until the relative angle difference between the crankshaft and the camshaft meets the preset target value. Since the relative phase between the camshaft and the crankshaft may drift during the time period after the phase adjustment between the camshaft and the crankshaft is completed and before the crankshaft starts to rotate again, detecting again whether the relative angle difference between the crankshaft and the camshaft meets the preset target value is conducive to further improving the reliability of the control method.

[0133] Next, refer to Figure 1-Figure 5 An engine system and a vehicle according to an embodiment of the present invention are described.

[0134] refer to Figure 1-Figure 5 According to a second aspect of the present invention, an engine system 1000 is provided. The engine system 1000 includes an engine 200 and a phase adjustment device 100. The engine includes a crankshaft and a camshaft. The phase adjustment device 100 is connected to the camshaft.

[0135] Alternatively, the camshaft may be coupled to the intake valves, or the camshaft may be coupled to both the intake valves and the exhaust valves.

[0136] The phase adjustment device 100 is used to adjust the phase of the camshaft, which is connected to the intake valve. During the starting process of the engine, the opening and closing time of the intake valve can be controlled by adjusting the phase of the camshaft to adjust the intake phase, thereby being able to adjust the cylinder pressure of the cylinder in the compression stroke, so as to reduce or avoid the problem of engine jitter caused by the high pressure in the cylinder in the compression stroke.

[0137] The phase adjustment device 100 is configured to adjust the phase of the camshaft when the rotation speed of the crankshaft is greater than or equal to 0rpm and less than or equal to 200rpm. The crankshaft and the camshaft are connected in a transmission manner, and the crankshaft drives the camshaft to rotate so that the engine can operate normally. If the phase of the camshaft is adjusted during the rotation of the crankshaft of the engine 200, the phase adjustment device 100 needs to overcome the system resistance of the engine 200, and the torque capacity of the phase adjustment device 100 is required to be relatively high.

[0138] Optionally, the phase adjustment device 100 may adjust the phase of the camshaft when the rotation speed of the crankshaft drops to 0 rpm after the engine 200 is turned off.

[0139] Optionally, the phase adjustment device 100 can also adjust the phase of the camshaft when the speed of the crankshaft is still 0rpm before the engine 200 is started. For example, the starting process of the engine 200 includes two stages, the first stage is the cold engine drag state, and the second stage is the engine 200 ignites and burns after the crankshaft is dragged to a certain speed, and the engine 200 successfully runs by overcoming its own resistance. The phase adjustment device 100 can adjust the phase of the camshaft when the speed of the crankshaft is still 0rpm before the cold engine drag state.

[0140] Optionally, the phase adjustment device 100 may also adjust the phase of the camshaft once after the engine 200 is turned off, and then adjust the phase of the camshaft again before the engine 200 is started.

[0141] According to the engine 200 system of the embodiment of the present invention, by setting a phase adjustment device 100, the phase adjustment device 100 can adjust the phase of the camshaft, and the camshaft is connected to the intake valve. During the starting process of the engine 200, the opening and closing time of the intake valve can be controlled by adjusting the phase of the camshaft, so that the cylinder pressure of the cylinder in the compression stroke can be adjusted, so as to reduce or avoid the problem of engine 200 shaking due to the high pressure in the cylinder in the compression stroke; in addition, by configuring the phase adjustment device 100 to be able to adjust the phase of the camshaft when the crankshaft speed is greater than or equal to 0rpm and less than or equal to 200rpm, the torque capacity requirement of the phase adjustment device 100 is also relatively low, so that the application feasibility of the phase adjustment device 100 is relatively high.

[0142] In some embodiments, the phase adjustment device 100 is configured to adjust the phase of the camshaft when the rotation speed of the crankshaft is greater than or equal to 0 rpm and less than or equal to 20 rpm to change the phase of the camshaft relative to the crankshaft, which can further reduce the difficulty of phase adjustment and further improve the accuracy of phase adjustment.

[0143] refer to Figure 1-Figure 2 In some embodiments, the phase adjustment device 100 includes: a first connecting member 1, a second connecting member 2, a transmission member 30 and a driving assembly, the transmission member 30 is floatingly connected to the first connecting member 1, and the transmission member 30 is transmission-connected to the second connecting member 2, and the driving assembly is transmission-connected to the transmission member 30.

[0144] Optionally, a floating connection between the transmission member 30 and the first connecting member 1 is beneficial to increase the matching flexibility between the transmission member 30 and the first connecting member 1, and can avoid excessive friction and wear, so as to perform phase adjustment more smoothly.

[0145] The driving assembly is used to drive the transmission member 30 to move relative to the second connecting member 2 to change the transmission phase between the transmission member 30 and the second connecting member 2, thereby adjusting the camshaft phase. The phase adjustment device 100 can change the transmission phase between the transmission member 30 and the second connecting member 2, so that the transmission matching relationship between the components can be flexibly adjusted according to the working requirements of the engine 200, which is conducive to improving the working state of the entire transmission chain and enhancing the performance of the engine 200; according to the requirements of the starting process of the engine 200, the phase of the camshaft is adjusted to change the cylinder pressure of the cylinder that is under compression during the starting process, thereby reducing the vibration level of the engine or avoiding vibration.

[0146] Optionally, the transmission member 30 and the second connecting member 2 are rotating members, and the transmission member 30 rotates relative to the second connecting member 2 to change the rotation phase between the transmission member 30 and the second connecting member 2. For example, during the phase adjustment process of the phase adjustment device 100, the driving assembly transmits power to the transmission member 30, and the transmission member 30 rotates a certain angle relative to the second connecting member 2 to change the transmission phase between the transmission member 30 and the second connecting member 2.

[0147] Optionally, the drive assembly may be a hydraulic, electric or mechanical drive structure.

[0148] Exemplarily, the first connecting member 1 is a sprocket, which is connected to the crankshaft of the engine 200 through a chain transmission, and the second connecting member 2 is connected to the camshaft of the engine 200. During the operation of the engine 200, the crankshaft drives the camshaft to rotate through the first connecting member 1, the transmission member 30 and the second connecting member 2 to open or close the intake valve. After the engine 200 is shut down, the crankshaft stops rotating, and the phase adjustment device 100 can change the transmission phase between the crankshaft and the camshaft by changing the transmission phase between the transmission member 30 and the second connecting member 2. In this way, when the engine 200 is started again, the time for the crankshaft to drive the camshaft to open or close the intake valve changes, and the pressure of the compressed gas in the cylinder of the engine 200 in the compression stroke can be adjusted to reduce or avoid the vibration of the engine 200 and reduce the vibration level of the engine 200.

[0149] refer to Figure 1-Figure 2 In some embodiments, the second connecting member 2 includes an inner gear ring 20, and the transmission member 30 includes a planetary gear 3, which is meshed with the inner gear ring 20, and the central axis of the planetary gear 3 is eccentric relative to the central axis of the inner gear ring 20. The driving assembly is used to drive the planetary gear 3 to rotate around the central axis of the inner gear ring 20 relative to the first connecting member 1, so that the planetary gear 3 rotates relative to the inner gear ring 20, so that the meshing point position between the planetary gear 3 and the inner gear ring 20 changes, so as to change the rotation phase between the planetary gear 3 and the inner gear ring 20.

[0150] By making the second connecting member 2 include an inner ring gear 20 and the transmission member 30 include planetary gears 3, the structural form of the planetary gears 3 and the inner ring gear 20 makes it easy to adjust the rotation phase between the two and helps to reduce the wear between the two; in addition, the cooperation between the planetary gears 3 and the inner ring gear 20 can realize transmission in a smaller space, making the phase adjustment device 100 compact.

[0151] refer to Figure 1-Figure 5In some embodiments, the driving assembly is used to drive the planetary gear 3 to rotate relative to the first connecting member 1 along the first direction around the central axis of the inner gear ring 20, so that the planetary gear 3 rotates relative to the inner gear ring 20 in the first direction (as shown in the reference V1 direction in the figure) to change the rotation phase between the planetary gear 3 and the inner gear ring 20 along the first direction. The direction of rotation of the planetary gear 3 relative to the first connecting member 1 is consistent with the direction of rotation of the planetary gear 3 relative to the inner gear ring 20, so that the movement of the planetary gear 3 is smoother, and unnecessary friction loss is reduced, thereby improving the transmission efficiency and the stability of the system, making the phase adjustment more rapid and accurate, and improving the dynamic response capability of the system.

[0152] For example, when the rotation phase of the inner ring gear 20 relative to the planetary gear 3 needs to be adjusted forward, the drive assembly drives the planetary gear 3 to rotate around the central axis of the inner ring gear 20 along the first direction relative to the first connecting member 1, so that the planetary gear 3 rotates along the first direction relative to the inner ring gear 20 to change the rotation phase between the planetary gear 3 and the inner ring gear 20 along the first direction.

[0153] refer to Figure 1-Figure 5 In some embodiments, the driving assembly is used to drive the planetary gear 3 to rotate relative to the first connecting member 1 in the second direction (as shown in the V2 direction in the figure) around the central axis of the inner gear ring 20, so that the planetary gear 3 rotates relative to the inner gear ring 20 in the second direction to change the rotation phase between the planetary gear 3 and the inner gear ring 20 in the second direction, and the second direction is opposite to the first direction. The direction of rotation of the planetary gear 3 relative to the first connecting member 1 is consistent with the direction of rotation of the planetary gear 3 relative to the inner gear ring 20, so that the movement of the planetary gear 3 is smoother, and unnecessary friction loss is reduced, thereby improving the transmission efficiency and the stability of the system, making the phase adjustment more rapid and accurate, and improving the dynamic response capability of the system.

[0154] For example, when the rotation phase of the inner ring gear 20 relative to the planetary gear 3 needs to be adjusted backward, the drive assembly drives the planetary gear 3 to rotate around the central axis of the inner ring gear 20 in the second direction relative to the first connecting member 1, so that the planetary gear 3 rotates in the second direction relative to the inner ring gear 20 to change the rotation phase between the planetary gear 3 and the inner ring gear 20 in the second direction.

[0155] Exemplarily, the phase adjustment device 100 is applied to the engine 200. When the engine 200 is in the flameout state, the first connecting member 1 is connected to the crankshaft of the engine 200, and the second connecting member 2 is connected to the camshaft of the engine 200. The transmission phase between the crankshaft and the camshaft is adjusted by the phase adjustment device 100, specifically including: if the piston in the compression stroke is in a position close to the compression top dead center in the cylinder, the driving component drives the planetary gear 3 to rotate in a first direction relative to the inner ring gear 20, changes the rotation phase between the planetary gear 3 and the inner ring gear 20 in the first direction, and thus can advance the rotation phase of the camshaft relative to the crankshaft, and the camshaft drives the intake valve to open and close in advance; if the piston in the compression stroke is in a position close to the compression bottom dead center or in a middle position between the compression top dead center and the compression bottom dead center in the cylinder, the driving component drives the planetary gear 3 to rotate in a second direction relative to the inner ring gear 20, changes the rotation phase between the planetary gear 3 and the inner ring gear 20 in the second direction, and thus can delay the rotation phase of the camshaft relative to the crankshaft, and the camshaft drives the intake valve to open and close in advance.

[0156] refer to Figure 1-Figure 2 In some embodiments, the planetary gear 3 rotates one circle relative to the first connecting member 1 around the central axis of the inner gear ring 20, and the planetary gear 3 rotates one tooth corresponding to the central angle relative to the inner gear ring 20. The planetary gear 3 rotates one circle relative to the first connecting member 1 to achieve precise control of the rotation phase of the planetary gear 3 relative to the inner gear ring 20. Precise phase control is conducive to optimizing the meshing state of the planetary gear 3 and the inner gear ring 20 after phase adjustment, reducing friction and energy loss, and improving transmission efficiency; and such a setting has a lower torque capacity requirement for the driving component that drives the planetary gear 3 to move, which is conducive to improving the practicality of the phase adjustment device 100.

[0157] Optionally, the inner gear ring 20 has a total of 120 teeth, and the central angle corresponding to each tooth is 3°.

[0158] refer to Figure 1-Figure 2 In some embodiments, the phase adjustment device 100 further includes a floating member 6, which is connected between the first connecting member 1 and the planetary gear 3. The floating member 6 allows the planetary gear 3 to float and rotate relative to the first connecting member 1 around the central axis of the inner gear ring 20. By arranging the floating member 6 between the first connecting member 1 and the planetary gear 3, the first connecting member 1 and the planetary gear 3 are connected in a floating manner, so that the connection relationship between the transmission member 30 and the first connecting member 1 has a certain flexibility, which can reduce the constraints of the first connecting member 1 and the floating member 6 on the planetary gear 3, so that the movement of the planetary gear 3 during the phase adjustment process is more flexible, and the setting of the floating member 6 is conducive to reducing the collision noise generated during the phase adjustment process.

[0159] refer to Figure 1-Figure 2In some embodiments, when the first connecting member 1 moves, the planetary gear 3 can be driven to rotate around the central axis of the planetary gear 3 by means of the floating member 6. The setting of the floating member 6 not only allows the planetary gear 3 to float and rotate around the central axis of the inner gear ring 20 relative to the first connecting member 1, but also can play a transmission role between the first connecting member 1 and the planetary gear 3, so that there is no need to set up a special transmission structure between the first connecting member 1 and the transmission member 30, which is conducive to simplifying the structural setting of the phase adjustment device 100.

[0160] For example, the phase adjustment device 100 is applied to the engine 200. During the operation of the engine 200, the crankshaft drives the first connecting member 1 to move, and the first connecting member 1 transmits power to the planetary gear 3 with the help of the floating member 6. Then the planetary gear 3 transmits power to the inner ring 20, and the inner ring 20 drives the camshaft to rotate.

[0161] refer to Figure 1-Figure 2 In some embodiments, the first connecting member 1 is a rotating member. When the first connecting member 1 rotates, it can drive the planetary gear 3 to rotate around the central axis of the planetary gear 3 with the help of the floating member 6. For example, the first connecting member 1 is a sprocket. By making the first connecting member 1 a rotating member, it is convenient to smoothly drive the planetary gear 3 to rotate around the central axis of the planetary gear 3 with the help of the floating member 6, and the floating member 6 does not need to convert the motion from the first connecting member 1, which is conducive to simplifying the structural design of the floating member 6.

[0162] refer to Figure 1-Figure 2 In some embodiments, the floating member 6 includes an elastic arm 61 and a first fixing portion 62 and a second fixing portion 63 provided on the elastic arm 61. The elastic arm 61 provides support for the first fixing portion 62 and the second fixing portion 63. The first fixing portion 62 is relatively fixed to the first connecting member 1 along the rotation direction of the first connecting member 1, so that the first connecting member 1 and the floating member 6 can achieve stable transmission along the rotation direction of the first connecting member 1. The second fixing portion 63 is relatively fixed to the transmission member 30 along the circumference of the planetary gear 3, so that the floating member 6 and the transmission member 30 can achieve stable transmission along the circumference of the planetary gear 3. The elastic arm 61 allows the second fixing portion 63 to rotate relative to the first fixing portion 62 around the central axis of the inner gear ring 20. The provision of the elastic arm 61 makes it difficult for the floating member 6 to break, which is conducive to improving the service life of the floating member 6.

[0163] Among them, the first fixed portion 62 and the first connecting member 1 are relatively fixed along the rotation direction of the first connecting member 1, which may include the following situations: for example, the first fixed portion 62 and the first connecting member 1 are relatively fixed along the rotation direction of the first connecting member 1, and the first fixed portion 62 and the first connecting member 1 can move relatively in other directions.

[0164] Among them, the second fixed part 63 and the transmission member 30 are relatively fixed along the circumference of the planetary gear 3, which may include the following situations: for example, the second fixed part 63 and the transmission member 30 are relatively fixed along the circumference of the planetary gear 3, and the second fixed part 63 and the transmission member 30 can move relatively in other directions.

[0165] refer to Figure 1-Figure 2 Optionally, the second fixed portion 63 and the transmission member 30 can be relatively fixed along the circumference of the planetary gear 3 through direct contact; optionally, the second fixed portion 63 and the transmission member 30 can also be relatively fixed along the circumference of the planetary gear 3 through indirect contact, and a gasket is provided between the second fixed portion 63 and the transmission member 30, and the gasket is used to adjust the fitting clearance between the second fixed portion 63 and the transmission member 30, so that stable transmission can be achieved between the floating member 6 and the transmission member 30.

[0166] refer to Figure 1 In some embodiments, the elastic arm 61 is annular, and the first fixing portion 62 and the second fixing portion 63 are arranged at different positions of the circumference of the elastic arm 61. The annular elastic arm 61 can provide multi-directional elastic support, so that the floating member 6 can perform small displacements or rotations in multiple directions. By arranging the first fixing portion 62 and the second fixing portion 63 at different positions of the circumference of the elastic arm 61, the first fixing portion 62 and the second fixing portion 63 can independently respond to different transmission paths, reducing the mutual influence between the two, so that the floating member 6 can meet complex transmission requirements.

[0167] Optionally, there may be a plurality of first fixing portions 62 disposed at intervals, and there may also be a plurality of second fixing portions 63 disposed at intervals, so as to further improve the transmission stability between the floating member 6 and the first connecting member 1 and further improve the transmission stability between the floating member 6 and the transmission member 30 .

[0168] Optionally, the first fixing portion 62 is located on the outer peripheral side of the elastic arm 61 , and the second fixing portion 63 is located on the outer peripheral side of the elastic arm 61 . This arrangement avoids interference between the planetary gear 3 and the first connecting member 1 , making it easier to connect the two to the floating member 6 .

[0169] refer to Figure 1In some embodiments, the first fixing portion 62 is disposed at a first position and a second position on the circumference of the elastic arm 61, and the second fixing portion 63 is disposed at a third position and a fourth position on the circumference of the elastic arm 61. The first position and the second position are symmetrically disposed relative to the center of the elastic arm 61, and the third position and the fourth position are symmetrically disposed relative to the center of the elastic arm 61. Along the circumference of the elastic arm 61, the first position and the third position are different positions on the circumference of the elastic arm 61. The first fixing portion 62 symmetrically disposed relative to the center of the elastic arm 61 and the second fixing portion 63 symmetrically disposed relative to the center of the elastic arm 61 are conducive to avoiding uneven force distribution on the entire elastic arm 61 during the transmission process, avoiding deflection or imbalance caused by asymmetry, reducing or avoiding local defects of the elastic arm 61 due to uneven force, etc., and are conducive to improving the stability of the transmission system.

[0170] refer to Figure 1 In some embodiments, the line connecting the first position and the second position is the first line; the line connecting the third position and the fourth position is the second line, and the first line is orthogonal to the second line. By making the first line orthogonal to the second line, it is beneficial to further reduce the mutual interference between the first fixing part 62 and the second fixing part 63 during the transmission process.

[0171] refer to Figure 1-Figure 2 In some embodiments, the transmission member 30 further includes a connection portion 31 disposed on the planetary gear 3, the connection portion 31 and the planetary gear 3 are arranged along the length direction of the central axis of the planetary gear 3, and the second fixing portion 63 and the connection portion 31 are relatively fixed along the circumference of the planetary gear 3. By providing the connection portion 31 and making the second fixing portion 63 and the connection portion 31 relatively fixed along the circumference of the planetary gear 3, the connection portion 31 can provide a stable support effect and is conducive to improving the structural stability of the transmission member 30 and the transmission stability between the transmission member 30 and the floating member 6.

[0172] refer to Figure 1-Figure 2 In some embodiments, the first connecting member 1 is annular, and the first connecting member 1 forms a receiving chamber 111. The connecting portion 31 and the planetary gear 3 are both received in the receiving chamber 111. In the radial direction of the receiving chamber 111, the inner gear ring 20 is located between the planetary gear 3 and the first connecting member 1, and the elastic arm 61 is located between the connecting portion 31 and the first connecting member 1. The layout among the transmission member 30, the floating member 6, the first connecting member 1, and the second connecting member 2 is reasonable, and the transmission member 30, the floating member 6, and the second connecting member 2 fully utilize the space in the receiving chamber 111 formed by the first connecting member 1, which is conducive to optimizing the spatial layout, making the structure of the phase adjustment device 100 compact, and the first connecting member 1 forms a limiting effect on the transmission member 30, the floating member 6, and the second connecting member 2 in the radial direction of the receiving chamber 111 to prevent the connection relationship between them from being separated.

[0173] refer to Figure 1-Figure 2In some embodiments, the first connecting member 1 is coaxially arranged with the inner gear ring 20. By coaxially arranging the first connecting member 1 and the inner gear ring 20, eccentricity or jamming of the planetary gear 3 during operation can be avoided, which is beneficial to improving transmission efficiency and avoiding energy loss; the coaxial arrangement helps to maintain the stable operation of the entire system and reduce vibration and noise caused by different axes.

[0174] refer to Figure 1-Figure 4 In some embodiments, the driving assembly includes: a rotary driving member 11 and an eccentric shaft 8, the rotary driving member 11 includes a rotor 112, the eccentric shaft 8 includes a first shaft segment 81 and a second shaft segment 82 that are fixedly connected, the first shaft segment 81 is connected to the rotor 112 of the rotary driving member 11, the first shaft segment 81 is coaxial with the first connecting member 1 and can rotate relatively, the second shaft segment 82 is eccentrically arranged relative to the first shaft segment 81, and the second shaft segment 82 is coaxially arranged with the planetary gear 3 and can rotate relatively. By setting the eccentric shaft 8, the second shaft segment 82 of the eccentric shaft 8 is coaxially arranged with the planetary gear 3, so that the second shaft segment 82 of the eccentric shaft 8 can drive the planetary gear 3 to rotate and float relative to the first connecting member 1 around the central axis of the first shaft segment 81, so that the planetary gear 3 rotates relative to the second connecting member 2, so as to change the transmission phase between the transmission member 30 and the second connecting member 2.

[0175] Optionally, the rotary driving member 11 is a driving motor.

[0176] refer to Figure 1-Figure 4 In some embodiments, the phase adjustment device 100 further includes a first bearing 9 and a second bearing 4, wherein the first bearing 9 is sleeved on the first shaft section 81, and the second bearing 4 is sleeved on the second shaft section 82. For example, the first bearing 9 is a deep groove ball bearing, and the second bearing 4 is a needle bearing.

[0177] refer to Figure 1-Figure 4 In some embodiments, the phase adjustment device 100 further includes a retaining ring 7 , which is sleeved outside the eccentric shaft 8 and is located between the first bearing 9 and the transmission member 30 along the axial direction of the eccentric shaft 8 .

[0178] refer to Figure 1 In some embodiments, the phase adjustment device 100 further includes a fixed cover 10, which is fixed to the first connecting member 1. The rotary drive member 11 further includes a stator 111, which is fixed to the fixed cover 10. The first shaft segment 81 is accommodated in the fixed cover 10 and is rotatable relative to the fixed cover 10 around the central axis of the first shaft segment 81. By providing the fixed cover 10 and fixing the fixed cover 10 and the first connecting member 1, the fixed cover 10 provides a stable support platform for the stator 111 of the rotary drive member 11, ensuring that the stator 111 will not be displaced during operation, thereby improving the structural stability of the phase adjustment device 100. The fixed cover 10 can also protect and limit the travel of the components in the fixed cover 10.

[0179] Exemplarily, the engine system 1000 can be used in a hybrid vehicle. When the engine 200 is in an off state, the crankshaft stops rotating, and the transmission phase between the crankshaft and the camshaft is adjusted by the phase adjustment device 100. In this way, when the hybrid vehicle is started or accelerated again in situ and the engine 200 needs to be started again, the transmission phase between the crankshaft and the camshaft changes, and the time when the crankshaft drives the camshaft to open and close the intake valve is advanced or delayed. In this way, the compressed gas pressure in the cylinder that is in the compression stroke during the starting phase of the engine 200 can be adjusted to reduce the compressed gas pressure, thereby reducing or avoiding the vibration of the engine 200.

[0180] A third aspect of the present invention provides a vehicle, comprising the phase adjustment device 100 or the engine 200 described above.

[0181] For example, the vehicle is a hybrid vehicle, and the working stages of the vehicle include a first working stage and a second working stage. After the first working stage ends, the engine 200 of the vehicle is turned off, and then the phase between the crankshaft and the camshaft of the engine 200 is adjusted by the phase adjustment device 100; after the second working stage begins, the engine 200 of the vehicle needs to be started again. The opening and closing time of the intake valve of the cylinder of the engine 200 in the compression stroke changes due to the change in the phase between the crankshaft and the camshaft, so that the compressed gas pressure in the cylinder is relatively small, which is beneficial to reducing the jitter level of the engine 200 during the starting process.

[0182] If the first working stage is a parking stage of the vehicle, the second working stage is a restarting stage of the vehicle; if the first working stage is a low-speed driving stage of the vehicle, the second working stage is an acceleration stage of the vehicle.

[0183] According to the vehicle of the embodiment of the present invention, by providing the above-mentioned engine system, it is helpful to reduce or avoid the poor driving experience of the occupants of the vehicle caused by the engine vibration problem.

[0184] In the description of the present invention, it should be understood that the terms "upper", "lower", "left", "right", "front", "back", "inside", "outside" and the like indicate directions or positional relationships based on the directions or relative positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention. Unless otherwise specified, the above-mentioned directional description can be flexibly set in the process of actual application under the condition that the relative positional relationship shown in the accompanying drawings is satisfied.

[0185] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0186] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. It can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0187] In the embodiments of the present invention, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, article or device including the element.

[0188] In the embodiments of the present invention, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present invention should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0189] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0190] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A control method for an engine (200), the engine (200) comprising a cylinder, a piston located in the cylinder, a crankshaft drivingly connected to the piston, and a camshaft drivingly connected to the crankshaft, characterized in that: The control method comprises: When a preset condition is met, adjusting the phase of the camshaft; The preset condition includes that the rotation speed of the crankshaft is greater than or equal to 0 rpm and less than or equal to 200 rpm.

2. The control method according to claim 1, characterized in that: The preset condition includes: the rotation speed of the crankshaft is greater than or equal to 0 rpm and less than or equal to 20 rpm.

3. The control method according to claim 1, characterized in that: The control method further comprises: determining a position of the piston currently in a compression stroke; The phase of the camshaft relative to the crankshaft is adjusted according to the position of the piston currently in the compression stroke.

4. The control method according to claim 3, characterized in that: The phase of the camshaft relative to the crankshaft is adjusted to a preset target value to adjust the cylinder pressure of the engine (200) within a preset time period.

5. The control method according to claim 4, characterized in that: During the starting process of the engine (200), the time period during which the rotation speed of the crankshaft increases from 0 rpm to the preset value range is the preset time period.

6. The control method according to claim 1, characterized in that: The relative angular difference between the crankshaft and the camshaft is the phase.

7. The control method according to claim 3, characterized in that: The control method further comprises: detecting a position of the crankshaft and a position of the camshaft; The position of the piston currently in the compression stroke is determined according to the position of the crankshaft and the position of the camshaft.

8. The control method according to claim 3, characterized in that: According to the position of the piston currently in the compression stroke, adjusting the phase of the camshaft relative to the crankshaft comprises: If the piston currently in the compression stroke is located within a first preset position range, the phase of the camshaft relative to the crankshaft is advanced.

9. The control method according to claim 8, characterized in that: According to the position of the piston currently in the compression stroke, adjusting the phase of the camshaft relative to the crankshaft, further comprising: If the piston currently in the compression stroke is located within a second preset position range, the phase of the camshaft relative to the crankshaft is delayed.

10. The control method according to claim 9, characterized in that: The position farthest from the compression limit position within the first preset position range is the first position, the position closest to the compression limit position within the second preset position range is the second position, and the second position is located on a side of the first position away from the compression limit position.

11. The control method according to claim 10, characterized in that: When the piston currently in the compression stroke is located at the first position, the rotation angle of the crankshaft is a first rotation angle, and when the piston currently in the compression stroke is located at the second position, the rotation angle of the crankshaft is a second rotation angle, and the second rotation angle is greater than the first rotation angle.

12. The control method according to claim 10, characterized in that: When the rotation angle of the crankshaft is greater than 0°CA and less than 90°CA, the position range of the piston currently in the compression stroke is the first preset position range; When the rotation angle of the crankshaft is greater than or equal to 90°CA and less than 180°CA, the position range of the piston currently in the compression stroke is the second preset position range.

13. The control method according to claim 10, characterized in that: If the piston currently in the compression stroke is located within the first preset position range, the phase of the camshaft relative to the crankshaft is advanced by a first preset phase value.

14. The control method according to claim 13, characterized in that: If the piston currently in the compression stroke is located within a second preset position range, the phase of the camshaft relative to the crankshaft is delayed by a second preset phase value.

15. The control method according to claim 13, characterized in that: The relative angular difference between the crankshaft and the camshaft is the phase. If the piston currently in the compression stroke is located within the first preset position range, the relative angular difference between the crankshaft and the camshaft is reduced by a first angle value to advance the phase of the camshaft relative to the crankshaft by a first preset phase value to a preset target value.

16. The control method according to claim 14, characterized in that: The relative angle difference between the crankshaft and the camshaft is the phase. If the piston currently in the compression stroke is located within the second preset position range, the relative angle difference between the crankshaft and the camshaft is increased by a first angle value to delay the phase of the camshaft relative to the crankshaft by a second preset phase value to the preset target value.

17. The control method according to claim 4, characterized in that: The control method further comprises: detecting a phase of the camshaft relative to the crankshaft; If the phase of the camshaft relative to the crankshaft satisfies the preset target value, then the control is terminated; If the phase of the camshaft relative to the crankshaft does not meet the preset target value, the phase of the camshaft relative to the crankshaft is adjusted again.

18. An engine system (1000), characterized in that: It comprises an engine and a phase adjustment device, the engine (200) comprises a crankshaft and a camshaft, and the phase adjustment device (100) is connected to the camshaft; The phase adjustment device (100) is configured such that when the rotation speed of the crankshaft is greater than or equal to 0 rpm and less than or equal to 200 rpm, the phase adjustment device (100) can adjust the phase of the camshaft.

19. The engine system (1000) according to claim 18, characterized in that: The phase adjustment device (100) comprises: A first connecting member (1) adapted to be drivingly connected to the crankshaft; A second connecting member (2) adapted to be transmission-connected to the camshaft; A transmission member (30) is connected to the first connection member (1), and the transmission member (30) is in transmission connection with the second connection member (2); A drive assembly is in driving connection with the transmission member (30) and is used to drive the transmission member (30) to move relative to the second connecting member (2) so as to change the transmission phase between the transmission member (30) and the second connecting member (2) so as to adjust the phase of the camshaft.

20. The engine system (1000) according to claim 19, characterized in that: The second connecting member (2) comprises an inner gear ring (20); The transmission member (30) comprises a planetary gear (3), the planetary gear (3) is meshed with the inner gear ring (20), and the central axis of the planetary gear (3) is eccentric relative to the central axis of the inner gear ring (20); The driving assembly is used to drive the planetary gear (3) to rotate relative to the first connecting member (1) around the central axis of the inner gear ring (20), so that the planetary gear (3) rotates relative to the inner gear ring (20) to change the rotation phase between the planetary gear (3) and the inner gear ring (20).

21. The engine system (1000) according to claim 20, characterized in that: Also includes: A floating member (6), the floating member (6) is connected between the first connecting member (1) and the planetary gear (3), and the floating member (6) allows the planetary gear (3) to float and rotate relative to the first connecting member (1) around the central axis of the inner gear ring (20).

22. The engine system (1000) according to claim 21, characterized in that When the first connecting member (1) moves, it can drive the planetary gear (3) to rotate around the central axis of the planetary gear (3) with the help of the floating member (6).

23. The engine system (1000) of claim 22, characterized in that: The first connecting member (1) is a rotating member; When the first connecting member (1) rotates, it can drive the planetary gear (3) to rotate around the central axis of the planetary gear (3) with the help of the floating member (6).

24. The engine system (1000) of claim 22, wherein: The floating member (6) comprises an elastic arm (61) and a first fixing portion (62) and a second fixing portion (63) arranged on the elastic arm (61); The first fixing portion (62) and the first connecting member (1) are relatively fixed along the rotation direction of the first connecting member (1), and the second fixing portion (63) and the transmission member (30) are relatively fixed along the circumferential direction of the planetary gear (3); the elastic arm (61) allows the second fixing portion (63) to rotate relative to the first fixing portion (62) around the central axis of the inner gear ring (20).

25. The engine system (1000) of claim 24, characterized in that: The elastic arm (61) is ring-shaped, and the first fixing portion (62) and the second fixing portion (63) are arranged at different positions in the circumferential direction of the elastic arm (61).

26. The engine system (1000) of claim 25, characterized in that: The first fixing portion (62) is arranged at a first position and a second position on the circumference of the elastic arm (61); the second fixing portion (63) is arranged at a third position and a fourth position on the circumference of the elastic arm (61); The first position and the second position are symmetrically arranged relative to the center of the elastic arm (61), and the third position and the fourth position are symmetrically arranged relative to the center of the elastic arm (61). Along the circumference of the elastic arm (61), the first position and the third position are different positions of the circumference of the elastic arm (61).

27. The engine system (1000) of claim 26, wherein: A line connecting the first position and the second position is a first line; A line connecting the third position and the fourth position is a second line; The first connecting line is orthogonal to the second connecting line.

28. The engine system (1000) of claim 25, wherein: The transmission member (30) further comprises a connecting portion (31) provided on the planetary gear (3), wherein the connecting portion (31) and the planetary gear (3) are arranged along the length direction of the central axis of the planetary gear (3); The second fixing portion (63) and the connecting portion (31) are relatively fixed along the circumferential direction of the planetary gear (3).

29. The engine system (1000) of claim 28, wherein: The first connecting member (1) is ring-shaped, and the first connecting member (1) encloses a receiving cavity (111); The connecting portion (31) and the planetary gear (3) are both accommodated in the accommodating cavity (111), and along the radial direction of the accommodating cavity (111), the inner gear ring (20) is located between the planetary gear (3) and the first connecting member (1), and the elastic arm (61) is located between the connecting portion (31) and the first connecting member (1).

30. The engine system (1000) of claim 23, wherein: The first connecting member (1) is coaxially arranged with the inner gear ring (20).

31. The engine system (1000) of claim 30, wherein: The drive assembly comprises: A rotary drive member (11) comprising a rotor (112); An eccentric shaft (8), the eccentric shaft (8) comprising a first shaft section (81) and a second shaft section (82) which are fixedly connected, the first shaft section (81) being connected to a rotor (112) of the rotary drive member (11), the first shaft section (81) being coaxial with the first connecting member (1) and being relatively rotatable, the second shaft section (82) being eccentrically arranged relative to the first shaft section (81), and the second shaft section (82) being coaxially arranged with the planetary gear (3) and being relatively rotatable.

32. The engine system (1000) of claim 31, characterized in that: Also includes: a fixed cover (10), the fixed cover (10) being fixed to the first connecting member (1), the rotary drive member (11) further comprising a stator (111), the stator (111) being fixed to the fixed cover (10); The first shaft section (81) is accommodated in the fixing cover (10) and is rotatable relative to the fixing cover (10) around a central axis of the first shaft section (81).

33. A vehicle, characterized in that: include: The engine system (1000) as claimed in any one of claims 18 to 32.

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