A control method of an engine, an engine system, and a vehicle

Abstract

This invention discloses an engine control method, an engine system, and a vehicle, relating to the field of engine technology. It aims to solve the problem of unstable engine performance during start-up, which can easily lead to vibrations, abnormal noises, or starting difficulties, causing noise and vibration in the vehicle and affecting its comfort, ultimately resulting in a poor driving and riding experience for occupants. The engine control method includes: adjusting the phase of the camshaft relative to the crankshaft when preset conditions are met; the preset conditions include a crankshaft speed 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. The engine includes a cylinder, a piston located within the cylinder, a crankshaft driven to the piston, and a camshaft driven to the crankshaft.

Description

Technical Field

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

[0002] With the development of the automotive industry, users have increasingly higher requirements for vehicle comfort, power, fuel economy, and other aspects. As the core component of a car, the engine has a significant impact on these performance characteristics.

[0003] In related technologies, whether it is a traditional fuel vehicle or a hybrid vehicle, when the engine needs to be started during the start-up or operation of the vehicle, the engine performance is unstable and is prone to problems such as shaking, abnormal noise or difficulty in starting. This causes noise and vibration in the vehicle, which affects its comfort and leads to a poor driving and riding experience for the people in the vehicle. Summary of the Invention

[0004] The purpose of this invention is to provide an engine control method, an engine system, and a vehicle, aiming to solve the problem that the engine's performance is unstable during startup, and that it is prone to problems such as shaking, abnormal noise, or difficulty in starting, which causes noise and vibration in the vehicle and affects its comfort, resulting in a poor driving and riding experience for the occupants.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

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

[0007] According to the engine control method of this invention, the phase of the camshaft relative to the crankshaft can be adjusted based on the engine's starting state and requirements to optimize engine performance stability and reduce or avoid problems such as engine vibration, abnormal noise, or starting difficulties, thereby effectively improving the driving experience for vehicle occupants. For example, adjusting the phase of the camshaft relative to the crankshaft can change the opening and closing timing of the intake valves of the cylinders in the compression stroke, which helps reduce cylinder pressure during engine starting and thus effectively reduces the level of vibration during engine starting. Furthermore, by setting the preset condition for adjusting the phase of the camshaft relative to the crankshaft to a crankshaft speed greater than or equal to 0 rpm and less than or equal to 200 rpm, phase adjustment is easier and more readily implemented when the crankshaft is within this speed range.

[0008] In some embodiments, the preset conditions include the crankshaft speed 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 the position of the piston currently in the compression stroke; and adjusting the phase of the camshaft relative to the crankshaft based on the position of the piston currently in the 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 time period.

[0011] In some embodiments, during engine starting, the time period during which the crankshaft speed increases from 0 rpm to the preset value range is a preset time period.

[0012] In some embodiments, the 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 based on the position of the crankshaft and the position of the camshaft.

[0014] 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 includes: if the piston currently in the compression stroke is within a first preset position range, then advancing the phase of the camshaft relative to the crankshaft.

[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 further includes: if the piston currently in the compression stroke is within a second preset position range, then delaying the phase of the camshaft relative to the crankshaft.

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

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

[0018] In some embodiments, when the crankshaft rotation angle 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 crankshaft rotation angle 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, which is 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, which is 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 angle difference between the crankshaft and the camshaft is the phase. If the piston, which is 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 to a preset target value by reducing the relative angle difference between the crankshaft and the camshaft by a first angle value.

[0023] In some embodiments, the relative angle difference between the crankshaft and the camshaft is the phase. If the piston, which is 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 a second preset phase value to the preset target value by increasing the relative angle difference between the crankshaft and the camshaft by a first angle value.

[0024] 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, then the control is terminated; if the phase of the camshaft relative to the crankshaft does not meet the preset target value, then the phase of the camshaft relative to the crankshaft is adjusted again.

[0025] A second aspect of the present invention provides an engine system including an engine and a phase adjustment device. The engine includes a crankshaft and a camshaft, and the phase adjustment device is connected to the camshaft. The phase adjustment device is configured to adjust the phase of the camshaft when the crankshaft speed is greater than or equal to 0 rpm and less than or equal to 200 rpm.

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

[0027] In some embodiments, the phase adjustment device includes: a first connector; a second connector; a transmission member connected to the first connector and the transmission member being tractively connected to the second connector; and a drive assembly tractively connected to the transmission member for driving the transmission member to move relative to the second connector, thereby changing the transmission phase between the transmission member and the second connector to adjust the phase of the camshaft.

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

[0029] In some embodiments, the drive assembly is used to drive the planetary gear to rotate about the central axis of the internal gear ring in a first direction relative to the first connector, so that the planetary gear rotates relative to the internal gear ring in the first direction to change the rotational phase between the planetary gear and the internal gear ring in 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 internal gear ring in a second direction relative to the first connector, so that the planetary gear rotates relative to the internal gear ring in the second direction to change the rotational phase between the planetary gear and the internal gear ring in the second direction; the second direction is opposite to the first direction.

[0031] In some embodiments, the planetary gear rotates one revolution about the central axis of the internal gear ring relative to the first connector, and the planetary gear rotates one central angle corresponding to one tooth relative to the internal gear ring.

[0032] In some embodiments, the phase adjustment device further includes a floating element connected between the first connector and the planetary gear, the floating element allowing the planetary gear to rotate relative to the first connector about the central axis of the internal gear ring.

[0033] In some embodiments, when the first connector moves, it can drive the planetary gear to rotate about the central axis of the planetary gear by means of the floating member.

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

[0035] In some embodiments, the floating member includes an elastic arm and a first fixing portion and a second fixing portion disposed on the elastic arm; the first fixing portion is fixed relative to the first connecting member along the rotation direction of the first connecting member, and the second fixing portion is fixed relative to the transmission member along the circumferential direction of the planetary gear; the elastic arm allows the second fixing portion to rotate relative to the first fixing portion about the central axis of the internal gear ring.

[0036] In some embodiments, the elastic arm is ring-shaped, and the first fixing part and the second fixing part are located at different positions around the elastic arm.

[0037] In some embodiments, the first fixing part is disposed at a first position and a second position in the circumferential direction of the elastic arm; the second fixing part is disposed at a third position and a fourth position in the circumferential direction of the elastic arm;

[0038] The first and second positions are symmetrically arranged with respect to the center of the elastic arm, and the third and fourth positions are symmetrically arranged with respect to the center of the elastic arm. Along the circumference of the elastic arm, the first and third positions are different positions of the elastic arm in the circumference.

[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 and the second line are orthogonal.

[0040] In some embodiments, the transmission member further includes a connecting portion disposed on the planetary gear, the connecting portion being arranged along the length direction of the planetary gear's central axis; the second fixing portion being fixed relative to the connecting portion along the circumferential direction of the planetary gear.

[0041] In some embodiments, the first connector is annular and forms an accommodating cavity;

[0042] Both the connecting portion and the planetary gear are housed within the receiving cavity, and along the radial direction of the receiving cavity, the internal 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 connector is coaxially arranged with the internal gear ring.

[0044] In some embodiments, the drive assembly includes: a rotary drive member including a rotor; an eccentric shaft including a first shaft segment and a second shaft segment fixedly connected, the first shaft segment being connected to the rotor of the rotary drive member, the first shaft segment being coaxial with the first connecting member and rotatable relative to it, the second shaft segment being eccentrically disposed relative to the first shaft segment, and the second shaft segment being coaxial with the planetary gear and rotatable relative to it.

[0045] In some embodiments, the phase adjustment device further includes: a fixing cover, the fixing cover being fixed to the first connecting member, and the rotary drive further includes a stator, the stator being fixed to the fixing cover;

[0046] The first shaft segment is housed within the fixed cover and is rotatable about the central axis of the first shaft segment relative to the fixed cover.

[0047] A third aspect of the present invention provides a vehicle comprising: the engine system described in the first aspect of the present invention.

[0048] According to the vehicle of the present invention, by setting the above-described engine system, it is beneficial to reduce or avoid the poor driving and riding experience of the occupants caused by engine vibration. Attached Figure Description

[0049] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is an exploded schematic diagram of a phase adjustment device according to some embodiments of the present invention;

[0051] Figure 2 for Figure 1 A cross-sectional view of part of the phase adjustment device;

[0052] Figure 3 for Figure 1 Schematic diagram of the rotating drive component;

[0053] Figure 4 for Figure 1 A schematic diagram of the rotating drive component from another perspective;

[0054] Figure 5 A schematic diagram of an engine according to some embodiments of the present invention;

[0055] Figure 6 This is a flowchart illustrating an engine control method according to some embodiments of the present invention.

[0056] Figure label:

[0057] 1000. Engine system;

[0058] 200. Engine;

[0059] 100. Phase adjustment device;

[0060] 1. First connecting member; 111. Accommodating cavity; 2. Second connecting member; 20. Internal gear ring; 3. Planetary gear; 30. Transmission component; 31. Connecting part; 4. Second bearing; 5. Pad; 6. Floating component; 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. Rotary drive component; 113. Stator; 112. Rotor; 12. Crankshaft position sensor; 13. Camshaft position sensor. Detailed Implementation

[0061] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0062] refer to Figures 1-6 A control method for an engine 200 according to a first aspect embodiment of the present invention is described.

[0063] A first aspect of the present invention provides a control method for an engine 200, the engine 200 including a cylinder, a piston located in the cylinder, a crankshaft driven to the piston, and a camshaft driven to the crankshaft.

[0064] During the operation of engine 200, the crankshaft rotation drives the piston to reciprocate within the cylinder and drives the camshaft to rotate to control the opening and closing of the intake valve. The cylinder of engine 200 has four working strokes, including the intake stroke, compression stroke, power stroke, and exhaust stroke. During the compression stroke, the piston moves within the cylinder in a direction close to the compression limit to compress the gas within the cylinder.

[0065] For example, engine 200 includes four cylinders. During the operation of engine 200, the four cylinders are respectively in one of the following strokes: intake stroke, compression stroke, power stroke, and exhaust stroke.

[0066] The control method of engine 200 includes: adjusting the phase of the camshaft relative to the crankshaft when preset conditions are met, wherein the preset conditions include the crankshaft speed 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.

[0067] 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. This allows the opening and closing time of the intake valve of the cylinder in the compression stroke to be advanced or delayed when the engine 200 is restarted. In this way, the cylinder pressure of that cylinder during the start-up period can be reduced.

[0068] According to the engine 200 control method of the present invention, the phase of the camshaft relative to the crankshaft can be adjusted according to the starting state and demand of the engine 200, so as to optimize the stability of the engine 200's performance and reduce or avoid problems such as engine vibration, abnormal noise, or starting difficulty, thereby effectively improving the driving experience of the occupants. For example, by adjusting the phase of the camshaft relative to the crankshaft, the opening and closing time of the intake valve of the cylinder in the compression stroke of the engine 200 can be changed, which helps to reduce the cylinder pressure of the engine 200 during the starting process, thereby effectively reducing the vibration 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 a crankshaft speed greater than or equal to 0 rpm and less than or equal to 200 rpm, the phase adjustment is easier and easier to implement when the crankshaft is within this speed range.

[0069] In some embodiments, the preset conditions include a crankshaft speed greater than or equal to 0 rpm and less than or equal to 20 rpm. By making the preset conditions include a crankshaft speed greater than or equal to 0 rpm and less than or equal to 20 rpm, the crankshaft rotates slower within this speed range, which helps to further reduce the difficulty of camshaft phase adjustment relative to the crankshaft and improve the accuracy of phase adjustment.

[0070] In some embodiments, the control method further includes: determining the position of the piston currently in the compression stroke, and adjusting the phase of the camshaft relative to the crankshaft based on the position of the piston currently in the compression stroke.

[0071] By using the current position of the piston in the compression stroke as the basis for adjusting the phase of the camshaft relative to the crankshaft, the phase adjustment result can better match the working state of the piston, thereby further improving the performance of the engine 200 during start-up.

[0072] For example, adjusting the phase of the camshaft relative to the crankshaft can change the amount of air intake in the cylinder during the compression stroke. Adjusting the amount of air intake in the cylinder according to the position of the piston during the current compression stroke can effectively regulate the cylinder pressure of the cylinder during the current compression stroke when the engine 200 starts, thereby helping to reduce the vibration level of the engine 200.

[0073] In some embodiments, the phase of the camshaft relative to the crankshaft is adjusted to a preset target value to regulate the cylinder pressure of the engine 200 within a preset time period.

[0074] By adjusting the phase of the camshaft relative to the crankshaft to a preset target value, the cylinder pressure can be adjusted within a preset time period, which can effectively improve the performance instability of the engine 200 caused by cylinder pressure.

[0075] Optionally, the phase of the camshaft relative to the crankshaft can be adjusted to a preset target value to reduce the cylinder pressure of the engine 200 during a preset time period. For example, this can reduce the cylinder pressure of the engine 200 during the starting phase, thereby reducing or avoiding engine vibration caused by high cylinder pressure.

[0076] 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 the compression stroke; or, for another example, within the preset time period of the engine 200, multiple cylinders of the engine 200 successively undergo the compression stroke.

[0077] Optionally, the preset time period is the towing phase during the engine 200 start-up process.

[0078] For example, the control method for engine 200 may include the following steps:

[0079] S1 controls engine 200 to reduce the crankshaft speed of engine 200 to 0 rpm;

[0080] S2, determine the position of the piston currently in the compression stroke;

[0081] S3 adjusts the phase of the camshaft relative to the crankshaft based on the current position of the piston during the compression stroke.

[0082] When the crankshaft speed is 0 rpm, the crankshaft will no longer drive the piston to move when the position of the piston currently in the compression stroke is obtained. This helps to obtain the position of the piston in the compression stroke more accurately.

[0083] In some embodiments, during the engine 200 start-up process, the time period during which the crankshaft speed increases from 0 rpm to a preset value range is defined as the preset time period. Once the crankshaft speed reaches the preset value range, the probability of engine vibration decreases, and the engine 200 can operate 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.

[0084] In some embodiments, the engine 200's dragging phase ends when the crankshaft speed reaches a preset range. For example, when the engine 200 is used in a hybrid vehicle, the probability of vibration problems occurring during the engine 200's dragging phase is greater during the engine 200's start-up process. By enabling the engine 200's control method to reduce cylinder pressure during the cold engine dragging phase, the vibration level of the engine 200 can be effectively reduced.

[0085] Optionally, the preset value range can be 700 rpm ~ 1500 rpm.

[0086] In some embodiments, the relative angle difference between the crankshaft and the camshaft is the phase. Representing the phase relationship between the crankshaft and the camshaft by the relative angle difference makes the phase relationship between the camshaft and the crankshaft easier to obtain and control, which helps to improve the accuracy of the phase adjustment of the camshaft relative to the crankshaft.

[0087] 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 based on the position of the crankshaft and the position of the camshaft.

[0088] For example, the control method for engine 200 may include the following steps:

[0089] N1 controls engine 200 to meet preset conditions;

[0090] N2, detects the position of the crankshaft and camshaft;

[0091] N3 determines the position of the piston currently in the compression stroke based on the positions of the crankshaft and camshaft.

[0092] N4 adjusts the phase of the camshaft relative to the crankshaft based on the current position of the piston during the compression stroke.

[0093] Obtaining the piston position directly is difficult; it is more convenient to determine the piston position indirectly based on the positions of the crankshaft and camshaft.

[0094] In some embodiments, a crankshaft position sensor 12 is provided on the engine 200 to detect the position of the crankshaft, and the crankshaft position sensor 12 is located at the end of the engine 200 away from the phase adjustment device 100.

[0095] In some embodiments, a camshaft position sensor 13 is provided on the engine 200 for detecting the position of the camshaft, and the camshaft position sensor 13 is located at the end of the engine 200 away from the phase adjustment device 100.

[0096] 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 includes: if the piston currently in the compression stroke is within a first preset position range, then advancing the phase of the camshaft relative to the crankshaft.

[0097] If the piston currently in the compression stroke is within the first preset position range, and the remaining compression stroke of the piston is relatively short, the piston's continued compression of the gas in the cylinder has a minimal impact on the cylinder pressure. By advancing the camshaft phase relative to the crankshaft, the opening time of the intake valve of the next cylinder about to enter the compression stroke can be advanced. This ensures that the intake valve of the next cylinder about to enter the compression stroke is opened before the intake stroke, reducing the amount of air entering the next cylinder about to enter the compression stroke. Consequently, the cylinder pressure after entering the compression stroke is lower, thus reducing or avoiding vibration caused by higher cylinder pressure in the next cylinder about to enter the compression stroke.

[0098] 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 further includes: if the piston currently in the compression stroke is within a second preset position range, then delaying the phase of the camshaft relative to the crankshaft.

[0099] If the piston currently in the compression stroke is within the second preset position range, and the remaining compression stroke of the piston is relatively long, the piston's continued compression of the gas in the cylinder will have a significant impact on the cylinder pressure. In this case, 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. This allows some of the gas in the cylinder to be discharged through the intake valve during the piston's continued gas compression, thereby reducing the cylinder pressure and minimizing or avoiding vibration caused by the high cylinder pressure in the cylinder currently in the compression stroke.

[0100] In some embodiments, the position furthest from the compression limit position within the first preset position range is the first position, and the position closest to the compression limit position within the second preset position range is the second position, with the second position located on the side of the first position away from the compression limit position.

[0101] The second position is located on the side of the first position that is far from the compression limit position. When the piston is in the first preset position range, the distance between the piston and the compression limit position is shorter than when it is in the second preset position range, and the remaining compression stroke distance of the piston is shorter.

[0102] For example, the control method for engine 200 may include the following steps:

[0103] M1 controls engine 200 to meet preset conditions;

[0104] M2 detects the position of the crankshaft and camshaft;

[0105] M3 determines the position of the piston currently in the compression stroke based on the positions of the crankshaft and camshaft.

[0106] 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.

[0107] In some embodiments, when the piston is currently in the compression stroke and in the first position, the crankshaft angle is a first angle; when the piston is currently in the compression stroke and in the second position, the crankshaft angle is a second angle, and the second angle is greater than the first angle. The crankshaft angle can accurately reflect the piston position during the compression stroke. By using the crankshaft angle as the basis for distinguishing the piston position, it is beneficial to reduce the difficulty of determining the piston position.

[0108] In some embodiments, when the crankshaft angle 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. Therefore, when the piston is within the first preset position range, it is located in the latter half of the compression stroke. When the crankshaft angle 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. Therefore, when the piston is within the second preset position range, it is located in the first half of the compression stroke.

[0109] By dividing the first preset position range and the second preset position range in this way, it is easier to control and adjust the phase of the camshaft relative to the crankshaft more precisely; in addition, it makes the logic of the control method clearer and more explicit, which is conducive to improving the reliability of the control method.

[0110] In some embodiments, if the piston currently in the compression stroke is within a first preset position range, the phase of the camshaft relative to the crankshaft is advanced by a 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 beneficial to accurately control the phase adjustment of the camshaft relative to the crankshaft, which helps to ensure that each adjustment achieves the expected effect and avoids over- or under-adjustment; moreover, each phase adjustment has a clear numerical standard, which improves the consistency and repeatability of the control method, reduces uncertainty, and also helps to reduce the complexity of the control method.

[0111] In some embodiments, if the piston currently in the compression stroke is within a second preset position range, the phase of the camshaft relative to the crankshaft is delayed by a 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 beneficial to accurately control the phase adjustment of the camshaft relative to the crankshaft, which helps to ensure that each adjustment achieves the expected effect and avoids over- or under-adjustment; moreover, each phase adjustment has a clear numerical standard, which improves the consistency and repeatability of the control method, reduces uncertainty, and also helps to reduce the complexity of the control method.

[0112] 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 a first preset position range, the phase of the camshaft relative to the crankshaft is advanced by a first preset phase value to a preset target value by reducing the relative angle difference between the crankshaft and the camshaft by a first angle value. Optionally, the first angle value is 45°, 60°, 70°, etc. Changing the phase of the camshaft relative to the crankshaft by altering the relative angle difference between the crankshaft and the camshaft facilitates more precise control of the phase relationship through the control of the relative angle difference, thereby improving the accuracy and reliability of the control method.

[0113] 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 a second preset position range, the phase of the camshaft relative to the crankshaft is delayed by a second preset phase value to a preset target value by increasing the relative angle difference between the crankshaft and the camshaft by a second angle value. Optionally, the first angle value is 45°, 60°, 70°, etc. Changing the phase of the camshaft relative to the crankshaft by changing the relative angle difference between the crankshaft and the camshaft facilitates more precise control of the phase relationship through the control of the relative angle difference, which is beneficial to improving the accuracy and reliability of the control method.

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

[0115] If the piston currently in the compression stroke is within the second preset position range, and the current relative angle difference between the crankshaft and camshaft is the second initial value, then the preset target value is the sum of the second initial value and the first angle value.

[0116] Optionally, the control method of the engine 200 may further include: detecting whether the relative angle difference between the crankshaft and the camshaft meets a preset target value; if it does, the phase adjustment between the camshaft and the crankshaft is completed; if it does not, the phase between the camshaft and the crankshaft is adjusted again until the relative angle difference between the crankshaft and the camshaft meets the preset target value.

[0117] 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 a preset target value, the control ends; 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 readjusted. By detecting the phase of the camshaft relative to the crankshaft, ensuring that the phase of the camshaft relative to the crankshaft is adjusted to the preset target value, the reliability of the phase adjustment is further improved, thereby improving the reliability of the control method.

[0118] refer to Figure 6 For example, the control method for engine 200 may include the following steps:

[0119] P1, the engine receives a shutdown signal and the engine speed decreases;

[0120] P2, check if engine 200 meets the preset conditions; if it meets the preset conditions, proceed to the next step; if it does not meet the preset conditions, execute P1 again.

[0121] P3 detects the position of the crankshaft and camshaft;

[0122] P4 determines the position of the piston currently in the compression stroke based on the positions of the crankshaft and camshaft.

[0123] P5, if the piston currently in the compression stroke is within the first preset position range, then advance the phase of the camshaft relative to the crankshaft by the first preset phase value; if the piston currently in the compression stroke is within the second preset position range, then delay the phase of the camshaft relative to the crankshaft by the second preset phase value.

[0124] P6 detects 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 ends; if the phase of the camshaft relative to the crankshaft does not meet the preset target value, P5 is executed again.

[0125] By controlling the relative angle difference between the crankshaft and camshaft to meet the preset target value, the reliability of the control method can be further improved.

[0126] For example, the control method for engine 200 can be used to control the engine 200 of a hybrid vehicle. When the engine 200 of the vehicle is in a shut-off state, the control method controls the engine 200, which may specifically include the following steps:

[0127] R1, the ECU receives the engine 200 shutdown signal and controls the crankshaft speed of engine 200 to decrease to 0 rpm;

[0128] R2, the ECU detects the position of the crankshaft and camshaft;

[0129] R3, the ECU determines the position of the piston currently in the compression stroke based on the position of the crankshaft and the camshaft;

[0130] R4, if the piston currently in the compression stroke is within the first preset position range, then advance the phase of the camshaft relative to the crankshaft by the first preset phase value; if the piston currently in the compression stroke is within the second preset position range, then delay the phase of the camshaft relative to the crankshaft by the second preset phase value.

[0131] R5 checks whether the relative angle difference between the crankshaft and camshaft meets the preset target value.

[0132] 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, R4 is executed again.

[0133] In some embodiments, the control method for the engine 200 further includes: before the crankshaft starts rotating again, detecting again that the relative angle difference between the crankshaft and the camshaft meets a preset target value; if the relative angle difference between the crankshaft and the camshaft does not meet the preset target value, then the phase of the camshaft relative to the crankshaft needs to be adjusted 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 between the completion of the phase adjustment between the camshaft and the crankshaft and the start of rotation of the crankshaft again, detecting again that the relative angle difference between the crankshaft and the camshaft meets the preset target value helps to further improve the reliability of the control method.

[0134] Next, refer to Figures 1-5An engine system and vehicle according to embodiments of the present invention are described.

[0135] refer to Figures 1-5 According to a second aspect of the present invention, an engine system 1000 is provided, which includes an engine 200 and a phase adjustment device 100. The engine includes a crankshaft and a camshaft, and the phase adjustment device 100 is connected to the camshaft.

[0136] Optionally, the camshaft may be connected to the intake valve, or the camshaft may be connected to both the intake valve and the exhaust valve.

[0137] The phase adjustment device 100 is used to adjust the phase of the camshaft, which is connected to the intake valve. During engine starting, 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 adjusting the cylinder pressure of the cylinder in the compression stroke to reduce or avoid engine vibration caused by high pressure in the cylinder in the compression stroke.

[0138] The phase adjustment device 100 is configured to adjust the phase of the camshaft when the crankshaft speed is greater than or equal to 0 rpm and less than or equal to 200 rpm. The crankshaft and camshaft are drive-connected, with the crankshaft driving the camshaft to rotate for normal engine operation. If the camshaft phase 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, thus requiring a high torque capacity from the phase adjustment device 100.

[0139] Optionally, the phase adjustment device 100 can adjust the phase of the camshaft when the crankshaft speed drops to 0 rpm after the engine 200 is turned off.

[0140] Optionally, the phase adjustment device 100 can also adjust the phase of the camshaft before the engine 200 starts, when the crankshaft speed is still 0 rpm. 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 after the crankshaft is dragged to a certain speed, the engine 200 ignites and burns, and successfully runs over its own resistance. The phase adjustment device 100 can adjust the phase of the camshaft before the cold engine drag state, when the crankshaft speed is still 0 rpm.

[0141] 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.

[0142] According to the engine 200 system of the present invention, by providing a phase adjustment device 100, the phase adjustment device 100 can adjust the phase of the camshaft. The camshaft is connected to the intake valve. During the starting process of the engine 200, by adjusting the phase of the camshaft, the opening and closing time of the intake valve can be controlled, thereby adjusting the cylinder pressure of the cylinder in the compression stroke, so as to reduce or avoid the problem of engine 200 vibration caused by the high pressure in the cylinder in the compression stroke. In addition, by configuring the phase adjustment device 100 to adjust the phase of the camshaft when the crankshaft speed is greater than or equal to 0 rpm and less than or equal to 200 rpm, the torque capability requirement of the phase adjustment device 100 is also lower, making the application feasibility of the phase adjustment device 100 higher.

[0143] In some embodiments, the phase adjustment device 100 is configured to adjust the phase of the camshaft when the crankshaft speed is greater than or equal to 0 rpm and less than or equal to 20 rpm, so as to change the phase of the camshaft relative to the crankshaft, thereby further reducing the difficulty of phase adjustment and further improving the accuracy of phase adjustment.

[0144] refer to Figures 1-2 In some embodiments, the phase adjustment device 100 includes: a first connector 1, a second connector 2, a transmission component 30, and a drive assembly. The transmission component 30 is floatingly connected to the first connector 1 and is drive-connected to the second connector 2. The drive assembly is drive-connected to the transmission component 30.

[0145] Optionally, the transmission component 30 and the first connecting component 1 are floatingly connected, which helps to increase the flexibility of the fit between the transmission component 30 and the first connecting component 1, and can avoid excessive friction and wear, so as to make phase adjustment smoother.

[0146] The drive assembly drives the transmission component 30 to move relative to the second connecting member 2, thereby changing the transmission phase between the transmission component 30 and the second connecting member 2, and thus adjusting the camshaft phase. The phase adjustment device 100 can change the transmission phase between the transmission component 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 beneficial to improving the working state of the entire transmission chain and enhancing the performance of the engine 200; according to the requirements of the engine 200's starting process, the camshaft phase is adjusted to change the cylinder pressure of the cylinder in the compression formation during the starting process, thereby reducing the level of engine vibration or avoiding vibration.

[0147] Optionally, the transmission member 30 and the second connecting member 2 are rotating members. The transmission member 30 rotates relative to the second connecting member 2 to change the rotational 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 drive assembly transmits power to the transmission member 30, and the transmission member 30 rotates relative to the second connecting member 2 at a certain angle, thereby changing the transmission phase between the transmission member 30 and the second connecting member 2.

[0148] Optionally, the drive assembly may be a hydraulic, electric, or mechanical drive structure.

[0149] For example, the first connecting member 1 is a sprocket, which is connected to the crankshaft of the engine 200 via a chain drive. 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 via 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 stops, the crankshaft stops rotating. 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. Thus, when the engine 200 restarts, the timing of the crankshaft driving the camshaft to open or close the intake valve changes. This can thereby adjust the pressure of the compressed gas in the cylinder during the compression stroke of the engine 200, reducing or avoiding engine vibration and lowering the level of engine vibration.

[0150] refer to Figures 1-2 In some embodiments, the second connecting member 2 includes an internal gear ring 20, and the transmission member 30 includes a planetary gear 3. The planetary gear 3 meshes with the internal gear ring 20, and the central axis of the planetary gear 3 is eccentric relative to the central axis of the internal gear ring 20. The driving assembly is used to drive the planetary gear 3 to rotate relative to the first connecting member 1 about the central axis of the internal gear ring 20, so that the planetary gear 3 rotates relative to the internal gear ring 20, thereby changing the position of the meshing point between the planetary gear 3 and the internal gear ring 20, and thus changing the rotational phase between the planetary gear 3 and the internal gear ring 20.

[0151] By including an internal gear ring 20 in the second connecting member 2 and a planetary gear 30 in the transmission member 30, the structure of the planetary gear 3 and the internal gear ring 20 makes it easy to adjust the rotational phase between them and helps to reduce wear between them; in addition, the cooperation between the planetary gear 3 and the internal gear ring 20 can realize transmission in a small space, making the phase adjustment device 100 compact.

[0152] refer to Figures 1-5In some embodiments, the drive assembly drives the planetary gear 3 to rotate relative to the first connecting member 1 along a first direction about the central axis of the internal gear ring 20, so that the planetary gear 3 rotates relative to the internal gear ring 20 along the first direction (refer to direction V1 in the figure) to change the rotational phase between the planetary gear 3 and the internal 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 internal gear ring 20, making the movement of the planetary gear 3 smoother, reducing unnecessary frictional losses, thereby improving transmission efficiency and system stability, making phase adjustment faster and more precise, and improving the dynamic response capability of the system.

[0153] For example, when the rotational phase of the internal gear ring 20 relative to the planetary gear 3 needs to be adjusted forward, the drive assembly drives the planetary gear 3 to rotate relative to the first connector 1 along the central axis of the internal gear ring 20 in a first direction, so that the planetary gear 3 rotates relative to the internal gear ring 20 in the first direction, thereby changing the rotational phase between the planetary gear 3 and the internal gear ring 20 in the first direction.

[0154] refer to Figures 1-5 In some embodiments, the drive assembly drives the planetary gear 3 to rotate relative to the first connecting member 1 along a second direction (shown as direction V2 in the figure) about the central axis of the internal gear ring 20. This rotation of the planetary gear 3 relative to the internal gear ring 20 in the second direction changes the rotational phase between the planetary gear 3 and the internal gear ring 20 along the second direction, which 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 internal gear ring 20, making the movement of the planetary gear 3 smoother, reducing unnecessary frictional losses, thereby improving transmission efficiency and system stability. This also makes phase adjustment faster and more precise, improving the dynamic response capability of the system.

[0155] For example, when the rotational phase of the internal gear ring 20 relative to the planetary gear 3 needs to be adjusted backward, the drive assembly drives the planetary gear 3 to rotate relative to the first connecting member 1 in the second direction around the central axis of the internal gear ring 20, so that the planetary gear 3 rotates relative to the internal gear ring 20 in the second direction, thereby changing the rotational phase between the planetary gear 3 and the internal gear ring 20 in the second direction.

[0156] For example, the phase adjustment device 100 is applied to the engine 200. When the engine 200 is in the off 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 phase adjustment device 100 adjusts the transmission phase between the crankshaft and the camshaft. Specifically, if the piston in the compression stroke is in the cylinder near the top dead center of compression, the drive assembly drives the planetary gear 3 to rotate relative to the internal gear ring 20 in a first direction, changing the rotation phase between the planetary gear 3 and the internal gear ring 20 in the first direction, thereby advancing the rotation phase of the camshaft relative to the crankshaft, and the camshaft drives the intake valve to open and close earlier; if the piston in the compression stroke is in the cylinder near the bottom dead center of compression or in the middle position between the top dead center and the bottom dead center of compression, the drive assembly drives the planetary gear 3 to rotate relative to the internal gear ring 20 in a second direction, changing the rotation phase between the planetary gear 3 and the internal gear ring 20 in the second direction, thereby delaying the rotation phase of the camshaft relative to the crankshaft, and the camshaft drives the intake valve to open and close later.

[0157] refer to Figures 1-2 In some embodiments, the planetary gear 3 rotates one revolution relative to the first connecting member 1 around the central axis of the internal gear ring 20, and the planetary gear 3 rotates one central angle corresponding to one tooth relative to the internal gear ring 20. By rotating the planetary gear 3 one revolution relative to the first connecting member 1, precise control of the rotational phase of the planetary gear 3 relative to the internal gear ring 20 can be achieved. Precise phase control is beneficial to optimizing the meshing state between the planetary gear 3 and the internal gear ring 20 after phase adjustment, reducing friction and energy loss, and improving transmission efficiency. Moreover, this setting has lower requirements for the torque capability of the drive component that drives the planetary gear 3, which is beneficial to improving the practicality of the phase adjustment device 100.

[0158] Optionally, the internal gear ring 20 has 120 teeth, and the central angle corresponding to each tooth is 3°.

[0159] refer to Figures 1-2 In some embodiments, the phase adjustment device 100 further includes a floating element 6 connected between the first connecting member 1 and the planetary gear 3. The floating element 6 allows the planetary gear 3 to float and rotate relative to the first connecting member 1 around the central axis of the internal gear ring 20. By providing the floating element 6 between the first connecting member 1 and the planetary gear 3, the first connecting member 1 and the planetary gear 3 are floatingly connected, making the connection relationship between the transmission member 30 and the first connecting member 1 more flexible. This reduces the constraint of the first connecting member 1 and the floating element 6 on the planetary gear 3, making the movement of the planetary gear 3 more flexible during the phase adjustment process. Furthermore, the floating element 6 helps to reduce collision noises and other abnormal noises generated during the phase adjustment process.

[0160] refer to Figures 1-2In some embodiments, 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. The floating member 6 not only allows the planetary gear 3 to float and rotate relative to the first connecting member 1 around the central axis of the internal gear ring 20, but also plays a transmission role between the first connecting member 1 and the planetary gear 3. This eliminates the need for a separate transmission structure between the first connecting member 1 and the transmission member 30, which helps to simplify the structural design of the phase adjustment device 100.

[0161] 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. The first connecting member 1 transmits power to the planetary gear 3 through the floating member 6. Then the planetary gear 3 transmits power to the internal gear ring 20, and the internal gear ring 20 drives the camshaft to rotate.

[0162] refer to Figures 1-2 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. The floating member 6 does not need to convert the motion from the first connecting member 1, which helps to simplify the structural design of the floating member 6.

[0163] refer to Figures 1-2 In some embodiments, the floating member 6 includes an elastic arm 61 and a first fixed portion 62 and a second fixed portion 63 disposed on the elastic arm 61. The elastic arm 61 provides support for the first fixed portion 62 and the second fixed portion 63. The first fixed portion 62 is fixed relative 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 fixed portion 63 is fixed relative to the transmission member 30 along the circumferential direction of the planetary gear 3, so that the floating member 6 and the transmission member 30 can achieve stable transmission along the circumferential direction of the planetary gear 3. The elastic arm 61 allows the second fixed portion 63 to rotate relative to the first fixed portion 62 about the central axis of the internal gear ring 20. The provision of the elastic arm 61 makes the floating member 6 less prone to breakage, which is beneficial to improving the service life of the floating member 6.

[0164] The first fixing part 62 and the first connecting member 1 are fixed relative to each other along the rotation direction of the first connecting member 1, which may include the following situations: for example, the first fixing part 62 and the first connecting member 1 are fixed relative to each other along the rotation direction of the first connecting member 1, while the first fixing part 62 and the first connecting member 1 can move relative to each other in other directions.

[0165] The second fixing part 63 and the transmission member 30 are fixed relative to each other along the circumference of the planetary gear 3, which may include the following situations: for example, the second fixing part 63 and the transmission member 30 are fixed relative to each other along the circumference of the planetary gear 3, while the second fixing part 63 and the transmission member 30 can move relative to each other in other directions.

[0166] refer to Figures 1-2 Optionally, the second fixing part 63 and the transmission member 30 can be fixed relative to each other in the circumferential direction of the planetary gear 3 through direct contact; alternatively, the second fixing part 63 and the transmission member 30 can also be fixed relative to each other in the circumferential direction of the planetary gear 3 through indirect contact. A pad is provided between the second fixing part 63 and the transmission member 30. The pad is used to adjust the fit clearance between the second fixing part 63 and the transmission member 30 so that stable transmission can be achieved between the floating member 6 and the transmission member 30.

[0167] refer to Figure 1 In some embodiments, the elastic arm 61 is annular, and the first fixing part 62 and the second fixing part 63 are located at different positions around the circumference of the elastic arm 61. The annular elastic arm 61 can provide multi-directional elastic support, allowing the floating member 6 to make small displacements or rotations in multiple directions. By positioning the first fixing part 62 and the second fixing part 63 at different positions around the circumference of the elastic arm 61, the first fixing part 62 and the second fixing part 63 can independently respond to different transmission paths, reducing their mutual influence, so that the floating member 6 can meet complex transmission requirements.

[0168] Optionally, the first fixing part 62 may be a plurality of spaced-apart parts, and the second fixing part 63 may also be a plurality of spaced-apart parts, so as to further improve the transmission stability between the floating part 6 and the first connecting part 1 and to further improve the transmission stability between the floating part 6 and the transmission part 30.

[0169] Optionally, the first fixing part 62 is located on the outer periphery of the elastic arm 61, and the second fixing part 63 is located on the outer periphery of the elastic arm 61. This arrangement avoids interference between the planetary gear 3 and the first connecting member 1, and facilitates the connection of the two to the floating member 6.

[0170] refer to Figure 1In some embodiments, the first fixing part 62 is disposed at a first position and a second position in the circumferential direction of the elastic arm 61, and the second fixing part 63 is disposed at a third position and a fourth position in the circumferential direction of the elastic arm 61. The first and second positions are symmetrically arranged with respect to the center of the elastic arm 61, and the third and fourth positions are symmetrically arranged with respect to the center of the elastic arm 61. Along the circumferential direction of the elastic arm 61, the first and third positions are different positions of the elastic arm 61. The first fixing part 62 and the second fixing part 63, which are symmetrically arranged with respect to the center of the elastic arm 61, help to avoid uneven force distribution on the entire elastic arm 61 during transmission, avoid skewness or imbalance caused by asymmetry, reduce or avoid local defects in the elastic arm 61 due to uneven force, and at the same time help to improve the stability of the transmission system.

[0171] refer to Figure 1 In some embodiments, the line connecting the first position and the second position is a first connecting line; the line connecting the third position and the fourth position is a second connecting line, and the first connecting line and the second connecting line are orthogonal. By making the first connecting line and the second connecting line orthogonal, 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.

[0172] refer to Figures 1-2 In some embodiments, the transmission member 30 further includes a connecting portion 31 disposed on the planetary gear 3. The connecting 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 is fixed relative to the connecting portion 31 along the circumferential direction of the planetary gear 3. By providing the connecting portion 31 and fixing the second fixing portion 63 relative to the connecting portion 31 along the circumferential direction of the planetary gear 3, the connecting portion 31 can provide a stable support function 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.

[0173] refer to Figures 1-2 In some embodiments, the first connecting member 1 is annular, forming a receiving cavity 111. The connecting part 31 and the planetary gear 3 are both housed within the receiving cavity 111. Along the radial direction of the receiving cavity 111, the internal 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 part 31 and the first connecting member 1. The arrangement of 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 make full use of the space within the receiving cavity 111 formed by the first connecting member 1, which is beneficial for optimizing the spatial layout and making the phase adjustment device 100 compact. Furthermore, the first connecting member 1 provides a limiting effect along the radial direction of the receiving cavity 111 on the transmission member 30, the floating member 6, and the second connecting member 2, preventing the connection between them from disengaging.

[0174] refer to Figures 1-2In some embodiments, the first connecting member 1 is coaxially arranged with the internal gear ring 20. By making the first connecting member 1 and the internal gear ring 20 coaxial, eccentricity or jamming of the planetary gear 3 during operation is avoided, which helps to improve transmission efficiency and avoid energy loss; the coaxial arrangement helps to maintain the stable operation of the entire system and reduce vibration and noise caused by misalignment.

[0175] refer to Figures 1-4 In some embodiments, the drive assembly includes a rotary drive 11 and an eccentric shaft 8. The rotary drive 11 includes a rotor 112. The eccentric shaft 8 includes a first shaft segment 81 and a second shaft segment 82 fixedly connected. The first shaft segment 81 is connected to the rotor 112 of the rotary drive 11. The first shaft segment 81 is coaxial with the first connecting member 1 and can rotate relative to it. The second shaft segment 82 is eccentrically arranged relative to the first shaft segment 81 and is coaxial with the planetary gear 3 and can rotate relative to it. By setting the eccentric shaft 8, and the second shaft segment 82 of the eccentric shaft 8 being coaxial with the planetary gear 3, 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, thereby changing the transmission phase between the transmission member 30 and the second connecting member 2.

[0176] Optionally, the rotary drive component 11 is a drive motor.

[0177] refer to Figures 1-4 In some embodiments, the phase adjustment device 100 further includes a first bearing 9 and a second bearing 4, with the first bearing 9 sleeved on the first shaft segment 81 and the second bearing 4 sleeved on the second shaft segment 82. For example, the first bearing 9 is a deep groove ball bearing and the second bearing 4 is a needle roller bearing.

[0178] refer to Figures 1-4 In some embodiments, the phase adjustment device 100 further includes a retaining ring 7, which is sleeved on the outside of the eccentric shaft 8 and located between the first bearing 9 and the transmission member 30 along the axial direction of the eccentric shaft 8.

[0179] refer to Figure 1 In some embodiments, the phase adjustment device 100 further includes a fixing cover 10, which is fixed to the first connecting member 1. The rotary drive member 11 further includes a stator 113, which is fixed to the fixing cover 10. A first shaft segment 81 is housed within the fixing cover 10 and is rotatable relative to the fixing cover 10 about the central axis of the first shaft segment 81. By providing the fixing cover 10 and fixing the fixing cover 10 to the first connecting member 1, the fixing cover 10 provides a stable support platform for the stator 113 of the rotary drive member 11, ensuring that the stator 113 will not be displaced during operation, thereby improving the structural stability of the phase adjustment device 100. The fixing cover 10 also provides protection and limit the movement of components within the fixing cover 10.

[0180] For example, the engine system 1000 can be used in a hybrid vehicle. When the engine 200 is in a shut-off state, the crankshaft stops rotating. The transmission phase between the crankshaft and the camshaft is adjusted by the phase adjustment device 100. In this way, when the hybrid vehicle starts or accelerates again and the engine 200 needs to be restarted, 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. This method can adjust the compressed gas pressure in the cylinder during the compression stroke of the engine 200 to reduce the compressed gas pressure, thereby reducing or avoiding engine 200 vibration.

[0181] A third aspect of the present invention provides a vehicle including the phase adjustment device 100 or the engine 200 described above.

[0182] For example, if the vehicle is a hybrid vehicle, the vehicle's operating phases include a first operating phase and a second operating phase. After the first operating phase ends, the vehicle's engine 200 is shut off. Then, the phase adjustment device 100 adjusts the phase between the crankshaft and camshaft of the engine 200. After the second operating phase begins, the vehicle's engine 200 needs to be restarted. The opening and closing time of the intake valve of the cylinder in the compression stroke of the engine 200 changes due to the phase change between the crankshaft and camshaft, resulting in a lower compressed gas pressure in the cylinder, which helps to reduce the vibration level of the engine 200 during the starting process.

[0183] If the first working stage is the vehicle parking stage, then the second working stage is the vehicle restart stage; if the first working stage is the vehicle low-speed driving stage, then the second working stage is the vehicle acceleration stage.

[0184] According to the vehicle of the present invention, by setting the above-described engine system, it is beneficial to reduce or avoid the poor driving and riding experience of the occupants caused by engine vibration.

[0185] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Unless otherwise specified, the above-described orientation can be flexibly set in practical applications, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0186] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0187] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a communication between the internal components of two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0188] In embodiments of the invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0189] In embodiments of the present invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0190] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0191] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A control method for an engine (200), the engine (200) comprising a cylinder, a piston located within the cylinder, a crankshaft driveably connected to the piston, and a camshaft driveably connected to the crankshaft, characterized in that, The control method includes: When preset conditions are met, the position of the piston currently in the compression stroke is determined; Adjust the phase of the camshaft relative to the crankshaft according to the current position of the piston during the compression stroke; If the piston, which is currently in the compression stroke, is within a first preset position range, then the phase of the camshaft relative to the crankshaft is advanced; The preset conditions include the crankshaft speed being 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 conditions include: the crankshaft speed 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, Adjust the phase of the camshaft relative to the crankshaft to a preset target value to adjust the cylinder pressure of the engine (200) within a preset time period.

4. The control method according to claim 3, characterized in that, During the engine (200) start-up process, the time period during which the crankshaft speed increases from 0 rpm to a preset value range is the preset time period.

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

6. The control method according to claim 1, characterized in that, The control method further includes: Detect the position of the crankshaft and the position of the camshaft; The position of the piston, currently in the compression stroke, is determined based on the position of the crankshaft and the position of the camshaft.

7. The control method according to claim 1, characterized in that, Adjusting the phase of the camshaft relative to the crankshaft based on the current position of the piston during the compression stroke further includes: If the piston, currently in the compression stroke, is within a second preset position range, then the phase of the camshaft relative to the crankshaft is delayed.

8. The control method according to claim 7, characterized in that, The position furthest from the compression limit position within the first preset position range is the first position, and the position closest to the compression limit position within the second preset position range is the second position. The second position is located on the side of the first position that is farthest from the compression limit position.

9. The control method according to claim 8, characterized in that, When the piston is currently in the compression stroke and is in the first position, the crankshaft has a first rotation angle. When the piston is currently in the compression stroke and is in the second position, the crankshaft has a second rotation angle, and the second rotation angle is greater than the first rotation angle.

10. The control method according to claim 8, characterized in that, When the crankshaft rotation angle 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 crankshaft rotation angle 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.

11. The control method according to claim 8, characterized in that, If the piston, which is currently in the compression stroke, is located within the first preset position range, then the phase of the camshaft relative to the crankshaft is advanced by a first preset phase value.

12. The control method according to claim 11, characterized in that, If the piston, which is currently in the compression stroke, is within a second preset position range, then the phase of the camshaft relative to the crankshaft is delayed by a second preset phase value.

13. The control method according to claim 11, characterized in that, The relative angle difference between the crankshaft and the camshaft is the phase. If the piston, which is 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 to a preset target value by reducing the relative angle difference between the crankshaft and the camshaft by a first angle value.

14. The control method according to claim 12, characterized in that, The relative angle difference between the crankshaft and the camshaft is the phase. If the piston, which is 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 a second preset phase value to a preset target value by increasing the relative angle difference between the crankshaft and the camshaft by a first angle value.

15. The control method according to claim 3, characterized in that, The control method further includes: Detect the 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 ends; If the phase of the camshaft relative to the crankshaft does not meet the preset target value, then the phase of the camshaft relative to the crankshaft is adjusted again.

16. An engine system (1000) for executing the control method according to any one of claims 1-15, characterized in that, Includes an engine and a phase adjustment device, the engine (200) including a crankshaft and a camshaft, the phase adjustment device (100) being connected to the camshaft; The phase adjustment device (100) is configured to adjust the phase of the camshaft when the crankshaft speed is greater than or equal to 0 rpm and less than or equal to 200 rpm.

17. The engine system (1000) according to claim 16, characterized in that, The phase adjustment device (100) includes: The first connecting member (1) is adapted to drive the crankshaft; The second connecting member (2) is adapted to drive the camshaft; A transmission component (30) is connected to the first connecting component (1), and the transmission component (30) is connected to the second connecting component (2) in a transmission manner; A drive assembly is connected to the transmission member (30) for driving 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) to adjust the phase of the camshaft.

18. The engine system (1000) according to claim 17, characterized in that, The second connector (2) includes an internal gear ring (20); The transmission component (30) includes a planetary gear (3), which meshes with the internal gear ring (20), and the central axis of the planetary gear (3) is eccentric relative to the central axis of the internal gear ring (20). The drive assembly is used to drive the planetary gear (3) to rotate relative to the first connector (1) about the central axis of the internal gear ring (20), so that the planetary gear (3) rotates relative to the internal gear ring (20) to change the rotational phase between the planetary gear (3) and the internal gear ring (20).

19. The engine system (1000) according to claim 18, characterized in that, Also includes: A floating element (6) is connected between the first connector (1) and the planetary gear (3), and the floating element (6) allows the planetary gear (3) to float and rotate relative to the first connector (1) about the central axis of the internal gear ring (20).

20. The engine system (1000) according to claim 19, characterized in that, When the first connecting member (1) is in motion, it can drive the planetary gear (3) to rotate around the central axis of the planetary gear (3) by means of the floating member (6).

21. The engine system (1000) according to claim 20, 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) by means of the floating member (6).

22. The engine system (1000) according to claim 20, characterized in that, The floating member (6) includes an elastic arm (61) and a first fixing part (62) and a second fixing part (63) disposed on the elastic arm (61); The first fixing part (62) and the first connecting member (1) are fixed relative to each other along the rotation direction of the first connecting member (1), and the second fixing part (63) and the transmission member (30) are fixed relative to each other along the circumference of the planetary gear (3); the elastic arm (61) allows the second fixing part (63) to rotate relative to the first fixing part (62) about the central axis of the internal gear ring (20).

23. The engine system (1000) according to claim 22, characterized in that, The elastic arm (61) is ring-shaped, and the first fixing part (62) and the second fixing part (63) are located at different positions around the elastic arm (61).

24. The engine system (1000) according to claim 23, characterized in that, The first fixing part (62) is provided at a first position and a second position in the circumferential direction of the elastic arm (61); the second fixing part (63) is provided at a third position and a fourth position in the circumferential direction of the elastic arm (61); The first position and the second position are symmetrically arranged with respect to the center of the elastic arm (61), and the third position and the fourth position are symmetrically arranged with respect 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 elastic arm (61) in the circumference.

25. The engine system (1000) according to claim 24, characterized in that, The line connecting the first position and the second position is the first connecting line; The line connecting the third position and the fourth position is the second line; The first connecting line is orthogonal to the second connecting line.

26. The engine system (1000) according to claim 23, characterized in that, The transmission component (30) further includes a connecting part (31) disposed on the planetary gear (3), and the connecting part (31) and the planetary gear (3) are arranged along the length direction of the central axis of the planetary gear (3); The second fixing part (63) and the connecting part (31) are fixed relative to each other along the circumference of the planetary gear (3).

27. The engine system (1000) according to claim 26, characterized in that, The first connector (1) is annular and forms a receiving cavity (111); The connecting part (31) and the planetary gear (3) are both housed in the receiving cavity (111), and along the radial direction of the receiving cavity (111), the internal 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 part (31) and the first connecting member (1).

28. The engine system (1000) according to claim 21, characterized in that, The first connector (1) is coaxially arranged with the internal gear ring (20).

29. The engine system (1000) according to claim 28, characterized in that, The driving component includes: A rotary drive (11) includes a rotor (112); An 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 drive (11). The first shaft segment (81) is coaxial with the first connecting member (1) and can rotate relative to it. The second shaft segment (82) is eccentrically arranged relative to the first shaft segment (81) and is coaxial with the planetary gear (3) and can rotate relative to it.

30. The engine system (1000) according to claim 29, characterized in that, Also includes: A fixed cover (10) is fixed to the first connecting member (1), and the rotary drive member (11) further includes a stator (113) which is fixed to the fixed cover (10). The first shaft segment (81) is housed within the fixed cover (10) and is rotatable about the central axis of the first shaft segment (81) relative to the fixed cover (10).

31. A vehicle, characterized in that, include: The engine system (1000) according to any one of claims 16-30.

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