Engine crankshaft shutdown position control method, device and equipment and storage medium

Abstract

The embodiment of the invention discloses an engine crankshaft shutdown position control method, device and equipment and a storage medium, relates to the technical field of engine control, and aims to perform self-adaptive calibration of an engine shutdown position according to the actual condition of an engine crankshaft, provide a target shutdown angle value for the engine crankshaft, and control the engine crankshaft to stop if the engine needs to be controlled to stop. If yes, the engine crankshaft of the engine is controlled to stop at the target stop angle value when stopped, and therefore when the engine is started again, starting can be conducted with the minimum starting torque, and then the NVH performance of the power device can be improved.

Description

Technical Field

[0001] The present application relates to the field of engine control technology, and more specifically, to a method, device, equipment and storage medium for controlling an engine crankshaft stop position. Background Art

[0002] The position where the engine crankshaft stops affects the torque at the next engine start and also affects the noise, vibration, and harshness (NVH) performance.

[0003] In the related art, the engine crankshaft can be stopped at a target position. However, in the related art, the position of the piston is generally used as the target position for stopping, and this stopping position is not necessarily optimal. Summary of the Invention

[0004] In view of the above problems, the present application proposes an engine crankshaft stop position control method, device, equipment and storage medium to improve the above problems.

[0005] In a first aspect, an embodiment of the present application provides a method for controlling a stop position of an engine crankshaft, the method comprising: When it is detected that the engine crankshaft rotates M times according to the first parameter value, the first data group is obtained for each rotation; wherein the first data group includes multiple first data sets, and any first data set includes a first data value and a second data value, the first data value is used to represent one of the multiple shutdown angle values ​​of the engine crankshaft, and the second data value is used to represent the second parameter value of the engine crankshaft, the first parameter value includes one of the speed value or the torque value, and the second parameter value includes the other of the speed value or the torque value, and M is a positive integer; based on the first data group corresponding to each rotation of the engine crankshaft obtained, the target shutdown angle value with the minimum starting torque is determined; wherein the target shutdown angle value is the angle at which the engine crankshaft is stopped.

[0006] In one possible implementation, the first parameter value includes a fixed speed value, and the second parameter value includes a torque value. Determining a target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft includes: Based on the first data group corresponding to each rotation of the engine crankshaft, the shutdown angle value with the minimum corresponding torque value among multiple shutdown angle values ​​is determined; the shutdown angle value with the minimum corresponding torque value is determined as the target shutdown angle value with the minimum starting torque.

[0007] In one possible implementation, the first parameter value includes a fixed torque value, and the second parameter value includes a speed value. Determining a target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft includes: Based on the first data group corresponding to each rotation of the engine crankshaft, the shutdown angle value with the largest corresponding speed value among multiple shutdown angle values ​​is determined; the shutdown angle value with the largest corresponding speed value is determined as the target shutdown angle value with the minimum starting torque.

[0008] In one possible implementation, M is an integer not less than 2, and determining a target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft includes: Based on the first data group corresponding to each rotation of the engine crankshaft, the fusion parameter value of the engine crankshaft corresponding to each shutdown angle value is determined, and the fusion parameter value is obtained by fusing the second parameter value corresponding to each shutdown angle value in M ​​circles; the shutdown angle value corresponding to the extreme value of the fusion parameter value among the multiple shutdown angle values ​​is determined, wherein, if the second parameter value includes a speed value, the corresponding extreme value is the maximum speed value; if the second parameter value includes a torque value, the corresponding extreme value is the minimum torque value.

[0009] In one possible implementation, the engine crankshaft is connected to the generator crankshaft, and determining a target stop angle value for minimizing the starting torque based on a first data set corresponding to each rotation of the engine crankshaft is performed, including: Based on the first data group corresponding to each rotation of the engine crankshaft, a reference stop angle value with the minimum starting torque among multiple stop angle values ​​is determined; the engine crankshaft is controlled to rotate L times according to the first parameter value, and a second data group is obtained for each of the L rotations, the second data group including multiple second data sets, each of which includes a third data value and a fourth data value, the third data value being used to represent one of the second parameter values, and the fourth data value being used to represent the resolver angle value of the generator crankshaft, L being a positive integer, and L rotations occurring after M rotations, and the resolver angle value being calculated from the previous stop angle value before reaching the reference stop angle value; based on the second data group for each rotation, a target resolver angle value among the resolver angle values ​​is determined, the second parameter value corresponding to the target resolver angle value being an extreme value among the second parameter values ​​represented by the third data values ​​in the multiple second data sets, if the second parameter value includes a speed value, the corresponding extreme value is a maximum speed value; if the second parameter value includes a torque value, the corresponding extreme value is a minimum torque value; based on the previous stop angle value and the target resolver angle value, a target stop angle value with the minimum starting torque is determined.

[0010] In one possible implementation, the target shutdown angle value is positively correlated with the previous shutdown angle value, and the target shutdown angle value is positively correlated with the target ratio, which is the ratio of the target resolver angle value to the number of pole pairs of the generator where the generator crankshaft is located.

[0011] In one possible implementation, the engine crankshaft is provided with teeth and tooth-missing areas, and a first data set is obtained for each rotation, including: In response to the crankshaft sensor detecting a tooth-missing signal output from a tooth-missing area, the crankshaft sensor starts recording a pulse signal and a second parameter value corresponding to each pulse signal until the engine crankshaft rotates M circles; wherein, a rising edge or a falling edge serves as a pulse signal, the rising edge corresponds to one of the tooth position or the tooth slot position, and the falling edge corresponds to the other of the tooth position or the tooth slot position; for each pulse signal recorded and the second parameter value corresponding to the pulse signal, the number of pulse signals is determined as a first data value, and the second parameter value is determined as a second data value, wherein the number count of the pulse signals is reset each time the engine crankshaft rotates one circle; and a second data group is obtained for each circle of L circles, including: during each circle of L circles, in response to the crankshaft sensor detecting the N-1th pulse signal, the resolver angle value and the second parameter value corresponding to each resolver angle value are started to be recorded until the engine crankshaft rotates L circles, wherein the Nth pulse signal is a pulse signal corresponding to the reference stop angle value.

[0012] In a second aspect, an embodiment of the present application provides an engine crankshaft stop position control device, the device comprising: An acquisition module is used to acquire a first data group for each rotation of the engine crankshaft when it is detected that the engine crankshaft rotates M times according to a first parameter value; wherein the first data group includes multiple first data sets, and any first data set includes a first data value and a second data value, the first data value is used to represent one of multiple shutdown angle values ​​of the engine crankshaft, and the second data value is used to represent a second parameter value of the engine crankshaft, the first parameter value includes one of a speed value or a torque value, and the second parameter value includes the other of the speed value or the torque value, and M is a positive integer; a control module is used to determine a target shutdown angle value for minimizing the starting torque based on the first data group corresponding to each rotation of the engine crankshaft obtained; wherein the target shutdown angle value is the angle at which the engine crankshaft is stopped.

[0013] In a third aspect, an embodiment of the present application provides an electronic device comprising one or more processors and a memory; one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs are configured to execute the above-mentioned method.

[0014] In a fourth aspect, the present application provides a computer-readable storage medium, in which program code is stored, wherein the above method is executed when the program code is run.

[0015] An embodiment of the present application provides an engine crankshaft stop position control method, device, equipment and storage medium, which obtains a first data group for each rotation when detecting that the engine crankshaft rotates M times according to a first parameter value, wherein the first data group includes multiple first data sets, and any first data set includes a first data value and a second data value, the first data value is used to represent one of the multiple stop angle values ​​of the engine crankshaft, and the second data value is used to represent the second parameter value of the engine crankshaft, the first parameter value includes one of the speed value or the torque value, and the second parameter value includes the other of the speed value or the torque value. In another item, M is a positive integer. Based on the first data group corresponding to each rotation of the engine crankshaft, a target stop angle value with minimum starting torque is determined. The target stop angle value is the angle at which the engine crankshaft is stopped. In this way, the engine stop position can be adaptively calibrated according to the actual situation of the engine crankshaft, and the target stop angle value is provided to the engine crankshaft. If the engine needs to be controlled to stop, the engine crankshaft is controlled to stay at the target stop angle value when it stops. In this way, when the engine is started again, it can be started with the minimum starting torque, thereby improving the NVH performance of the power unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 A schematic diagram of a flow chart of engine shutdown control provided in an embodiment of the present application; Figure 2 A flow chart of a method for controlling an engine crankshaft stop position provided in an embodiment of the present application; Figure 3 A flow chart of another engine crankshaft stop position control method provided in an embodiment of the present application; Figure 4 A schematic structural diagram of an engine crankshaft stop position control device provided in an embodiment of the present application; Figure 5 Shows a structural block diagram of an electronic device proposed in this application; Figure 6It is a storage unit for storing or carrying program codes for implementing the audio data output method according to an embodiment of the present application. DETAILED DESCRIPTION

[0018] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0019] Hybrid vehicles use the engine to drive a generator to generate electricity, thereby powering the vehicle. When the battery charge is low or the motor's power is insufficient, the engine steps in. When the engine is running, the crankshaft rotates, providing power. The generator is controlled by a generator control unit (GCU). The GCU controls the generator to start the engine, then injects fuel and ignites the engine once it reaches the appropriate speed. The resistance overcome during engine starting is related to the crankshaft position, which affects the starting torque.

[0020] However, there is currently no precise control over the stop position of the engine crankshaft. If the engine crankshaft stops at a position with a large starting torque, when the engine crankshaft starts working, due to the large starting torque, it will generate a large noise at the moment the engine crankshaft starts working, thereby affecting the NVH performance of the vehicle.

[0021] Specifically, the engine crankshaft has a stop position that minimizes the corresponding starting torque, and this stop position can be considered the optimal stop position. For power units where the engine crankshaft is connected to the generator crankshaft, the GCU controls the position of the generator shaft, which in turn controls the position of the engine crankshaft. The GCU can control the engine crankshaft to stop at the optimal position through the generator shaft. The optimal stop position will also vary for engines with different numbers of cylinders, or for engines of different types with the same number of cylinders. For example, a four-cylinder engine cannot be completely symmetrical due to the application of variable valve timing (VVT) technology and crankshaft dynamic balancing factors, and the optimal stop position may not be symmetrically distributed. Therefore, it is necessary to self-learn the engine stop position angle to find the optimal stop position.

[0022] Therefore, the present invention proposes a self-learning and calibration control scheme for the engine stop position. This scheme uses the generator to rotate the engine crankshaft at a low and uniform speed, and uses the GCU to identify and calculate the drag torque and corresponding position of each revolution in real time. The position corresponding to the minimum drag torque is automatically saved to obtain the optimal stop position. In addition, by monitoring the rotation angle, the accuracy of the target position acquisition is improved.

[0023] In summary, this embodiment provides an engine crankshaft stop position control method, device, equipment and storage medium, which can adaptively learn the stop position of the engine crankshaft, so that the torque of the engine crankshaft startup is minimized, which can improve the NVH performance when the engine starts.

[0024] For ease of understanding, the following describes how to control the shutdown of the engine after the engine shutdown position is determined in an embodiment of the present application.

[0025] like Figure 1 As shown, Figure 1 The following is a flow chart of an engine shutdown control process provided by an embodiment of the present application. Figure 1 The schematic diagram shown involves the following steps: Step 1: Input signal: Crankshaft angle signal: This signal comes from the crankshaft position sensor and is used to detect the resolver angle of the crankshaft. Resolver angle signal: This signal comes from the resolver and is also used to detect the angular position of rotating components. In this embodiment, the resolver angle signal is obtained by detecting the angular position of the generator.

[0026] Step 2: Angle difference calculation: The GCU controller receives the crankshaft angle signal and the resolver angle signal, and determines the current target angle (also known as the current stop angle, current stop position, current stop position angle, or simply the stop angle, stop position, or stop position angle) based on the crankshaft angle signal and the resolver angle signal. It then calculates the difference between the current target angle and the previous target angle. The previous target angle can be the stop angle determined before this calibration.

[0027] Step 3: Compare with the calibration angle threshold: The calculated angle difference is compared to a preset, calibrated angle threshold. If the difference is within an acceptable range, the engine is close to the desired stop position. If the difference is outside the acceptable range, the engine is not close to the desired stop position and further adjustment is required.

[0028] Step 4: Calibrated speed value: During the shutdown process, the GCU controller will perform closed-loop control of the motor speed according to the calibrated speed value, so that the engine approaches the desired shutdown position.

[0029] Step 5: Motor speed loop control: The GCU controller precisely controls the engine stop position by adjusting the motor speed. This step ensures that the engine can accurately reach the desired stop position.

[0030] Step 6: Output control signal (P): The GCU controller generates a control signal P based on the calculation results, which is used to control the speed and position of the motor, thereby achieving accurate calibration of the engine shutdown position.

[0031] How to determine the engine stop position is described below.

[0032] See also Figure 2 , Figure 2 This is a flow chart of a method for controlling the engine crankshaft stop position provided in an embodiment of the present application. Figure 2 The method shown may include: S210. When it is detected that the engine crankshaft rotates M times according to the first parameter value, a first data group is obtained for each rotation; wherein the first data group includes multiple first data sets, and any first data set includes a first data value and a second data value. The first data value is used to represent one of the multiple stop angle values ​​of the engine crankshaft, and the second data value is used to represent a second parameter value of the engine crankshaft. The first parameter value includes one of the speed value or the torque value, and the second parameter value includes the other of the speed value or the torque value. M is a positive integer.

[0033] In this embodiment, the engine crankshaft can be controlled to rotate M times according to a fixed speed value, or the engine crankshaft can be controlled to rotate M times according to a fixed torque value. When the engine crankshaft is controlled to rotate M times according to the speed value, the second data value in the obtained first data set can be expressed as a torque value; when the engine crankshaft is controlled to rotate M times according to the torque value, the second data value in the obtained first data set can be expressed as a speed value. If M is a positive integer, the engine crankshaft can be controlled to rotate 1 time or at least 2 times according to the first parameter value, so that the first data set can be obtained for each rotation. In this embodiment, when it is determined that the engine crankshaft has rotated through a stop angle value, the torque value or speed value corresponding to the stop angle value can be synchronously recorded, thereby obtaining the first data set.

[0034] Exemplarily, the first data set of a lap is represented as follows: I1=[(1,F1),(2,F2)……(116,F 116)].

[0035] Wherein, I1 represents the first data set, and the symbol [] represents a collection of multiple first data sets. The symbol () represents a first data set. Wherein, the first value in the symbol () is the first data value, such as 1, 2...116, which represent different parking angle values. The second value is the second data value, such as F1, F2...F 116 Indicates the second parameter value corresponding to the parking angle value. In the embodiment, it is represented as 116 first data sets.

[0036] It should be noted that the first data values ​​in different first data sets represent different stop angle values. Multiple stop angle values ​​can form the angle of one rotation of the engine crankshaft.

[0037] S220. Determine a target stop angle value at which the starting torque is minimized based on the acquired first data set corresponding to each rotation of the engine crankshaft; wherein the target stop angle value is the angle at which the engine crankshaft is stopped.

[0038] In this embodiment, the target stop angle value can be understood as the engine's shutdown position. In this embodiment, since the first data value in the first data set can represent the stop angle value, and the second data value in the first data set can represent the speed value or torque value, the starting torque corresponding to each stop angle value can be determined based on the first parameter value during engine crankshaft rotation and the multiple first data sets in the first data set. This allows the target stop angle value with the lowest starting torque to be determined among the multiple stop angle values. In this embodiment, the target stop angle value indicates the angle at which the engine crankshaft is stopped while the engine is operating. This can be understood as the target stop angle value at which the engine crankshaft is positioned when the engine needs to be stopped, i.e., when the engine crankshaft is stopped. In this embodiment, minimum starting torque can also be understood as minimum resistance overcome.

[0039] It should be noted that the shutdown angle value in this embodiment can be the angle between a line formed between a position on the engine crankshaft and the axis of the engine crankshaft, and a preset ray. Exemplarily, the engine crankshaft may include teeth and a toothless area, and the angle between a line formed between the connection between the toothless area and one of the teeth and the axis of the engine crankshaft, and the preset ray serves as the shutdown angle value. The preset ray in this embodiment can be a ray that can be formed by connecting two fixed points in the power unit. For example, the preset ray can be a ray that can be formed by connecting the axis of the engine crankshaft and the crankshaft sensor.

[0040] In this embodiment, upon detecting that the engine crankshaft rotates M times according to a first parameter value, a first data set is obtained for each rotation. The first data set includes multiple first data sets, each of which includes a first data value and a second data value. The first data value is used to represent one of multiple stop angle values ​​of the engine crankshaft, and the second data value is used to represent a second parameter value of the engine crankshaft. The first parameter value includes one of a speed value or a torque value, and the second parameter value includes the other of the speed value or the torque value. M is a positive integer. Based on the obtained first data set corresponding to each rotation of the engine crankshaft, a target stop angle value at which the starting torque is minimized is determined. The target stop angle value is the angle at which the engine crankshaft is stopped. In this way, the engine stop position can be adaptively calibrated according to the actual situation of the engine crankshaft, providing the target stop angle value for the engine crankshaft. If the engine needs to be stopped, the engine crankshaft is controlled to remain at the target stop angle value when stopped. In this way, when the engine is restarted, it can be started with minimum starting torque, thereby improving the NVH performance of the power unit.

[0041] It should be noted that the calibration method of this embodiment can be performed before the power unit leaves the factory, or it can be a self-learning calibration during actual operation of the power unit after leaving the factory. It is understood that the self-learning calibration during actual operation of the power unit can adaptively adjust the shutdown position according to the actual operating conditions, thereby improving the accuracy of engine shutdown control.

[0042] The following description will be made based on the case where the first parameter value includes a rotational speed value or the case where the first parameter value includes a torque value.

[0043] First, a case where the first parameter value includes a rotation speed value will be described.

[0044] In one possible implementation, the first parameter value includes a fixed speed value, and the second parameter value includes a torque value. Determining a target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft includes: Based on the first data group corresponding to each rotation of the engine crankshaft, the shutdown angle value with the minimum corresponding torque value among multiple shutdown angle values ​​is determined; the shutdown angle value with the minimum corresponding torque value is determined as the target shutdown angle value with the minimum starting torque.

[0045] In this embodiment, the engine crankshaft is controlled to rotate M times at a fixed speed value. In this way, among the multiple first data sets in the obtained first data group, the first data value can represent the shutdown angle value, and the second data value can represent the torque value. At this time, the larger the torque value, the larger the corresponding starting torque. Therefore, the shutdown angle value with the smallest corresponding torque value can be determined as the target shutdown angle value with the smallest starting torque.

[0046] In this embodiment, since the engine crankshaft is controlled to rotate M times at a fixed speed value, the shutdown angle value with the minimum torque value can be determined more intuitively through multiple first data sets in the first data group, and then the target shutdown angle value can be determined, thereby reducing the computing power resources required for the shutdown angle value calibration.

[0047] In another possible implementation, the first parameter value may also include a non-fixed speed value. In this way, after obtaining the first data group, the second data value in the first data set and the mapping relationship between the speed value and the torque value can be obtained. The second data value is normalized, and then the normalized second data value is used to determine the shutdown angle value with the minimum torque value. In this way, the applicable scenarios of the shutdown angle value calibration can be improved.

[0048] Next, a case where the first parameter value includes a torque value will be described.

[0049] In one possible implementation, the first parameter value includes a fixed torque value, and the second parameter value includes a speed value. Determining a target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft includes: Based on the first data group corresponding to each rotation of the engine crankshaft, the shutdown angle value with the largest corresponding speed value among multiple shutdown angle values ​​is determined; the shutdown angle value with the largest corresponding speed value is determined as the target shutdown angle value with the minimum starting torque.

[0050] In this embodiment, the engine crankshaft is controlled to rotate M circles according to a fixed torque value. In this way, among the multiple first data sets in the obtained first data group, the first data value can represent the shutdown angle value, and the second data value can represent the speed value. At this time, the larger the speed value, the smaller the resistance overcome, and the corresponding starting torque is also smaller. Therefore, the shutdown angle value corresponding to the maximum speed value can be determined as the target shutdown angle value with the minimum starting torque.

[0051] In this embodiment, since the engine crankshaft is controlled to rotate M times according to a fixed torque value, the shutdown angle value with the minimum speed value can be determined more intuitively through multiple first data sets in the first data group, and then the target shutdown angle value can be determined, thereby reducing the computing power resources required for the shutdown angle value calibration.

[0052] In another possible implementation, the first parameter value may also include a non-fixed torque value. In this way, after obtaining the first data group, the second data value in the first data set and the mapping relationship between the speed value and the torque value can be obtained. The second data value is normalized, and then the normalized second data value is used to determine the parking angle value with the maximum speed value. In this way, the applicable scenarios of the parking angle value calibration can be improved.

[0053] Below, an example is given of how to determine the target parking angle value using the first data set corresponding to each rotation.

[0054] In one possible implementation, M is an integer not less than 2, and determining a target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft includes: Based on the first data group corresponding to each rotation of the engine crankshaft, the fusion parameter value of the engine crankshaft corresponding to each shutdown angle value is determined, and the fusion parameter value is obtained by fusing the second parameter value corresponding to each shutdown angle value in M ​​circles; the shutdown angle value corresponding to the extreme value of the fusion parameter value among the multiple shutdown angle values ​​is determined, wherein, if the second parameter value includes a speed value, the corresponding extreme value is the maximum speed value; if the second parameter value includes a torque value, the corresponding extreme value is the minimum torque value.

[0055] In this embodiment, the fusion calculation method may be an average calculation method or a weighted calculation method or other methods of calculating the second parameter value corresponding to the smooth M circles, which is not limited here.

[0056] Exemplarily, the first data set corresponding to the first lap is expressed as: I1=[(1,F 11 ), (2, F 12 )……(116,F 1116 )]; The first data set corresponding to the jth lap is expressed as: I j =[(1, F j1 ), (2, F j2 )……(116,F j116 )]; where 1<j≤M.

[0057] For the first parking angle value, the corresponding fusion parameter value is (F 11 +......+F M1 ) / M. For the first parking angle value, the corresponding fusion parameter value is (F 12 +......+F M2) / M. Similarly, the fusion parameter values ​​corresponding to the multiple stop angle values ​​can be determined. Then, the stop angle value corresponding to the extreme fusion parameter value among the multiple stop angle values ​​is determined.

[0058] In this embodiment, the fusion parameter value of the engine crankshaft corresponding to each stop angle value is determined based on the first data group corresponding to each rotation of the engine crankshaft, and the fusion parameter value is obtained by fusing and calculating the second parameter value corresponding to each stop angle value in M ​​circles; the stop angle value corresponding to the extreme value of the fusion parameter value among the multiple stop angle values ​​is determined, wherein, if the second parameter value includes a speed value, the corresponding extreme value is the maximum speed value; if the second parameter value includes a torque value, the corresponding extreme value is the minimum torque value, in this way, the target stop angle value can be determined by fusing and calculating the second parameter value corresponding to M circles, thereby improving the accuracy of the stop position calibration.

[0059] In another possible implementation, M may be 1, which can improve the efficiency of parking position calibration.

[0060] In some exemplary cases, there are still errors in the calculation of the target stop angle value. Therefore, the following embodiments illustrate how to use the resolver angle value to improve the accuracy of determining the target stop angle value to improve the calibration accuracy of the stop position.

[0061] In one possible implementation, the engine crankshaft is connected to the generator crankshaft, and determining a target stop angle value for minimizing the starting torque based on a first data set corresponding to each rotation of the engine crankshaft is performed, including: Based on the first data group corresponding to each rotation of the engine crankshaft, a reference stop angle value with the minimum starting torque among multiple stop angle values ​​is determined; the engine crankshaft is controlled to rotate L times according to the first parameter value, and a second data group is obtained for each of the L rotations, the second data group including multiple second data sets, each of which includes a third data value and a fourth data value, the third data value being used to represent one of the second parameter values, and the fourth data value being used to represent the resolver angle value of the generator crankshaft, L being a positive integer, and L rotations occurring after M rotations, and the resolver angle value being calculated from the previous stop angle value before reaching the reference stop angle value; based on the second data group for each rotation, a target resolver angle value among the resolver angle values ​​is determined, the second parameter value corresponding to the target resolver angle value being an extreme value among the second parameter values ​​represented by the third data values ​​in the multiple second data sets, if the second parameter value includes a speed value, the corresponding extreme value is a maximum speed value; if the second parameter value includes a torque value, the corresponding extreme value is a minimum torque value; based on the previous stop angle value and the target resolver angle value, a target stop angle value with the minimum starting torque is determined.

[0062] Among them, the reference shutdown angle value can refer to the description of the above embodiment and will not be repeated here. The previous shutdown angle value is closest to the reference shutdown angle value and is smaller than the reference shutdown angle value in the first data group. In this embodiment, in the process of determining the rotation of the engine crankshaft, the rotation angle value of the generator crankshaft and the second parameter value corresponding to the rotation angle value can be synchronously recorded, thereby obtaining a second data group. In this embodiment, the engine crankshaft can be driven to rotate by the generator crankshaft, and the engine crankshaft can be driven to stop rotating by the generator crankshaft.

[0063] Exemplarily, the second data set can be expressed as: X=[(δ1, F1), (δ2, F2)…].

[0064] Where X represents the second data set, and the symbol [] represents a set of multiple second data sets. The symbol () represents a second data set. The first value in the symbol () is the fourth data value, such as δ1, δ2...δ 116 Indicates different resolver angle values. The second value is a third data value, such as F1, F2, etc., representing one of the second parameter values. For example, the third data value can be a speed value or a torque value. In this embodiment, if the second parameter value includes a speed value, the corresponding extreme value is the maximum speed value; if the second parameter value includes a torque value, the corresponding extreme value is the minimum torque value.

[0065] For example, the second parameter value is torque, and the first data group is used for explanation. The first data group is represented as follows: I1=[(1,F1),(2,F2)……(116,F 116 )].

[0066] Assuming F2 is the minimum torque, the reference stop angle value is 2, and its previous stop angle value is 1. The corresponding target resolver angle value is calculated starting from when the stop angle 1 is reached, and then the target stop angle value is determined using the resolver angle value.

[0067] In this embodiment, a resolver angle value pair is introduced to determine the target stop angle value. Since the resolver angle values ​​are highly precise, the adjusted target stop angle value is also more accurate, thereby improving the accuracy of stop position calibration. Furthermore, because the resolver angle value is calculated based on the stop angle value immediately preceding the reference stop angle value, the recorded resolver angle values ​​can be reduced, thereby reducing the resolver angle values ​​in the second data set and thus reducing the storage resources required for stop position calibration.

[0068] In another possible implementation, it is also possible that the target stop angle value is determined and adjusted without using the resolver angle value, which can improve the efficiency of the stop position calibration.

[0069] In another possible implementation, the target rotation angle value may be determined using the third data set. Exemplarily, this may be achieved in the following manner: A third data group is obtained when at least one of the M rotations is rotated, where the third data group includes multiple third data sets, and any second data set includes a first data value and a fourth data value, where the first data value is used to represent one of the multiple stop angle values, and the fourth data value is used to represent the resolver angle value; based on the third data group when at least one rotation is performed, a target resolver angle value among the resolver angle values ​​is determined, and the stop angle value corresponding to the target resolver angle value is the target stop angle value.

[0070] In this embodiment, when it is determined that the engine crankshaft rotates through a shutdown angle value, the resolver angle value corresponding to the shutdown angle value can be synchronously recorded, thereby obtaining a third data group.

[0071] Exemplarily, the third data set can be expressed as: X=[(1, δ1), (2, δ2)……(116, δ 116 )].

[0072] In another possible implementation, any first data set among the multiple first data sets in the first data group may further include a resolver angle value. Thus, after determining the reference stop angle value, the difference between the resolver angle value in the first data set containing the reference stop angle value and the resolver angle value in the first data set for the stop angle preceding the reference stop angle value may be used as the target resolver angle value.

[0073] For example, the first data group in a possible implementation can be expressed as: I1=[(1, F1, δ1), (2, F2, δ2)...(116, F 116 , δ 116 )].

[0074] In the above embodiments, a target resolver angle value may be determined, and then the target shutdown angle may be adjusted using the target resolver angle value.

[0075] The relationship between the target stop angle value before adjustment (referred to as the target stop angle value for short) and the target stop angle value after adjustment will be exemplified below.

[0076] In one possible implementation, the target shutdown angle value is positively correlated with the previous shutdown angle value, and the target shutdown angle value is positively correlated with the target ratio, which is the ratio of the target resolver angle value to the number of pole pairs of the generator where the generator crankshaft is located.

[0077] For example, the target parking angle value can be expressed as: Previous stop angle value + target resolver angle value / P, where P represents the number of pole pairs. Target resolver angle value / P can be considered as the target ratio.

[0078] Below, an exemplary description is given of how to obtain the first data set and the second data set corresponding to each rotation.

[0079] In one possible implementation, the engine crankshaft is provided with teeth and tooth-missing areas, and a first data set is obtained for each rotation, including: In response to the crankshaft sensor detecting a missing tooth signal outputted by the missing tooth region, recording pulse signals outputted by the crankshaft sensor and recording a second parameter value corresponding to each pulse signal until the engine crankshaft rotates M revolutions; wherein a rising edge or a falling edge is regarded as a pulse signal, a rising edge corresponds to one of a tooth position or a tooth slot position, and a falling edge corresponds to the other of a tooth position or a tooth slot position; For the pulse signal recorded in each circle and the second parameter value corresponding to the pulse signal, the number of pulse signals is determined as the first data value, and the second parameter value is determined as the second data value, wherein the number of pulse signals is reset every time the engine crankshaft rotates one circle.

[0080] Accordingly, the second data set is obtained for each rotation in L circles, including: During each of L revolutions, in response to the crankshaft sensor detecting the N-1th pulse signal, the resolver angle value and the second parameter value corresponding to each resolver angle value are recorded until the engine crankshaft rotates L revolutions, wherein the Nth pulse signal is the pulse signal corresponding to the reference shutdown angle value.

[0081] Optionally, the engine crankshaft has 60-2 teeth evenly distributed, two of which are missing. The slots between teeth are called tooth slots. Specifically, in this embodiment, the angle pulse signal is first used to determine the angle pulse N corresponding to the minimum torque of one circle, and then the next circle is triggered to synchronize the current rotary angle value at N-1 pulses. In the [N-1 N+1] pulse interval, the torque / speed minimum value of this interval is found through the rotary angle, which is the actual optimal shutdown target angle. Since the rotary angle has higher accuracy, it is equivalent to searching for the angle optimization through the rotary angle at [N-1 N+1] pulses.

[0082] In this embodiment, by utilizing the tooth missing signal output in response to the crankshaft sensor detecting the tooth missing area, the pulse signal output by the crankshaft sensor and the second parameter value corresponding to each pulse signal are recorded until the engine crankshaft rotates M circles; wherein, a rising edge or a falling edge is used as a pulse signal, the rising edge corresponds to one of the tooth position or the tooth slot position, and the falling edge corresponds to the other of the tooth position or the tooth slot position; for each circle of recorded pulse signals and the second parameter value corresponding to the pulse signal, the number of pulse signals is determined as the first data value, and the second parameter value is determined as the second data value, wherein, Every time the engine crankshaft rotates one circle, the number of pulse signals is reset. Then, at each rotation of L circles, in response to the crankshaft sensor detecting the N-1th pulse signal, the resolver angle value and the second parameter value corresponding to each resolver angle value are recorded until the engine crankshaft rotates L circles, wherein the Nth pulse signal is the pulse signal corresponding to the reference shutdown angle value. In this way, the number of pulse signals can be accurately calculated by the crankshaft sensor and converted into the shutdown angle, thereby improving the accuracy of the determined shutdown angle, and further improving the accuracy of the shutdown position calibration and saving the computing power resources required for determining the shutdown angle.

[0083] In another possible implementation, the shutdown angle value can also be estimated. For example, when the engine crankshaft rotates at a fixed speed, when the crankshaft sensor detects a missing tooth signal output from the missing tooth area, a timer is started from the time the missing tooth signal is detected. The rotation angle of the engine crankshaft can then be converted based on the speed and the timer. Multiple shutdown angles can be obtained by dividing the timer. It should be understood that if multiple rotations are required, the timer is reset each time the missing tooth signal is detected again. In this embodiment, the crankshaft sensor resources required to determine the shutdown angle can also be reduced.

[0084] In order to facilitate understanding of the solutions of the embodiments of the present application, the following embodiments are described in combination with the solutions of the above embodiments.

[0085] See also Figure 3 , Figure 3 This is a flow chart of another engine crankshaft stop position control method provided in an embodiment of the present application. Figure 3 The method shown may include: S301. The GCU controller sends a speed W instruction to the engine.

[0086] The speed W command is used to control the engine to rotate at a constant speed W. In another possible implementation, a torque F may also be sent to the engine. a command, thereby controlling the engine to follow a fixed torque F a Rotate.

[0087] S302: The engine rotates at a constant speed W.

[0088] In this embodiment, the engine rotates at an average speed W, which may be the average speed W of the engine crankshaft in the engine. W in this embodiment represents a rotational speed.

[0089] S303: Identify a missing tooth signal.

[0090] In this embodiment, whether it is a missing tooth signal can be determined by the signal output by the crankshaft sensor. Generally speaking, the falling edge or the width of the falling edge of the missing tooth position is greater than the width of the falling edge or the width of the falling edge of the tooth position or the tooth groove position. Therefore, the missing tooth signal can be identified by the width of the rising edge or the falling edge output by the crankshaft sensor.

[0091] In this example, the starting position 0 is determined based on the missing tooth signal of the crankshaft. The crankshaft signal is a pulse. For the crankshaft sensor, one revolution has 58 pulses, corresponding to 116 rising and falling edges. By recording the number of pulse edges, the engine crankshaft position angle (also known as the shutdown angle) can be calculated. A revolution is 360°, so each edge corresponds to 360° / 116, or approximately 3.1°. This means that the crankshaft position signal (also known as the crankshaft signal or pulse signal) has an accuracy of 3.1°. Since the resolver has an accuracy of up to 0.1 degree, the resolver signal can be used as a correction to improve the accuracy of the target position angle θ.

[0092] S304, N=0, j=0, j=j+1.

[0093] In this step, N=0, j=0, and j=j+1 represent initial values.

[0094] S305, capture rising and falling edges.

[0095] S306, N=N+1, record array I.

[0096] In this example, array I can refer to the description of the first data group and will not be repeated here.

[0097] S307, N≥116.

[0098] In this embodiment, N may represent the number of pulse signals, and 116 may represent the total number of pulse signals in one rotation.

[0099] S308, j≥M.

[0100] In this embodiment, M may represent the total number of revolutions of the engine crankshaft.

[0101] S309, calculate F aMin The corresponding pulse number N1.

[0102] It should be noted that if the engine is controlled according to a fixed torque F a If the motor rotates, the rotation speed value is calculated in this embodiment.

[0103] S310, N=N1-1.

[0104] In this embodiment, after the pulse number N1 is determined, the rotation can be continued, and then when the N1-1th pulse is detected, the resolver angle value is recorded to obtain the array X.

[0105] S311. Record array X.

[0106] In this embodiment, the array X can refer to the description of the second data group, which is not repeated here.

[0107] S312, N=N1+1.

[0108] S313, W=0.

[0109] In this embodiment, if N=N1+1, that is, when the N1+1th pulse is collected, it means that the data collection is completed, that is, the data collected from N 1- The resolver angle value during the period from the start of the 1st pulse to the N1+1th pulse can control the engine to stop rotating.

[0110] S314: Screening the resolver angle δ corresponding to the minimum torque in the array X X .

[0111] S315, 360° / 116×(N1-1)+(δ X -δ0) / P.

[0112] Among them, δ0 can be the resolver angle value when the N1-1 pulse is detected. Since the resolver angle value is recorded when the N1-1 pulse is detected, δ0 can be 0. (δ X -δ0) can be expressed as the target resolver angle value.

[0113] S316, end.

[0114] In this embodiment, the engine crankshaft signal is introduced into the GCU as crankshaft angle feedback. The GCU controls the generator to rotate the crankshaft at a predetermined low speed W. When the speed W stabilizes and the GCU identifies the crankshaft tooth missing position, it enters the mode of obtaining the number of pulse edges N and the drag torque F. N is assigned to 0 and the number of turns j is increased by 1. When the GCU captures the rising and falling edges, the number of pulse edges N is increased by 1, and the corresponding drag torque F is recorded. N In this way, an array I1=[(1, F1), (2, F2)……(116, F 116)], when the number of turns j reaches M, there will be M groups of pulse edge numbers and torque arrays I M =[(1,F1),(2,F2)……(116,F 116 )]. Calculate the average value Fa of the torque corresponding to the 116 pulse edges in the M group of data. This can improve the accuracy. Find the number of pulse edges N1 corresponding to the minimum torque average value FaMin to obtain the position interval of the minimum torque. When the GCU recognizes that the crankshaft pulse signal N is N1-1, it samples and records the current drag torque F and the resolver angle δ0 at the same time. When the GCU recognizes that the crankshaft pulse signal N is N1+1, there is an array X=[(δ1,F1)、(δ2,F2)……] that corresponds one to one with the drag torque and the resolver angle. Stop recording data and actively issue a shutdown command to reduce the generator speed to 0. In the X array, find the resolver angle δ corresponding to the minimum torque X . Calculate 360° / 116×(N1-1)+(δ X -δ0) / P (P is the number of pole pairs of the generator) is the target position angle of the engine crankshaft (also known as the target shutdown angle) θ. Among them, 360° / 116×(N1-1) represents the resolver angle value recorded by the pulse, and the resolver angle δ is also recorded synchronously from this pulse. (δ X -δ0) represents the target resolver angle value, and δ0 represents the initial resolver angle value. The initial resolver angle value may be the initial resolver angle value when the N1-1th pulse is detected, and the initial resolver angle value may be 0.

[0115] In addition to presetting a constant low speed W to drag the crankshaft to rotate at a constant speed, you can also choose to presetting a constant low torque to drag the crankshaft to rotate, and determine the target position angle θ by identifying the maximum speed. This embodiment is described with a constant low speed W to drag the crankshaft to rotate at a constant speed.

[0116] This embodiment utilizes existing components of the engine and generator, eliminating the need for additional cost. The combination of the crankshaft signal and the resolver signal improves the accuracy of acquiring the target position angle θ. The calibration and control strategy of this embodiment is universal and not limited to a specific engine system.

[0117] The following is an exemplary description of the device embodiment of this embodiment.

[0118] See also Figure 4 , Figure 4 This is a schematic diagram of the structure of an engine crankshaft stop position control device provided in an embodiment of the present application. Figure 4 The apparatus shown may include: The acquisition module 410 is used to obtain the first data group for each rotation when it is detected that the engine crankshaft rotates M times according to the first parameter value; wherein the first data group includes multiple first data sets, and any first data set includes a first data value and a second data value, the first data value is used to represent one of the multiple shutdown angle values ​​of the engine crankshaft, and the second data value is used to represent the second parameter value of the engine crankshaft, the first parameter value includes one of the speed value or the torque value, and the second parameter value includes the other of the speed value or the torque value, and M is a positive integer; the control module 420 is used to determine the target shutdown angle value with the minimum starting torque based on the first data group corresponding to each rotation of the engine crankshaft obtained; wherein the target shutdown angle value is the angle at which the engine crankshaft is stopped.

[0119] In one possible implementation, the first parameter value includes a fixed speed value, and the second parameter value includes a torque value. When the control module 420 determines the target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft, it can be used to: Based on the first data group corresponding to each rotation of the engine crankshaft, the shutdown angle value with the minimum corresponding torque value among multiple shutdown angle values ​​is determined; the shutdown angle value with the minimum corresponding torque value is determined as the target shutdown angle value with the minimum starting torque.

[0120] In one possible implementation, the first parameter value includes a fixed torque value, and the second parameter value includes a speed value. When the control module 420 determines the target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft, the target stop angle value may be used to: Based on the first data group corresponding to each rotation of the engine crankshaft, the shutdown angle value with the largest corresponding speed value among multiple shutdown angle values ​​is determined; the shutdown angle value with the largest corresponding speed value is determined as the target shutdown angle value with the minimum starting torque.

[0121] In one possible implementation, M is an integer not less than 2. When the control module 420 determines the target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft, it can be used to: Based on the first data group corresponding to each rotation of the engine crankshaft, the fusion parameter value of the engine crankshaft corresponding to each shutdown angle value is determined, and the fusion parameter value is obtained by fusing the second parameter value corresponding to each shutdown angle value in M ​​circles; the shutdown angle value corresponding to the extreme value of the fusion parameter value among the multiple shutdown angle values ​​is determined, wherein, if the second parameter value includes a speed value, the corresponding extreme value is the maximum speed value; if the second parameter value includes a torque value, the corresponding extreme value is the minimum torque value.

[0122] In one possible implementation, the engine crankshaft is connected to the generator crankshaft, and the control module 420 determines the target stop angle value for minimizing the starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft, which may include: Based on the first data group corresponding to each rotation of the engine crankshaft, a reference stop angle value with the minimum starting torque among multiple stop angle values ​​is determined; the engine crankshaft is controlled to rotate L times according to the first parameter value, and a second data group is obtained for each of the L rotations, the second data group including multiple second data sets, each of which includes a third data value and a fourth data value, the third data value being used to represent one of the second parameter values, and the fourth data value being used to represent the resolver angle value of the generator crankshaft, L being a positive integer, and L rotations occurring after M rotations, and the resolver angle value being calculated from the previous stop angle value before reaching the reference stop angle value; based on the second data group for each rotation, a target resolver angle value among the resolver angle values ​​is determined, the second parameter value corresponding to the target resolver angle value being an extreme value among the second parameter values ​​represented by the third data values ​​in the multiple second data sets, if the second parameter value includes a speed value, the corresponding extreme value is a maximum speed value; if the second parameter value includes a torque value, the corresponding extreme value is a minimum torque value; based on the previous stop angle value and the target resolver angle value, a target stop angle value with the minimum starting torque is determined.

[0123] In one possible implementation, the target shutdown angle value is positively correlated with the previous shutdown angle value, and the target shutdown angle value is positively correlated with the target ratio, which is the ratio of the target resolver angle value to the number of pole pairs of the generator where the generator crankshaft is located.

[0124] In a possible implementation, the engine crankshaft is provided with teeth and tooth-missing areas. When the acquisition module 410 acquires the first data set for each rotation, it can be used to: In response to the crankshaft sensor detecting a tooth-missing signal output from the tooth-missing area, the control module 420 starts recording the pulse signal output by the crankshaft sensor and the second parameter value corresponding to each pulse signal until the engine crankshaft rotates M times; wherein, a rising edge or a falling edge is used as a pulse signal, the rising edge corresponds to one of the tooth position or the tooth slot position, and the falling edge corresponds to the other of the tooth position or the tooth slot position; for each pulse signal recorded and the second parameter value corresponding to the pulse signal, the number of pulse signals is determined as the first data value, and the second parameter value is determined as the second data value, wherein the number of pulse signals is reset each time the engine crankshaft rotates one time; when obtaining the second data group for each rotation in L turns, the control module 420 can be used to: in each rotation of L turns, in response to the crankshaft sensor detecting the N-1th pulse signal, start recording the resolver angle value and the second parameter value corresponding to each resolver angle value until the engine crankshaft rotates L turns, wherein the Nth pulse signal is the pulse signal corresponding to the reference stop angle value.

[0125] The device of this embodiment can refer to the description of the above method embodiment, and will not be described in detail here.

[0126] It should be noted that those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the devices and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. In the several embodiments provided in the present application, the coupling between modules can be electrical. In addition, the various functional modules in the various embodiments of the present application can be integrated into a processing module, or each module can exist physically alone, or two or more modules can be integrated into one module. The above-mentioned integrated modules can be implemented in the form of hardware or in the form of software functional modules.

[0127] The following will be combined Figure 5 The architecture of an electronic device provided in this application is described.

[0128] In an alternative embodiment, an electronic device is provided, such as Figure 5 As shown, Figure 5 The electronic device 500 shown includes: a processor 501 and a memory 503. The processor 501 and the memory 503 are connected, for example, via a bus 502. Optionally, the electronic device 500 may further include a transceiver 504, which may be used for data exchange between the electronic device and other electronic devices, such as data transmission and / or data reception. It should be noted that in actual applications, the number of transceivers 504 is not limited to one, and the structure of the electronic device 500 does not constitute a limitation on the embodiments of the present application.

[0129] Processor 501 can be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 501 can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0130] Bus 502 may include a path for transmitting information between the above components. Bus 502 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. Bus 502 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0131] The memory 503 may be a ROM (Read Only Memory) or other type of static storage device that can store static information and instructions, a RAM (Random Access Memory) or other type of dynamic storage device that can store information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory) or other optical disk storage, optical disk storage (including compact discs, laser discs, optical discs, digital versatile discs, Blu-ray discs, etc.), magnetic disk storage media, other magnetic storage devices, or any other medium that can be used to carry or store computer programs and can be read by a computer, without limitation herein.

[0132] The memory 503 is used to store the computer program for executing the embodiment of the present application, and the execution is controlled by the processor 501. The processor 501 is used to execute the computer program stored in the memory 503 to implement the steps shown in the above method embodiment.

[0133] It should be noted that the processor 501 may be any of the modules or devices mentioned in the above embodiments, such as a calibration device or a controller.

[0134] An embodiment of the present application also provides a power device, including a controller, a generator and an engine, wherein the generator crankshaft of the generator is connected to the engine crankshaft of the engine; the controller is used to obtain a first data group for each rotation when it is detected that the engine crankshaft rotates M times according to a first parameter value, the first data group including multiple first data sets, any first data set including a first data value and a second data value, the first data value being used to represent one of multiple shutdown angle values ​​of the engine crankshaft, the second data value being used to represent a second parameter value of the engine crankshaft, the first parameter value including one of a speed value or a torque value, the second parameter value including the other of the speed value or the torque value, and M being a positive integer; and for determining a target shutdown angle value for minimizing the starting torque based on the first data group corresponding to each rotation of the engine crankshaft obtained, the target shutdown angle value being the angle at which the engine crankshaft is stopped.

[0135] An embodiment of the present application also provides a vehicle, comprising the power device of the above embodiment.

[0136] Please refer to Figure 6 , which shows a block diagram of a computer-readable storage medium provided in an embodiment of the present application. The computer-readable medium 600 stores program code, which can be called by a processor to execute the method described in the above method embodiment.

[0137] Computer-readable storage medium 600 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, a hard disk, or ROM. Alternatively, computer-readable storage medium 600 may comprise a non-transitory computer-readable storage medium. Computer-readable storage medium 600 has storage space for program code 610 for executing any of the method steps described above. This program code can be read from or written to one or more computer program products. Program code 610 may be compressed, for example, in a suitable format.

[0138] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for controlling the engine crankshaft stop position, characterized in that: include: When detecting that the engine crankshaft rotates M times according to a first parameter value, obtaining a first data group for each rotation; wherein the first data group includes a plurality of first data sets, each of which includes a first data value and a second data value, the first data value is used to represent one of a plurality of stop angle values ​​of the engine crankshaft, and the second data value is used to represent a second parameter value of the engine crankshaft, the first parameter value includes one of a speed value or a torque value, and the second parameter value includes the other of the speed value or the torque value, and M is a positive integer; Based on the first data set corresponding to each rotation of the engine crankshaft, a target stop angle value with minimum starting torque is determined; wherein the target stop angle value is the angle at which the engine crankshaft is stopped.

2. The method according to claim 1, characterized in that The first parameter value includes a fixed speed value, the second parameter value includes a torque value, and determining a target stop angle value at which the starting torque is minimized based on the first data set corresponding to each rotation of the engine crankshaft obtained includes: Determining, based on the acquired first data set corresponding to each rotation of the engine crankshaft, a stop angle value corresponding to a minimum torque value among the plurality of stop angle values; The stop angle value corresponding to the minimum torque value is determined as the target stop angle value with the minimum starting torque.

3. The method according to claim 1, characterized in that The first parameter value includes a fixed torque value, the second parameter value includes a speed value, and determining a target stop angle value at which the starting torque is minimized based on the first data set corresponding to each rotation of the engine crankshaft obtained includes: Determining, based on the acquired first data set corresponding to each rotation of the engine crankshaft, a parking angle value having a maximum corresponding rotation speed value among the plurality of parking angle values; The stop angle value corresponding to the maximum speed value is determined as the target stop angle value with the minimum starting torque.

4. The method according to claim 1, wherein M is an integer not less than 2. Determining a target stop angle value for minimizing starting torque based on the first data set corresponding to each rotation of the engine crankshaft obtained includes: Determining, based on the acquired first data set corresponding to each rotation of the engine crankshaft, a fusion parameter value of the engine crankshaft corresponding to each stop angle value, the fusion parameter value being calculated by fusing the second parameter values ​​corresponding to each stop angle value over M rotations; Determine the parking angle value whose corresponding fusion parameter value among the multiple parking angle values ​​is an extreme value, wherein, if the second parameter value includes a speed value, the corresponding extreme value is a maximum speed value; if the second parameter value includes a torque value, the corresponding extreme value is a minimum torque value.

5. The method according to claim 1, wherein The engine crankshaft is connected to the generator crankshaft, and determining a target stop angle value with minimum starting torque based on the acquired first data set corresponding to each rotation of the engine crankshaft includes: determining a reference stop angle value with the minimum starting torque among the plurality of stop angle values ​​based on the obtained first data set corresponding to each rotation of the engine crankshaft; Controlling the engine crankshaft to rotate L revolutions according to the first parameter value, and obtaining a second data set for each of the L revolutions, wherein the second data set includes a plurality of second data sets, each of which includes a third data value and a fourth data value, the third data value being used to represent one of the second parameter values, and the fourth data value being used to represent a resolver angle value of the generator crankshaft, L being a positive integer, and L revolutions being rotated after M revolutions, and the resolver angle value being calculated from a stop angle value before reaching the reference stop angle value; Determining a target resolver angle value among the resolver angle values ​​based on the second data set during each rotation, wherein the second parameter value corresponding to the target resolver angle value is an extreme value among the second parameter values ​​represented by the third data values ​​in the plurality of second data sets, and if the second parameter value includes a rotational speed value, the corresponding extreme value is a maximum rotational speed value; and if the second parameter value includes a torque value, the corresponding extreme value is a minimum torque value; A target stop angle value at which the starting torque is minimized is determined based on the previous stop angle value and the target resolver angle value.

6. The method according to claim 5, characterized in that The target shutdown angle value is positively correlated with the previous shutdown angle value, and the target shutdown angle value is positively correlated with a target ratio, which is the ratio of the target resolver angle value to the number of pole pairs of the generator where the generator crankshaft is located.

7. The method according to claim 5, characterized in that The engine crankshaft is provided with teeth and tooth-missing areas, and obtaining a first data set for each rotation includes: In response to the crankshaft sensor detecting a missing tooth signal outputted by the missing tooth region, recording pulse signals outputted by the crankshaft sensor and recording a second parameter value corresponding to each pulse signal until the engine crankshaft rotates M times; wherein a rising edge or a falling edge serves as a pulse signal, the rising edge corresponds to one of a tooth position or a tooth slot position, and the falling edge corresponds to the other of the tooth position or the tooth slot position; For each revolution of the pulse signal and the second parameter value corresponding to the pulse signal, the number of the pulse signals is determined as the first data value, and the second parameter value is determined as the second data value, wherein the number of the pulse signals is reset each time the engine crankshaft rotates one revolution; The step of obtaining a second data set for each of the L rotations includes: During each of L revolutions, in response to the crankshaft sensor detecting the N-1th pulse signal, the resolver angle value and the second parameter value corresponding to each resolver angle value are recorded until the engine crankshaft rotates L revolutions, wherein the Nth pulse signal is the pulse signal corresponding to the reference stop angle value.

8. An engine crankshaft stop position control device, wherein the engine crankshaft is connected to a generator, characterized in that: The device comprises: an acquisition module, configured to, upon detecting that the engine crankshaft has rotated M times according to a first parameter value, acquire a first data group for each rotation; wherein the first data group includes a plurality of first data sets, each of which includes a first data value and a second data value, the first data value being used to represent one of a plurality of stop angle values ​​of the engine crankshaft, the second data value being used to represent a second parameter value of the engine crankshaft, the first parameter value including one of a speed value and a torque value, the second parameter value including the other of the speed value and the torque value, and M being a positive integer; A control module is used to determine a target stop angle value with minimum starting torque based on the first data group corresponding to each rotation of the engine crankshaft; wherein the target stop angle value is the angle at which the engine crankshaft is stopped.

9. An electronic device, characterized in that: including one or more processors and memory; One or more programs are stored in the memory and configured to be executed by the one or more processors, wherein the one or more programs are configured to execute the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores program code, wherein when the program code is executed by a processor, the method according to any one of claims 1 to 7 is executed.

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