Engine control method, electronic equipment and vehicle
By acquiring the actual crankshaft angle of the engine and performing closed-loop control, the engine stops within the optimal NVH (Noise, Vibration, and Harshness) angle range, solving the problem of random engine stop locations in range-extended electric vehicles and improving stop consistency and NVH performance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-04-01
- Publication Date
- 2026-05-15
AI Technical Summary
In range-extended electric vehicles, the random engine shutdown location leads to poor shutdown consistency and significant vibration and noise, affecting NVH performance.
By acquiring the actual crankshaft angle during engine shutdown, using high-resolution resolver signals to identify the crankshaft angle feedback signal, determining the reference crankshaft angle, and performing closed-loop control, the shutdown position is ensured to be within the angle range with excellent NVH performance. Combined with torque release rate control, precise shutdown is achieved.
It effectively suppresses crankshaft rebound and engine vibration, improves engine shutdown smoothness and NVH performance, and ensures the consistency and reliability of engine shutdown position.
Smart Images
Figure CN122040438A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of engine technology, and in particular to an engine control method, electronic equipment, and vehicle. Background Technology
[0002] Range-extended electric vehicles typically use engine stop position control to ensure consistent crankshaft position during engine start-up, thus achieving seamless start-up of the range extender. However, in related technologies, the engine stop position is random, resulting in poor stop consistency and affecting start-up NVH (noise, vibration, and harshness) performance. Summary of the Invention
[0003] This application provides an engine control method, electronic device, and vehicle, aiming to improve the problems in related technologies such as random engine stop positions, resulting in poor stop consistency and high vibration and noise.
[0004] In a first aspect, an engine control method is provided, comprising: in response to an engine shutdown process, acquiring the actual crankshaft angle of the engine when the engine speed reaches a first speed threshold; if the actual crankshaft angle is within a target angle range, determining a reference crankshaft angle of the engine based on the target angle range; and controlling the engine shutdown process based on the actual crankshaft angle and the reference crankshaft angle.
[0005] Through the above technical solution, in response to the engine shutdown process, the actual crankshaft angle of the engine is obtained when the engine speed reaches a first speed threshold, ensuring that the precise angle is locked when the speed signal is reliable; if the actual crankshaft angle is within the target angle range, the reference crankshaft angle of the engine is determined according to the target angle range, so that the shutdown target position is limited to the optimal range for suppressing rebound and vibration; the engine shutdown process is controlled according to the actual crankshaft angle and the reference crankshaft angle, realizing closed-loop control of the shutdown position, effectively suppressing crankshaft rebound and engine vibration, and improving shutdown smoothness and NVH performance.
[0006] In conjunction with the first aspect, in some possible implementations, obtaining the actual crankshaft angle of the engine when the engine speed reaches a first speed threshold includes: obtaining the crankshaft position signal of the engine; synchronizing the crankshaft position signal to the motor resolver signal; identifying the crankshaft angle feedback signal from the motor resolver signal; and determining the actual crankshaft angle of the engine based on the crankshaft angle feedback signal.
[0007] Through the above technical solution, the embodiments of the present invention acquire the crankshaft position signal of the engine, providing original position information for determining the stopping angle; synchronize the crankshaft position signal to the motor resolver signal, and improve the angle sampling accuracy by using the high-resolution resolver signal; identify the crankshaft angle feedback signal from the motor resolver signal, and determine the actual crankshaft angle of the engine accordingly, effectively overcoming the problems of high noise and insufficient resolution of the crankshaft signal at low speeds, and ensuring that the angle information on which the stopping control depends is accurate and reliable.
[0008] In conjunction with the first aspect, in some possible implementations, determining the reference crankshaft angle of the engine based on the target angle range includes: identifying the currently operating cylinder of the engine; reading the mapping relationship between the target angle range of the currently operating cylinder and the reference crankshaft angle; and determining the reference crankshaft angle of the engine based on the target angle range and the mapping relationship.
[0009] Through the above technical solution, the embodiments of the present invention identify and read the current working cylinder of the engine, accurately identify the current working stage of each cylinder; according to the mapping relationship between the target angle range and the reference crankshaft angle, the shutdown target angle is associated with the specific cylinder sequence and stroke state to ensure that the reference angle is in the optimal range for suppressing rebound; according to the target angle range, the corresponding relationship table is queried to determine the reference crankshaft angle of the engine, realizing accurate matching of the shutdown position under different operating conditions, effectively avoiding engine vibration caused by improper selection of reference angle, and improving shutdown stability and NVH performance.
[0010] In conjunction with the first aspect, in some possible implementations, before determining the engine's reference crankshaft angle based on the target angle range if the actual crankshaft angle is within the target angle range, the method further includes: if the engine speed is less than or equal to a second speed threshold, then triggering a comparison between the actual crankshaft angle and the target angle range, wherein the second speed threshold is less than the first speed threshold.
[0011] Through the above technical solution, the embodiments of the present invention only trigger the comparison between the actual crankshaft angle and the target angle range when the engine speed drops to the second speed threshold, i.e., below the first speed threshold. This postpones the determination of the stopping angle to the late stage of stopping at a lower speed, avoiding the stopping position deviating from the target range due to excessively high speed. This ensures that the determination of the reference crankshaft angle and subsequent control are executed within a dynamically stable window, thereby improving the reliability and consistency of stopping position control.
[0012] In conjunction with the first aspect, in some possible implementations, triggering the comparison between the actual crankshaft angle and the target angle range also includes: if the actual crankshaft angle is not within the target angle range, then controlling the engine speed to decrease; if the actual crankshaft angle is within the target angle range and the engine speed is greater than a third speed threshold, then determining the engine's reference crankshaft angle based on the target angle range, wherein the third speed threshold is less than the second speed threshold.
[0013] Through the above technical solution, in this embodiment of the invention, when the actual crankshaft angle is not within the target angle range, the engine speed is controlled to decrease to avoid premature engine stoppage in the non-target angle range, which would cause vibration. If the actual crankshaft angle is within the target angle range and the engine speed is greater than the third speed threshold, where the third speed threshold is less than the second speed threshold, the reference crankshaft angle of the engine is determined according to the target angle range. This ensures that there is still sufficient speed margin to complete precise closed-loop control when entering the target angle window, preventing insufficient actuator response or overshoot of the stop position due to excessively low speed, and improving the controllability and position accuracy of the stop process.
[0014] In conjunction with the first aspect, in some possible implementations, before determining the engine's reference crankshaft angle based on the target angle range if the actual crankshaft angle is within the target angle range, the method further includes: if the engine speed is less than or equal to a third speed threshold and the actual crankshaft angle is not within the target angle range, then determining the engine's reference crankshaft angle based on the actual crankshaft angle.
[0015] Through the above technical solution, if the engine speed is less than or equal to the third speed threshold and the actual crankshaft angle is not within the target angle range, the reference crankshaft angle of the engine is determined according to the actual crankshaft angle. This avoids loss of control due to the inability to continue adjusting the stop position because the speed is too low, and ensures that a definite stop reference point can still be locked under extreme low speed conditions. This prevents the stop process from diverging or generating abnormal vibrations, and ensures the completion and safety of the stop action.
[0016] In conjunction with the first aspect, in some possible implementations, the engine shutdown process is controlled based on the actual crankshaft angle and the reference crankshaft angle, including: performing closed-loop control of the engine based on the actual crankshaft angle and the reference crankshaft angle; if it is detected that the actual crankshaft angle reaches the reference crankshaft angle, then controlling the engine to perform a torque release action.
[0017] Through the above technical solution, the embodiments of the present invention perform closed-loop control of the engine based on the actual crankshaft angle and the reference crankshaft angle to achieve real-time tracking and adjustment of the stopping position; if the actual crankshaft angle is detected to reach the reference crankshaft angle, the engine is controlled to perform a torque release action to cut off the torque output in time, avoiding rebound or vibration caused by inertia exceeding the target angle, thereby ensuring that the engine stops accurately within the target angle range and improving stopping stability and NVH performance.
[0018] In conjunction with the first aspect, in some possible implementations, controlling the engine to perform a torque release action includes: acquiring the engine's torque release rate; releasing the engine's torque according to the torque release rate until the engine's torque release is complete.
[0019] Through the above technical solution, the embodiments of the present invention obtain the torque release rate of the engine and release the engine torque according to the torque release rate until the torque release is completed. By smoothly unloading the torque at a preset rate, the impact on the engine body and speed oscillation caused by sudden torque changes are avoided, ensuring a smooth shutdown process and improving NVH performance.
[0020] In a second aspect, an electronic device is provided, including a processor and a memory, wherein the memory is used to store computer programs; and the processor is used to execute the programs stored in the memory to implement the engine control method in the first aspect or any possible implementation thereof.
[0021] Thirdly, a vehicle is provided that includes the electronic equipment described in the second aspect or possible implementations thereof. Attached Figure Description
[0022] Figure 1 This is a flowchart of an engine control method provided in an embodiment of this application; Figure 2 This is a flowchart of engine stop position control provided in an embodiment of this application; Figure 3 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation
[0023] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.
[0024] To achieve seamless start-up of the range extender in range-extended electric vehicles (REEVs), meaning a startup process with optimized NVH (noise, vibration, and harshness) that is virtually imperceptible to passengers, a common practice is to use PI (pivot control) based on a closed-loop crankshaft angle position for engine stop-start control. This ensures consistent crankshaft position during engine start-up. However, in range extenders with non-direct-drive mechanisms, this method is prone to causing knocking in the meshing mechanism due to torque reversal. Furthermore, at low speeds, the reciprocating inertial forces can lead to uneven speeds at certain angles, resulting in vibrations and abnormal noises during stop-start, thus affecting NVH performance.
[0025] Figure 1 This is a flowchart of an engine control method according to an embodiment of the present invention.
[0026] like Figure 1 As shown, the engine control method according to an embodiment of the present invention includes the following steps: In step S110, in response to the engine shutdown process, the actual crankshaft angle of the engine is obtained when the engine speed reaches the first speed threshold.
[0027] Step S120: If the actual crankshaft angle is within the target angle range, then determine the reference crankshaft angle of the engine based on the target angle range.
[0028] Step S130: Control the engine shutdown process based on the actual crankshaft angle and the reference crankshaft angle.
[0029] It should be noted that the first speed threshold refers to the speed threshold used to synchronize the crankshaft position signal to the motor resolver signal during engine shutdown; the actual crankshaft angle refers to the current angle of the engine crankshaft obtained through the motor resolver signal when the engine speed reaches the first speed threshold; the target angle range refers to the crankshaft angle range with excellent NVH performance determined by actual measurement; and the reference crankshaft angle refers to the shutdown target angle adaptively determined based on the target angle range into which the actual crankshaft angle falls.
[0030] In this embodiment, during engine shutdown, the actual crankshaft angle of the engine is acquired when the engine speed reaches a first speed threshold, ensuring that a precise angle is locked when the speed signal is reliable. If the actual crankshaft angle is within the target angle range, a reference crankshaft angle is determined based on the target angle range, limiting the shutdown target position to the optimal range for suppressing rebound and vibration. The engine shutdown process is controlled based on the actual crankshaft angle and the reference crankshaft angle, achieving closed-loop control of the shutdown position. Since the range extender, as the power generation device of the range-extended electric vehicle, needs to be frequently started and stopped, and improper shutdown position can easily cause vibration and abnormal noise, by performing shutdown control only in the angle range with excellent NVH performance, crankshaft rebound and engine vibration are effectively suppressed, significantly improving the stability of the range extender during shutdown and the overall vehicle NVH performance.
[0031] Specifically, the engine speed signal is read in real time. Once the speed reaches a first speed threshold, it is determined whether the actual crankshaft angle is within the target angle range, which is the crankshaft angle interval with the optimal measured shutdown NVH performance. Since the actual crankshaft angle at the first speed threshold is random (any value between 0° and 360°), different pre-shutdown conditions or boundary conditions, such as coolant temperature, will affect the actual crankshaft angle at that moment. Correspondingly, on the engine crankshaft, the different moments of inertia at different positions during the air intake process lead to differences in resistance, especially at low speeds. Different actual crankshaft angles can cause unevenness in subsequent speed ranges, and some of this unevenness can cause resonance and other perceptible vibration and noise problems inside the vehicle. Therefore, in the test, the control performance under different actual crankshaft angles is optimized to determine the optimal NVH angle range, usually presented in the form of intervals, avoiding angle areas that easily cause NVH problems. This range is then used as the target angle range, and is the priority control condition to be met during shutdown control.
[0032] In step S110, when the engine speed reaches the first speed threshold, the actual crankshaft angle of the engine is obtained, including: obtaining the crankshaft position signal of the engine; synchronizing the crankshaft position signal to the motor resolver signal; identifying the crankshaft angle feedback signal from the motor resolver signal; and determining the actual crankshaft angle of the engine based on the crankshaft angle feedback signal.
[0033] Among them, the crankshaft position signal refers to the original electrical signal output by the engine crankshaft position sensor to characterize the crankshaft rotation position; the motor resolver signal refers to the high-resolution angle signal output by the motor resolver; and the crankshaft angle feedback signal refers to the high-precision angle signal extracted from the motor resolver signal after synchronizing the crankshaft position signal to the motor resolver signal to determine the actual crankshaft angle.
[0034] It is understood that the embodiments of this application acquire the crankshaft position signal of the engine to provide raw position information for determining the stopping angle; synchronize the crankshaft position signal to the motor resolver signal to improve the angle sampling accuracy using the high-resolution resolver signal; identify the crankshaft angle feedback signal from the motor resolver signal and determine the actual crankshaft angle of the engine accordingly, effectively overcoming the problems of high crankshaft signal noise and insufficient resolution at low speeds, and ensuring that the angle information on which the stopping control depends is accurate and reliable.
[0035] Before step S120, before determining the reference crankshaft angle of the engine based on the target angle range if the actual crankshaft angle is within the target angle range, the method further includes: if the engine speed is less than or equal to a second speed threshold, then triggering a comparison between the actual crankshaft angle and the target angle range, wherein the second speed threshold is less than the first speed threshold.
[0036] The second speed threshold refers to the speed threshold that triggers the comparison between the actual crankshaft angle and the target angle range.
[0037] It is understood that, in this embodiment of the application, when the engine speed drops from the first speed threshold to below the second speed threshold, the comparison between the actual crankshaft angle and the target angle range is triggered, and the determination of the stopping angle is postponed to the late stage of stopping at a lower speed. This avoids the stopping position deviating from the target range due to excessive speed, and ensures that the determination of the reference crankshaft angle and subsequent control are executed within a dynamically stable window, thereby improving the reliability and consistency of stopping position control.
[0038] In this embodiment of the invention, triggering the comparison between the actual crankshaft angle and the target angle range further includes: if the actual crankshaft angle is not within the target angle range, controlling the engine speed to decrease; if the actual crankshaft angle is within the target angle range and the engine speed is greater than a third speed threshold, determining the engine's reference crankshaft angle based on the target angle range, wherein the third speed threshold is less than a second speed threshold.
[0039] The third speed threshold is the speed threshold used to determine whether there is still sufficient speed to execute the speed determined by the reference crankshaft angle.
[0040] It is understood that the embodiments of this application can control the engine speed to decrease when the actual crankshaft angle is not within the target angle range, so as to avoid premature engine stoppage in the non-target angle range and cause vibration. If the actual crankshaft angle is within the target angle range and the engine speed is greater than the third speed threshold, where the third speed threshold is less than the second speed threshold, the reference crankshaft angle of the engine is determined according to the target angle range to ensure that there is still sufficient speed margin to complete precise closed-loop control when entering the target angle window, to prevent insufficient actuator response or overshoot of the stop position due to excessively low speed, and to improve the controllability and position accuracy of the stop process.
[0041] Specifically, the setting of the third speed threshold is used to prevent abnormal shutdowns (such as a sudden drop in speed) from preventing the inability to enter the stop position control. When the engine speed is lower than the third speed threshold and the actual crankshaft angle is not within the target angle range, in order to ensure that stop position control can still be executed, the reference crankshaft angle is determined directly based on the principle of minimum angle deviation (positive), and closed-loop control is performed based on the actual crankshaft angle and the reference crankshaft angle. That is, when angle A is not within the target angle range... and At that time, the reference position S is determined according to the principle of minimum distance:
[0042] Where A is the crankshaft angle; X is the fixed reference value; and S is the reference position.
[0043] In this embodiment of the invention, before determining the reference crankshaft angle of the engine based on the target angle range if the actual crankshaft angle is within the target angle range, the method further includes: if the engine speed is less than or equal to a third speed threshold and the actual crankshaft angle is not within the target angle range, then determining the reference crankshaft angle of the engine based on the actual crankshaft angle.
[0044] It is understood that in this embodiment of the application, if the engine speed is less than or equal to the third speed threshold and the actual crankshaft angle is not within the target angle range, the reference crankshaft angle of the engine is determined according to the actual crankshaft angle to avoid loss of control due to the inability to continue adjusting the stop position because the speed is too low. This ensures that a definite stop reference point can still be locked under extreme low speed conditions, preventing the stop process from diverging or generating abnormal vibrations, and ensuring the completion and safety of the stop action.
[0045] In step S120, determining the reference crankshaft angle of the engine based on the target angle range includes: identifying the current working cylinder of the engine; reading the mapping relationship between the target angle range of the current working cylinder and the reference crankshaft angle; and determining the reference crankshaft angle of the engine based on the target angle range and the mapping relationship.
[0046] Among them, the working cylinder refers to the cylinder that is in the compression stroke or power stroke when the machine stops.
[0047] It is understood that the embodiments of this application identify and read the currently working cylinder of the engine, accurately identify the current working stage of each cylinder; according to the mapping relationship between the target angle range and the reference crankshaft angle, the shutdown target angle is associated with the specific cylinder sequence and stroke state to ensure that the reference angle is in the optimal range for suppressing rebound; according to the target angle range, the corresponding relationship table is queried to determine the reference crankshaft angle of the engine, so as to achieve accurate matching of the shutdown position for different operating conditions, effectively avoid engine vibration caused by improper selection of reference angle, and improve shutdown stability and NVH performance.
[0048] Specifically, when the actual crankshaft angle is within the target angle range, the angle control mode is entered: First, the reference crankshaft angle of the engine is determined based on the actual crankshaft angle. Typically, the reference crankshaft angle is determined based on the stroke position (intake, compression, power, or exhaust) of a particular cylinder in the engine. Taking a common 4-cylinder engine as an example, when the intake strokes of cylinder 1 and cylinder 3 are equivalent, if the target position determined with cylinder 1 as the reference is X° (X° is less than 180°), then X°+180° is also a selectable reference position. Correspondingly, there is an optimal angle range for a reference position of X°, and another corresponding optimal angle range for a reference position of X°+180°. The purpose of this mechanism is to keep the PI adjustment (i.e., the deviation between the actual crankshaft angle and the reference crankshaft angle) within a small range. This shortens the control time for rapid shutdown and avoids repeated switching of the output torque direction (positive and negative reversal) during PI control due to excessive adjustment, which could cause gear knocking noise. Therefore, the reference crankshaft angle should be adaptively adjusted according to the target angle range into which the actual crankshaft angle falls. The final reference crankshaft angle S is determined according to the following rules:
[0049] in, The corresponding reference position is The target angle range, The corresponding reference position is The target angle range is determined by the reference crankshaft angle, which varies depending on the actual crankshaft angle falling within different target angle ranges. Once the reference crankshaft angle is determined, closed-loop control is implemented based on the angular deviation between the actual and reference crankshaft angles. The input to the closed-loop control system is the angular deviation, and the output is the torque control quantity.
[0050] In step S130, the engine shutdown process is controlled based on the actual crankshaft angle and the reference crankshaft angle, including: performing closed-loop control on the engine based on the actual crankshaft angle and the reference crankshaft angle; if it is detected that the actual crankshaft angle reaches the reference crankshaft angle, the engine is controlled to perform a torque release action.
[0051] Closed-loop control refers to PI (Proportional-Integral) closed-loop control that uses feedback adjustment based on the actual crankshaft angle and the reference crankshaft angle; torque removal refers to the operation of stopping torque output.
[0052] It is understood that the embodiments of this application can perform closed-loop control of the engine based on the actual crankshaft angle and the reference crankshaft angle to achieve real-time tracking and adjustment of the stopping position; if the actual crankshaft angle is detected to reach the reference crankshaft angle, the engine is controlled to perform a torque release action to cut off the torque output in time, avoiding rebound or vibration caused by inertia overshooting the target angle, thereby ensuring that the engine stops accurately within the target angle range and improving stopping stability and NVH performance.
[0053] In this embodiment of the invention, controlling the engine to perform a torque release action includes: acquiring the engine's torque release rate; releasing the engine's torque according to the torque release rate until the engine's torque release is complete.
[0054] Among them, torque release rate refers to the rate at which torque decreases per unit time when the engine performs torque release action.
[0055] It is understood that the embodiments of this application obtain the torque release rate of the engine and release the engine torque according to the torque release rate until the torque release is completed. By smoothly unloading the torque at a preset rate, the impact on the engine body and speed oscillation caused by sudden torque changes are avoided, ensuring a smooth shutdown process and improving NVH performance.
[0056] Specifically, when the closed-loop control reaches the target angle deviation, it is determined that the actual crankshaft angle has reached the reference crankshaft angle. At this point, the torque release action is initiated: the engine output torque is gradually released until it reaches zero according to the torque release rate, completing the shutdown control process. The torque release action gradually unloads the torque according to a specific torque release rate, mainly to suppress the rebound phenomenon caused by the inertia of the compressed gas in the cylinder before the engine stops, thereby improving the stability of the shutdown position.
[0057] Specifically, such as Figure 2 As shown, the engine stop position control process includes: In step 201, in response to the vehicle shutdown control, the actual crankshaft angle is obtained when the engine speed reaches the first speed threshold.
[0058] Specifically, the vehicle shutdown control ensures that the engine stops at a fixed piston position each time it stops, so that the cylinder compression pressure is lower when starting the next time. Combined with the optimized starting torque, this can improve NVH performance during the starting process.
[0059] Specifically, when the vehicle system triggers a shutdown command, it controls the engine to cut off fuel and uses a specific speed reduction strategy to control the engine speed to decrease. When the actual speed is lower than the first speed threshold, the engine crankshaft signal is synchronized to the motor resolver signal, and the crankshaft angle feedback signal is output with a higher precision resolver signal.
[0060] In step 202, if the engine speed is less than or equal to the second speed threshold, it is determined whether the actual crankshaft angle is within the target angle range.
[0061] In step 203, it is determined whether the actual crankshaft angle is within the target angle range.
[0062] In step 204, if the actual crankshaft angle is not within the target angle range, the system continues to determine whether the engine speed is greater than the third speed threshold. If the engine speed is greater than the third speed threshold, the system returns to step 202 to continue monitoring; otherwise, it proceeds to step 205 for subsequent operations.
[0063] In step 205, if the actual crankshaft angle is within the target angle range, the reference crankshaft angle of the engine is determined based on the target angle range.
[0064] In step 206, the engine is closed-loop controlled based on the actual crankshaft angle and the reference crankshaft angle.
[0065] In step 207, when the actual crankshaft angle reaches the reference crankshaft angle, a torque release action is performed, and torque is released according to the torque release rate until completion.
[0066] In step 208, the monitoring shutdown position information outputs a shutdown success flag.
[0067] According to the proposed engine control method, in response to the engine shutdown process, the actual crankshaft angle of the engine is acquired when the engine speed reaches a first speed threshold. When the actual crankshaft angle is within a target angle range, a reference crankshaft angle is determined based on the target angle range. Controlling the engine shutdown process based on the actual and reference crankshaft angles improves the consistency of the engine shutdown position, providing a basis for improving start-up NVH performance. This solves the problems of random engine shutdown positions in related technologies, leading to poor shutdown consistency and high vibration and noise.
[0068] This application also provides an electronic device, please refer to... Figure 3 The electronic device 30 includes a memory 310 and a processor 320. The memory 310 is used to store computer programs, and the processor 320 is used to execute the programs stored in the memory to implement the engine control method of this application.
[0069] This application also provides a vehicle that includes the electronic equipment described in the above embodiments.
[0070] In this application, "multiple" refers to two or more.
[0071] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" 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 mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0072] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.
[0073] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.
[0074] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if a method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if a method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.
[0075] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.
Claims
1. An engine control method, characterized in that, include: In response to the engine shutdown process, the actual crankshaft angle of the engine is obtained when the engine speed reaches the first speed threshold; If the actual crankshaft angle is within the target angle range, then the reference crankshaft angle of the engine is determined based on the target angle range; The engine shutdown process is controlled based on the actual crankshaft angle and the reference crankshaft angle.
2. The engine control method according to claim 1, characterized in that, The step of obtaining the actual crankshaft angle of the engine when the engine speed reaches the first speed threshold includes: Obtain the crankshaft position signal of the engine; The crankshaft position signal is synchronized to the motor resolver signal, and the crankshaft angle feedback signal is identified from the motor resolver signal; The actual crankshaft angle of the engine is determined based on the crankshaft angle feedback signal.
3. The engine control method according to claim 1, characterized in that, Determining the reference crankshaft angle of the engine based on the target angle range includes: Identify the currently operating cylinder of the engine; Read the current working cylinder The mapping relationship between the target angle range and the reference crankshaft angle; The reference crankshaft angle of the engine is determined based on the target angle range and the mapping relationship.
4. The engine control method according to claim 1, characterized in that, Before determining the engine's reference crankshaft angle based on the target angle range if the actual crankshaft angle is within the target angle range, the method further includes: If the engine speed is less than or equal to the second speed threshold, a comparison between the actual crankshaft angle and the target angle range is triggered, wherein the second speed threshold is less than the first speed threshold.
5. The engine control method according to claim 4, characterized in that, The comparison of the actual crankshaft rotation angle with the target angle range is further included in the following: If the actual crankshaft angle is not within the target angle range, the engine speed is controlled to decrease. If the actual crankshaft angle is within the target angle range and the engine speed is greater than the third speed threshold, then the reference crankshaft angle of the engine is determined according to the target angle range, wherein the third speed threshold is less than the second speed threshold.
6. The engine control method according to claim 1, characterized in that, Before determining the engine's reference crankshaft angle based on the target angle range if the actual crankshaft angle is within the target angle range, the method further includes: If the engine speed is less than or equal to the third speed threshold and the actual crankshaft angle is not within the target angle range, then the reference crankshaft angle of the engine is determined based on the actual crankshaft angle.
7. The engine control method according to claim 1, characterized in that, The process of controlling the engine shutdown based on the actual crankshaft angle and the reference crankshaft angle includes: The engine is closed-loop controlled based on the actual crankshaft angle and the reference crankshaft angle; If the actual crankshaft rotation angle is detected to reach the reference crankshaft rotation angle, the engine is controlled to perform a torque reduction action.
8. The engine control method according to claim 7, characterized in that, The control of the engine to perform the torque reduction action includes: Obtain the torque release rate of the engine; The engine torque is released according to the torque release rate until the engine torque release is complete.
9. An electronic device, characterized in that, Including processor and memory, among which Memory, used to store computer programs; A processor for executing a program stored in a memory to implement the engine control method according to any one of claims 1-8.
10. A vehicle, characterized in that, It includes the electronic device as described in claim 9.