Shutdown processing device, engine, vehicle, shutdown processing method, and computer-readable storage medium

Abstract

The application discloses a shutdown processing device, an engine, a vehicle, a shutdown processing method and a computer readable storage medium. The shutdown processing device comprises: an exhaust gas introduction device adapted to be connected with an air inlet end and an exhaust end of a cylinder of the engine; and a controller connected with the exhaust gas introduction device, used for controlling the exhaust gas introduction device to introduce exhaust gas discharged by the cylinder into the cylinder to sweep combustible mixture remaining in the cylinder after receiving a shutdown instruction of the engine. After the engine is shut down, the controller controls the exhaust gas introduction device to introduce the exhaust gas into the cylinder for scavenging, and the combustible mixture remaining in the cylinder is replaced by the non-combustible exhaust gas. Since the exhaust gas itself is non-combustible, even if the remaining mixture is not completely removed, compression ignition will not occur in the compression process, thereby avoiding the problems of abnormal noise, shaking and knocking caused by compression ignition of the remaining mixture during the next start.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a shutdown handling device, engine, vehicle, shutdown handling method, and computer-readable storage medium. Background Technology

[0002] Currently, after an engine is shut down, unburned combustible mixture can easily remain in the cylinder. When the engine is restarted, the residual mixture is prone to abnormal compression ignition under high compression ratio conditions, causing abnormal starting noises, vibrations, and gear knocking problems.

[0003] In related technologies, fresh air is usually used for scavenging to remove residual air-fuel mixture from the cylinder.

[0004] However, since fresh air is the combustion-supporting gas, if the residual mixture is not completely removed, there is still a problem with starting compression ignition. Summary of the Invention

[0005] This application provides a shutdown processing device, an engine, a vehicle, a shutdown processing method, and a computer-readable storage medium to at least partially solve the above-mentioned technical problems.

[0006] To achieve the above objectives, according to a first aspect of this application, a shutdown processing device is provided, applied in an engine, the shutdown processing device comprising: An exhaust gas inlet device is adapted to be connected to the intake and exhaust ends of the cylinders of the engine; A controller, connected to the exhaust gas inlet device, is used to control the exhaust gas inlet device to introduce the exhaust gas discharged from the cylinder into the cylinder after receiving the engine stop command, so as to purge the residual combustible mixture in the cylinder.

[0007] Optionally, the exhaust gas introduction device includes an exhaust gas passage located between the intake end and the exhaust end and a control valve disposed on the exhaust gas passage. The controller is used to control the opening degree of the control valve after receiving the shutdown command.

[0008] Optionally, the controller is specifically used for: When the control valve is closed, the control valve is opened to a preset opening degree in response to the shutdown command; or When the control valve is open, and the opening degree of the control valve is not equal to the preset opening degree, the control valve is adjusted to the preset opening degree in response to the shutdown command; or When the control valve is open and the opening degree of the control valve is equal to the preset opening degree, the control valve is controlled to maintain the opening degree in response to the stop command.

[0009] Optionally, the preset opening degree is either fully open or partially open.

[0010] Optionally, the exhaust gas introduction device further includes a cooler connected in series with the control valve.

[0011] Optionally, the controller is specifically used for: Upon receiving the shutdown command and when the engine fuel is cut off, the exhaust gas introduction device is controlled to introduce the engine exhaust gas into the cylinder.

[0012] Optionally, the controller is specifically configured to: determine that the engine has cut off fuel when the engine torque is less than a preset fuel cut-off torque; and / or If the engine speed is lower than the preset fuel cut-off speed, it is determined that the engine has cut off fuel.

[0013] Optionally, the shutdown processing device includes a starter motor connected to the controller, the controller further being used for: After the engine fuel is cut off, the starter motor controls the engine to stop rotating within a preset time period.

[0014] Optionally, the preset duration is 800ms–1000ms.

[0015] According to a third aspect of this application, an engine is also provided, the engine comprising: cylinder; The aforementioned shutdown treatment device includes an exhaust gas inlet device connected to the inlet and outlet ends of the cylinder.

[0016] Optionally, the engine further includes an intake device connected to the intake end, and the controller is further configured to control the intake device to stop supplying air after receiving the engine stop command.

[0017] Optionally, the air intake device includes an air intake valve, and the controller is further configured to control the air intake valve to close.

[0018] Optionally, the air intake device further includes a throttle valve located between the air intake valve and the air intake end, and the exhaust gas introduction device is connected between the air intake valve and the throttle valve, and communicates with the air intake end through the throttle valve; The controller is also used to control the throttle valve to be fully open.

[0019] Optionally, the engine further includes an exhaust device connected to the exhaust end, the exhaust device including a catalytic converter, the exhaust gas introduction device being connected to the catalytic converter and connected to the exhaust end via the catalytic converter.

[0020] According to a third aspect of this application, a vehicle is also provided, including the aforementioned shutdown processing device or the aforementioned engine.

[0021] According to a fourth aspect of this application, a shutdown processing method is also provided, applied in an engine, the shutdown processing method comprising: Upon receiving a shutdown command from the engine, the exhaust gas inlet device is controlled to introduce the exhaust gas discharged from the engine cylinder into the cylinder to purge any residual combustible mixture in the cylinder. The exhaust gas inlet device is adapted to be connected to the intake and exhaust ends of the cylinder.

[0022] Optionally, the shutdown process further includes controlling the air intake device to stop supplying air.

[0023] According to a fifth aspect of this application, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the aforementioned halting process method.

[0024] In this embodiment, after the engine stops, the exhaust gas is introduced into the cylinder by the exhaust gas introduction device controlled by the controller for scavenging. The non-flammable exhaust gas is used to replace the combustible mixture remaining in the cylinder. Since the exhaust gas itself is non-flammable, even if the residual mixture is not completely removed, it will not be compressed and ignited during the compression process, thereby avoiding abnormal noise, vibration and knocking problems caused by the compression ignition of the residual mixture during the next start-up.

[0025] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0027] Figure 1 This is a schematic diagram of the overall structure of the shutdown processing device provided in the first exemplary embodiment of this disclosure; Figure 2 This is a schematic diagram of the overall structure of the engine provided in the second exemplary embodiment of this disclosure; Figure 3 This is a schematic diagram of the overall structure of the vehicle provided in the third exemplary embodiment of this disclosure; Figure 4This is a flowchart of the shutdown processing method provided in the fourth exemplary embodiment of this disclosure.

[0028] Explanation of reference numerals in the attached figures: 100. Shutdown handling device; 10. Exhaust gas inlet device; 11. Exhaust gas passage; 12. Control valve; 13. Cooler; 14. Starter motor; 20. Controller; 200. Engine; 210. Cylinder; 211. Intake end; 212. Exhaust end; 220. Intake device; 221. Intake valve; 222. Throttle valve; 223. Air filter; 224. Compressor; 225. Intercooler; 226. Intake pipe; 230. Exhaust device; 231. Catalytic converter; 232. Muffler; 233. Turbine; 234. Exhaust pipe; 300. Vehicles. Detailed Implementation

[0029] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0030] After the engine 200 is stopped, this application controls the exhaust gas introduction device 10 via the controller 20 to introduce exhaust gas into the cylinder 210 for scavenging, using non-flammable exhaust gas to displace the combustible mixture remaining in the cylinder 210. Since the exhaust gas itself is non-flammable, even if the residual mixture is not completely removed, compression ignition will not occur during compression, thus avoiding abnormal noise, vibration, and gear knocking problems caused by the compression ignition of the residual mixture during the next start-up.

[0031] This application provides a shutdown handling device 100, applied to an engine 200. Please refer to [link / reference]. Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the overall structure of the shutdown processing device 100 provided in the embodiments of this application.

[0032] The shutdown processing device 100 is applied in the engine 200, which includes a cylinder 210. The cylinder 210 is the core working unit of the engine 200, used to house the piston and perform reciprocating motion to complete the four strokes of intake, compression, combustion, and exhaust. The cylinder 210 has an intake end 211 and an exhaust end 212. The intake end 211 is connected to the intake device 220 to introduce fresh air or a mixture; the exhaust end 212 is connected to the exhaust device 230 to discharge the exhaust gas produced after combustion.

[0033] The shutdown treatment device 100 includes an exhaust gas inlet device 10 and a controller 20.

[0034] The exhaust gas inlet device 10 is adapted to connect to the intake end 211 and exhaust end 212 of the cylinder 210 of the engine 200. Specifically, one end of the exhaust gas inlet device 10 is connected to the exhaust end 212 of the cylinder 210, i.e., the exhaust side, and the other end is connected to the intake end 211 of the cylinder 210, i.e., the intake side. In this way, the exhaust gas inlet device 10 can guide the exhaust gas discharged from the engine 200 from the exhaust side of the cylinder 210 to the intake side of the cylinder 210, and finally introduce it into the cylinder 210.

[0035] The controller 20 is electrically or communicatively connected to the exhaust gas inlet device 10. The controller 20 can be an engine 200 control unit, a vehicle control unit, or a combination of both, or it can be a standalone control unit, depending on the specific requirements. The controller 20 receives a shutdown command from the engine 200 and, upon receiving the shutdown command, controls the exhaust gas inlet device 10 to start working, introducing the exhaust gas discharged from the engine 200 into the cylinder 210 to purge any residual combustible mixture in the cylinder 210.

[0036] Understandably, receiving a stop command means that the controller can start executing control actions at any time after receiving the stop command. This can be done immediately upon receiving the stop command, or after a period of time (e.g., waiting for the fuel cut-off condition to be met or waiting for the engine speed to drop to a certain range). The specific timing can be set according to the actual control strategy.

[0037] Specifically, the shutdown processing device 100 operates as follows: During normal operation of the engine 200, the controller 20 monitors in real time whether a shutdown command is received; when the controller 20 receives the shutdown command, it sends a control signal to the exhaust gas introduction device 10; in response to the control signal, the exhaust gas introduction device 10 guides the exhaust gas discharged from the exhaust end 212 of the cylinder 210 to the intake end 211 of the cylinder 210, and finally sends it into the cylinder 210. After these exhaust gases enter the cylinder 210, they displace the unburned combustible mixture remaining in the cylinder 210.

[0038] Since the exhaust gas itself is a non-combustible gas, once the cylinder 210 is filled with exhaust gas, abnormal compression ignition will not occur during the next start of the engine 200, even after the compression stroke.

[0039] After the engine 200 is stopped, this application controls the exhaust gas introduction device 10 via the controller 20 to introduce exhaust gas into the cylinder 210 for scavenging, using non-flammable exhaust gas to displace the combustible mixture remaining in the cylinder 210. Since the exhaust gas itself is non-flammable, even if the residual mixture is not completely removed, compression ignition will not occur during compression, thus avoiding abnormal noise, vibration, and gear knocking problems caused by the compression ignition of the residual mixture during the next start-up. Compared to related technologies that use fresh air for scavenging, this application uses exhaust gas as the scavenging medium, fundamentally eliminating the risk of compression ignition caused by residual combustion-supporting gases, and significantly improving the stability and reliability of the engine 200 starting process.

[0040] In some embodiments, the exhaust gas introduction device 10 includes an exhaust gas passage 11 and a control valve 12. The exhaust gas passage 11 is located between the intake end 211 and the exhaust end 212 of the cylinder 210 of the engine 200.

[0041] Understandably, when the engine 200 is equipped with an exhaust device 230 and an intake device 220, one end of the exhaust gas passage 11 can be connected to the exhaust pipe 234 of the exhaust end 212, and the other end can be connected to the intake pipe 226 of the intake end 211, thereby forming an exhaust gas passage 11 for exhaust gas flow between the exhaust end 212 and the intake end 211. In this way, the exhaust gas discharged from the engine 200 can be guided from the exhaust end 212 to the intake end 211 via the exhaust gas passage 11, and finally enter the cylinder 210.

[0042] A control valve 12 is installed on the exhaust gas passage 11 to control the opening and closing of the exhaust gas passage 11. It can be a solenoid valve, an electric valve, or a pneumatic valve. The control valve 12 is connected to and controlled by the controller 20. After receiving a stop command, the controller 20 sends a control signal to the control valve 12 to adjust its opening, thereby controlling the flow rate of exhaust gas through the exhaust gas passage 11 and regulating the amount of exhaust gas introduced into the cylinder 210.

[0043] Understandably, receiving a shutdown command means that the controller 20 can start adjusting the opening of the control valve 12 at any time after receiving the shutdown command. This can be done immediately upon receiving the shutdown command, after a period of time, or after the engine 200 has cut off fuel. The specific timing can be set according to the actual control strategy.

[0044] When the controller 20 receives the engine 200's shutdown command, it sends a control signal to the control valve 12, causing the control valve 12 to open to a certain degree. At this time, the exhaust gas passage 11 is connected, and the exhaust gas from the exhaust end 212 of the cylinder 210 flows through the exhaust gas passage 11 to the intake end 211 under the action of pressure difference, and is finally introduced into the cylinder 210, sweeping out the combustible mixture remaining in the cylinder 210.

[0045] Understandably, the opening degree of control valve 12 can be flexibly set according to actual working conditions. The larger the opening degree, the more exhaust gas is introduced, and the more thorough the scavenging effect; the smaller the opening degree, the less exhaust gas is introduced. In some embodiments, the opening degree of control valve 12 can be set to fully open during the shutdown scavenging process to introduce the maximum amount of exhaust gas within a limited time to ensure the scavenging effect.

[0046] By setting a dedicated exhaust gas passage 11 and control valve 12 between the exhaust end 212 and the intake end 211, a controllable exhaust gas introduction channel is formed, which allows exhaust gas to be introduced into the cylinder 210 for scavenging as needed after the engine stops. The structure is simple and the control is reliable, effectively solving the problem of abnormal noise when the engine 200 starts.

[0047] In some embodiments, the exhaust gas introduction device 10 can serve as an exhaust gas recirculation loop. During normal engine operation, a portion of the exhaust gas discharged from the exhaust end 212 is reintroduced into the intake end 211, where it mixes with fresh air before entering the cylinder 210. Since exhaust gas is an inert gas and does not participate in combustion, introducing exhaust gas can lower the combustion temperature and oxygen concentration within the cylinder 210, thereby suppressing the formation of nitrogen oxides and reducing emissions. Simultaneously, the exhaust gas can also suppress engine knocking and improve combustion stability.

[0048] During normal operation of the engine 200, the opening of the control valve 12 is adjusted according to different operating conditions (such as partial load, idling, low load, etc.) to achieve different exhaust gas recirculation rates. Therefore, before the controller 20 receives the shutdown command, the control valve 12 may be in various different states, such as completely closed, partially open, or already at a certain opening degree.

[0049] Based on this, after receiving the shutdown command, the controller 20 will adopt a corresponding control strategy according to the current actual state of the control valve 12, so that the control valve 12 reaches the preset opening degree, thereby introducing an appropriate amount of exhaust gas during the shutdown scavenging process.

[0050] When control valve 12 is in the closed state, controller 20 responds to the stop command and controls control valve 12 to open directly from the closed state to the preset opening degree. Under certain operating conditions of normal engine 200 operation (such as high load, cold start, warm-up process, etc.), control valve 12 may be in the completely closed state, at which time no exhaust gas is introduced into the intake end 211. After receiving the stop command, controller 20 sends an opening command to control valve 12, opening it to the preset opening degree, thereby connecting the exhaust gas passage 11 and starting to introduce exhaust gas into cylinder 210 for scavenging.

[0051] When control valve 12 is open, but the current opening degree is not equal to the preset opening degree, controller 20 responds to the shutdown command and controls control valve 12 to adjust to the preset opening degree. For example, under partial load conditions during normal engine operation 200, control valve 12 may already be at a relatively small opening degree to achieve a certain proportion of exhaust gas recirculation. However, the target opening degree required for shutdown scavenging is larger. In this case, controller 20 will issue a command to control valve 12 to further increase the opening degree based on the difference between the current opening degree and the preset opening degree, causing control valve 12 to adjust to the preset opening degree to ensure sufficient exhaust gas volume is introduced. Understandably, if the current opening degree of control valve 12 is greater than the preset opening degree, controller 20 will issue a command to control valve 12 to decrease the opening degree, causing control valve 12 to adjust to the preset opening degree.

[0052] When control valve 12 is in the open state and its current opening degree is equal to the preset opening degree, controller 20 responds to the stop command and controls control valve 12 to maintain its current opening degree. For example, under certain operating conditions, control valve 12 may already be at the preset opening degree. In this case, controller 20 does not need to make any additional adjustments to control valve 12, but only needs to maintain its current opening degree, thus avoiding unnecessary control actions.

[0053] Understandably, the controller 20 needs to know the current opening degree of the control valve 12 in order to determine which control strategy to execute. The opening degree detection of the control valve 12 can be achieved in various ways. In some embodiments, the control valve 12 integrates a position sensor that can monitor the position of the valve core in real time and feed back the opening degree signal to the controller 20. In other embodiments, the controller 20 can indirectly calculate the current opening degree of the control valve 12 using the drive signal of the control valve 12 (such as the number of steps of a stepper motor, the duty cycle of a solenoid valve, etc.), without the need for an additional sensor. In still other embodiments, a flow sensor can be installed in the exhaust gas passage 11, and the opening degree of the control valve 12 can be inferred by detecting the exhaust gas flow rate through the exhaust gas passage 11.

[0054] Understandably, the preset opening degree can be pre-calibrated based on the specific model of the engine 200, the shutdown conditions, and the scavenging requirements. In some embodiments, to ensure scavenging effectiveness by introducing the maximum amount of exhaust gas within a limited shutdown time, the preset opening degree can be set to fully open. In some embodiments, the preset opening degree can also be set to partially open if certain special limitations are taken into account.

[0055] Through the above control strategy, the controller 20 can respond flexibly according to the current state of the control valve 12, ensuring that the control valve 12 quickly reaches the preset opening degree, thereby reliably introducing the exhaust gas into the cylinder 210 for scavenging.

[0056] In addition, this technical solution makes full use of the existing exhaust gas recirculation hardware resources of the engine 200 without adding extra costs, while ensuring the stability and consistency of the scavenging effect.

[0057] In some implementations, the preset opening degree can be set to fully open or partially open according to actual needs.

[0058] Understandably, the specific value of the preset opening directly affects the amount of exhaust gas introduced into cylinder 210 during the shutdown scavenging process, thus affecting the scavenging effect and the in-cylinder state during the next start-up. Different engine models 200, different shutdown conditions, and different scavenging requirements correspond to different preset opening selection strategies.

[0059] In some implementations, the preset opening degree can be set to fully open. Fully open means that the control valve 12 is fully open, and the exhaust gas passage 11 is at its maximum flow cross-sectional area. Under this setting, the exhaust gas from the exhaust end 212 can be introduced into the intake end 211 at the maximum flow rate in the shortest time, and then enter the cylinder 210. Since the time window for the shutdown scavenging process is limited, the fully open setting can make the most of this short window, introduce as much exhaust gas as possible, and ensure that the combustible mixture remaining in the cylinder 210 is fully displaced. For operating conditions with high requirements for scavenging effect or short shutdown time, fully open is a preferred option.

[0060] In some implementations, the preset opening degree can also be set to a partial opening degree. Partial opening degree means that the control valve 12 is only opened to a certain intermediate degree, rather than fully opened. This setting may be applicable to the following scenarios: First, in some engines 200, excessive exhaust gas introduction may cause pollution or corrosion to intake system components; partial opening degree can control the exhaust gas flow rate while ensuring basic scavenging effect, reducing negative impacts on the intake system. Second, under certain operating conditions, the amount of combustible mixture remaining in the cylinder 210 is relatively small, and scavenging can be completed without introducing a large amount of exhaust gas; partial opening degree is sufficient to meet the requirements. Third, in the exhaust gas recirculation loop of some engines 200, the cooling capacity of the cooler 13 is limited; partial opening degree can control the exhaust gas flow rate, avoiding excessive high-temperature exhaust gas causing thermal load shock to the intake system.

[0061] Understandably, the specific value of the partial opening needs to be calibrated based on the specific model of the engine 200, the intake system design, the shutdown conditions, and the scavenging requirements. For example, in some implementations, the partial opening can be set to 50%, 70%, or 80%, etc.

[0062] In some other embodiments, the exhaust gas inlet device 10 also includes a cooler 13 connected in series with the control valve 12.

[0063] Understandably, the exhaust gas temperature from engine 200 is usually high, especially under high load conditions, where the exhaust temperature can reach several hundred degrees or even higher. If the high-temperature exhaust gas is directly introduced into the intake end 211, it may cause thermal load shock, accelerate component aging or damage, and may even affect the intake air temperature and combustion stability during the next start-up.

[0064] Based on this, a cooler 13 is installed on the exhaust gas passage 11 to cool the exhaust gas introduced from the exhaust end 212. The cooler 13 is arranged in series with the control valve 12, that is, the exhaust gas flows through the control valve 12 and the cooler 13 in sequence, or flows through the cooler 13 and the control valve 12 in sequence, and finally enters the intake end 211.

[0065] The cooler 13 can be in the form of a gas-liquid heat exchanger or a gas-gas heat exchanger.

[0066] By installing the cooler 13, the temperature of the exhaust gas introduced into the intake end 211 is effectively reduced. When the exhaust gas introduction device 10 is connected to the intake end 211 via the intake device 220, the thermal load on the intake device 220 can be reduced, protecting the reliability and durability of components such as the compressor 224, intercooler 225, and throttle valve 222. In addition, the cooled exhaust gas has a higher density, allowing more exhaust gas mass to be introduced with the same exhaust gas passage 11 opening, thus improving scavenging efficiency.

[0067] Understandably, the cooling capacity of the cooler 13 needs to be designed to match the maximum exhaust temperature of the engine 200, the temperature limit of the intake system, and the amount of exhaust gas required for scavenging.

[0068] By installing cooler 13, the introduced exhaust gas is cooled down, which protects the intake system components while ensuring the scavenging effect and improving the system's reliability and durability.

[0069] In some implementations, the controller 20 does not immediately control the exhaust gas inlet device 10 to introduce exhaust gas into the cylinder 210 after receiving the shutdown command, but further sets the trigger condition, namely, when the engine 200 is in a fuel cut-off state.

[0070] Understandably, during normal operation of the engine 200, fuel injection and combustion are continuously occurring in the cylinder 210. Introducing exhaust gas directly while the engine 200 is still injecting fuel and burning could affect its normal operation, potentially leading to poor combustion or misfire. Therefore, a reasonable control strategy is to activate the exhaust gas introduction device 10 for scavenging only after the engine 200 has stopped injecting fuel.

[0071] Based on this, after receiving a shutdown command, the controller 20 will monitor whether the engine 200 has been cut off from fuel. When the engine 200 is in a fuel-cut-off state, the controller 20 will control the exhaust gas introduction device 10 to start working, introducing the exhaust gas discharged from the engine 200 into the cylinder 210 to scavenger the combustible mixture remaining in the cylinder 210.

[0072] Understandably, the fuel cut-off state of engine 200 can be achieved in various ways. In some embodiments, controller 20 can actively issue a fuel cut-off command after receiving a shutdown command, causing the injectors to stop injecting fuel, and engine 200 to enter a fuel cut-off state, and then start exhaust gas introduction device 10 for scavenging. In other embodiments, controller 20 can wait for engine 200 to enter a fuel cut-off state due to other reasons (such as the driver releasing the accelerator pedal, causing natural fuel cut-off) before starting exhaust gas introduction device 10 for scavenging.

[0073] Understandably, after the fuel is cut off, no new combustible mixture is generated in cylinder 210. At this time, the introduction of exhaust gas for scavenging can prevent uncontrollable combustion from occurring after the exhaust gas mixes with the fresh fuel. In addition, after the fuel is cut off, the engine 200 is in a reverse drag state, the piston continues to move, and the airflow movement in cylinder 210 still exists, which is conducive to the full mixing and displacement of exhaust gas and residual combustible mixture.

[0074] The controller 20 activates the exhaust gas introduction device 10 for scavenging only when it receives a shutdown command and the engine 200 is cut off from fuel. This achieves coordinated control of the scavenging timing and the fuel cut-off timing, ensuring the scavenging effect while avoiding the impact of the scavenging process on the normal operation of the engine 200, thus improving the safety and reliability of the control strategy.

[0075] Understandably, the controller 20 can determine whether the engine 200 is in a fuel cut-off state by monitoring the current operating parameters of the engine 200, or directly based on the issuance status of the fuel cut-off command. The current operating parameters of the engine 200 may include engine torque, engine speed, injector status, etc. During the shutdown control process, these parameters can be used individually or in combination as the basis for determining whether the fuel cut-off conditions are met.

[0076] In some implementations, the controller 20 determines whether the engine 200 is in a fuel cut-off state by monitoring the torque and / or speed of the engine 200.

[0077] Specifically, when the torque of engine 200 is less than the preset fuel cut-off torque, controller 20 determines that engine 200 has been cut off from fuel. Upon receiving a shutdown command, controller 20 monitors the current torque value of engine 200 in real time and compares it with the preset fuel cut-off torque. The preset fuel cut-off torque is a pre-calibrated torque threshold, typically set slightly below the idle torque. When the torque of engine 200 gradually decreases and falls below the preset fuel cut-off torque, controller 20 determines that engine 200 has been cut off from fuel. At this point, exhaust gas inlet device 10 can be triggered for scavenging, while simultaneously preventing speed spikes and powertrain vibrations caused by sudden fuel cut-off.

[0078] For example, when the driver releases the accelerator pedal and the vehicle 300 enters the coasting or stopping process, the torque of the engine 200 will gradually decrease from positive torque to negative torque, i.e., drag torque. When the torque drops below the preset fuel cut-off torque (e.g., within the range of -10Nm to 5Nm), the controller 20 determines that the engine 200 has been cut off from fuel, and then controls the exhaust gas introduction device 10 to introduce exhaust gas into the cylinder 210 for scavenging.

[0079] In some implementations, when the engine speed of 200 is less than the preset fuel cut-off speed, the controller 20 determines that the engine 200 has cut off fuel.

[0080] Upon receiving a shutdown command, the controller 20 monitors the current engine speed of the engine 200 in real time and compares it with the preset fuel cut-off speed. The preset fuel cut-off speed is a pre-calibrated speed threshold, typically set slightly higher than the engine 200's idle speed or the lowest speed at which the engine 200 can operate autonomously and stably. When the engine speed of the engine 200 gradually decreases and falls below the preset fuel cut-off speed, the controller 20 determines that the engine 200 has been cut off from fuel. At this point, the exhaust gas inlet device 10 can be triggered to perform scavenging, while simultaneously ensuring a smooth stop for the engine 200.

[0081] For example, during shutdown, the engine speed 200 gradually decreases from the normal operating speed (e.g., 2000 rpm). When the speed drops below the preset fuel cut-off speed (e.g., 800 rpm or 1000 rpm), the controller 20 determines that the engine 200 has been cut off from fuel, and then controls the exhaust gas introduction device 10 to introduce exhaust gas into the cylinder 210 for scavenging.

[0082] In some implementations, the controller 20 can determine the fuel cut-off status by simultaneously considering the torque and speed of the engine 200. That is, if the torque of the engine 200 is less than the preset fuel cut-off torque and the speed of the engine 200 is less than the preset fuel cut-off speed, the controller 20 determines that the engine 200 has been cut off from fuel.

[0083] Using combined conditions can further improve the accuracy of fuel cut-off timing judgment and avoid misjudgments caused by abnormalities in a single parameter. For example, when the torque condition is met but the speed condition is not yet met, the controller 20 continues to wait until both conditions are met before determining that the engine 200 has cut off fuel and triggering the scavenging process. This combined judgment method can ensure that the engine 200 cuts off fuel within the optimal torque and speed window, minimizing fuel cut-off shock and improving the smoothness and reliability of the shutdown process.

[0084] Understandably, the specific values ​​of the preset fuel cut-off torque and preset fuel cut-off speed need to be calibrated based on the specific model of the engine 200, the characteristics of the powertrain, and the vehicle matching requirements. For example, in some implementations, the preset fuel cut-off torque can be calibrated to 0 Nm or -5 Nm; in some implementations, the preset fuel cut-off speed can be calibrated to 800 rpm or 1000 rpm. During the calibration process, multiple factors such as fuel cut-off impact, downtime, and scavenging effect usually need to be considered, and the optimal values ​​are determined through bench tests and vehicle tests.

[0085] In some embodiments, the shutdown processing device 100 further includes a starter motor 14. The starter motor 14 is connected to the controller 20. For example, the starter motor 14 is connected to the crankshaft of the engine 200 to drive the crankshaft to rotate, thereby driving the engine 200 to rotate.

[0086] The controller 20 is also used to control the engine 200 to stop rotating within a preset time period by starting the motor 14 after the engine 200 is cut off from fuel.

[0087] Understandably, the scavenging process requires a certain amount of time to complete. Exhaust gas needs to be introduced from the exhaust end to the intake end, flow through the exhaust gas passage into the cylinder, and fully displace any remaining combustible mixture in the cylinder. If the scavenging time is insufficient, some combustible mixture may still remain in the cylinder, leading to abnormal compression ignition during the next start-up. The purpose of setting a preset time is to allow sufficient and appropriate time for the scavenging process.

[0088] Based on this, after receiving a shutdown command, the controller 20 monitors whether the engine 200 has been cut off from fuel. When the engine 200 is cut off from fuel, the controller 20 starts a timer. Before the preset time is reached, the starter motor 14 controls the engine 200 to continue rotating to maintain the airflow required for scavenging and to scavenge any remaining combustible mixture. When the preset time is reached, the controller 20 controls the engine 200 to completely stop rotating via the starter motor 14, causing the engine speed to drop to zero.

[0089] By setting a preset duration and controlling the engine 200 to stop rotating via the starter motor 14, sufficient time is ensured for the scavenging process to complete, so that the cylinder 210 is filled with non-flammable exhaust gas when the engine 200 stops. In this way, abnormal compression ignition is effectively avoided when the engine starts again, since there is no residual combustible mixture in the cylinder 210.

[0090] Understandably, after the fuel is cut off, the engine 200 is stopped by starting the motor 14. Compared with relying on inertia to stop, this can achieve more precise control of the stopping timing, ensuring that the scavenging time is executed according to the preset value, and avoiding the problem of insufficient scavenging time due to the speed dropping too quickly during free stop.

[0091] In some implementations, the preset duration can be calibrated based on the specific model of the engine 200, scavenging requirements, and the time window of the shutdown process. The preset duration needs to be long enough to ensure that the scavenging process can be fully completed; however, it should not be too long to avoid affecting the vehicle's shutdown response speed and user experience.

[0092] By setting the starter motor 14, the controller 20 can actively control the rotation state of the engine 200, thereby controlling the scavenging time more precisely and ensuring that the scavenging duration is executed accurately according to the preset value, avoiding the problem of insufficient scavenging time caused by the engine 200 stopping and the speed dropping too quickly.

[0093] For example, in some implementations, the preset duration can be set to 800ms to 1000ms. Through experimental verification, setting the preset duration in the range of 800ms to 1000ms can ensure that the scavenging process is fully carried out without significantly affecting the shutdown response.

[0094] It is understood that 800ms to 1000ms is merely an exemplary range and is not intended to limit the invention. In other embodiments, the preset duration can be set to other values ​​as needed.

[0095] According to the second aspect of this disclosure, such as Figure 2 As shown, an engine 200 is provided, which includes a cylinder 210 and the aforementioned shutdown treatment device 100. The exhaust gas inlet device 10 of the shutdown treatment device 100 is connected to the intake end 211 and the exhaust end 212 of the cylinder 210.

[0096] The engine 200 has all the beneficial effects of the aforementioned shutdown treatment device 100, which will not be repeated here.

[0097] In some embodiments, the engine 200 also includes an intake device 220 connected to the intake end 211, and the controller 20 is further configured to control the intake device 220 to stop supplying air after receiving a shutdown command from the engine 200.

[0098] Understandably, receiving a shutdown command means that the controller 20 can control the intake device 220 to stop supplying air at any time after receiving the shutdown command. This can be done immediately upon receiving the shutdown command, or after a certain period of time (e.g., after a preset time), or after the engine 200 has cut off fuel. The specific timing can be set according to the actual control strategy.

[0099] Understandably, the intake device 220 is used to supply fresh air or air-fuel mixture to the cylinders 210 of the engine 200, and typically includes components such as an intake manifold 226, an intake valve 221, an air filter 223, a compressor 224, and a throttle valve 222. The air filter 223, intake valve 221, compressor 224, and throttle valve 222 are mounted on the intake manifold 226. For example, the air filter 223, intake valve 221, compressor 224, and throttle valve 222 are sequentially mounted on the intake manifold 226. During normal operation of the engine 200, the intake device 220 continuously supplies fresh air to the cylinders 210, which mixes with the fuel injected by the fuel injector to form a combustible mixture.

[0100] The intake valve 221 can be in the form of a solenoid valve, electric valve or pneumatic valve, and is connected to the controller 20 and controlled by the controller 20.

[0101] However, during the shutdown scavenging process, if the intake device 220 continues to supply fresh air to the cylinder 210, the fresh air will mix with the exhaust gas introduced by the exhaust gas introduction device 10. On the one hand, this reduces the concentration of exhaust gas in the cylinder 210 and weakens the scavenging effect; on the other hand, the fresh air contains oxygen, which is a combustion-supporting gas. If some fresh air remains in the cylinder 210 after scavenging, there is still a risk of compression ignition during the next start-up.

[0102] Based on this, after receiving the shutdown command, the controller 20, in addition to controlling the exhaust gas inlet device 10 to introduce exhaust gas into the cylinder 210, also simultaneously controls the air intake device 220 to stop supplying air. In this way, during the scavenging process, only exhaust gas is introduced into the cylinder 210 without introducing fresh air, ensuring the purity of the scavenging medium, that is, the cylinder 210 is filled with non-flammable exhaust gas and does not contain any combustion-supporting gas.

[0103] Specifically, in some embodiments, the controller 20 can control the intake device 220 to stop supplying air by controlling the intake valve 221 in the intake device 220 to close. Understandably, the closing timing of the intake valve 221 can be synchronized with the start timing of the exhaust gas introduction device 10, or slightly earlier, to ensure that the fresh air supply has been cut off before the exhaust gas begins to be introduced.

[0104] In some implementations, the throttle valve can be completely closed, or the intake passage can be blocked by other means to control the intake device 220 to stop supplying air.

[0105] When the intake device 220 stops supplying air, the intake air in the cylinder 210 comes entirely from the exhaust gas introduced by the exhaust gas introduction device 10. The exhaust gas is drawn into the cylinder 210 under the action of pressure difference, thus completing the scavenging process.

[0106] When the machine stops, the controller 20 simultaneously controls the air intake device 220 to stop supplying air, ensuring that all the gas introduced into the cylinder 210 during the scavenging process is non-flammable exhaust gas. This avoids the fresh air from mixing with the exhaust gas, which would reduce the scavenging effect or introduce combustion-supporting gas, thus more reliably preventing abnormal compression ignition during the next start-up.

[0107] In other embodiments, when the exhaust gas inlet device 10 is connected between the intake valve 221 and the throttle valve 222, and is connected to the intake end 211 through the throttle valve 222, the controller 20 is also used to control the throttle valve 222 to be fully open.

[0108] Understandably, the throttle valve 222 is an important component of the engine 200's intake system, typically located upstream of the intake end 211 of cylinder 210 and downstream of the intake valve 221, used to regulate the amount of air entering cylinder 210. During normal driving, the opening of the throttle valve 222 is controlled by the driver via the accelerator pedal, or automatically adjusted by the controller 20 according to operating conditions, to achieve precise control of the engine 200's intake air volume.

[0109] When one end of the exhaust gas passage 11 of the exhaust gas introduction device 10 is connected to the exhaust end 212 and the other end is connected to the intake pipe 226 between the intake valve 221 and the throttle valve 222, the introduced exhaust gas first enters the pipe section between the intake valve 221 and the throttle valve 222, and then flows through the throttle valve 222 into the cylinder 210.

[0110] During the shutdown scavenging process, in addition to controlling the intake valve 221 to close and the exhaust gas inlet device 10 to introduce exhaust gas, the controller 20 also controls the throttle valve 222 to be fully open. The fully open throttle valve 222 minimizes the flow resistance in the intake passage, reduces throttling losses in the exhaust gas flow, and improves the flow capacity of the exhaust gas passage 11. With the intake valve 221 closed, the exhaust gas introduced by the exhaust gas inlet device 10 flows through the fully open throttle valve 222 under the influence of pressure difference and enters the cylinder 210.

[0111] Understandably, if the throttle valve 222 is closed or partially open, it will create a throttling effect on the exhaust gas flow, increasing exhaust gas flow resistance, reducing scavenging efficiency, and may even prevent exhaust gas from smoothly entering the cylinder 210. Therefore, the controller 20 sets the throttle valve 222 to the fully open state, ensuring smooth exhaust gas flow during the scavenging process and improving scavenging efficiency and effect.

[0112] For example, a compressor 224 and an intercooler 225 are also provided between the intake valve 221 and the throttle valve 222. The compressor 224 is connected to a turbine 233 located on the exhaust pipe 234, together forming a turbocharging system.

[0113] The turbine 233 is mounted on the exhaust pipe 234 and uses the exhaust gas discharged from the engine 200 to drive the turbine impeller to rotate, converting the kinetic energy of the exhaust gas into mechanical energy. The compressor 224 is coaxially connected to the turbine 233 and rotates under the drive of the turbine 233 to compress the fresh air entering the engine 200, increasing the intake air density and intake volume, thereby increasing the power of the engine 200.

[0114] Intercooler 225 is located between compressor 224 and throttle valve 222 to cool the high-temperature air compressed by compressor 224. After being cooled by intercooler 225, the air temperature is reduced and the density is increased, which helps to increase the intake air volume and reduce the risk of knocking.

[0115] During the shutdown scavenging process, the exhaust gas introduced by the exhaust gas introduction device 10 needs to flow through the compressor 224, intercooler 225 and throttle valve 222 before entering the cylinder 210.

[0116] In some embodiments, the engine 200 further includes an exhaust device 230 connected to the exhaust end 212. The exhaust device 230 includes an exhaust pipe 234 and a catalyst 231 disposed on the exhaust pipe 234. The exhaust gas introduction device 10 is connected to the catalyst 231 and is connected to the exhaust end 212 through the catalyst 231.

[0117] Understandably, the exhaust system 230 is used to discharge the exhaust gas produced after combustion in the cylinder 210 of the engine 200, and typically includes components such as the exhaust pipe 234, catalytic converter 231, and muffler 232. Among them, the catalytic converter 231 is used to convert harmful substances in the exhaust gas (such as carbon monoxide, hydrocarbons, and nitrogen oxides) into harmless substances (carbon dioxide, water, and nitrogen).

[0118] In this embodiment, one end of the exhaust gas passage 11 of the exhaust gas introduction device 10 is connected to the catalyst 231, specifically, to the downstream or upstream side of the catalyst 231, thereby communicating with the exhaust end 212 through the catalyst 231. In this way, the exhaust gas introduced by the exhaust gas introduction device 10 is not directly taken from the exhaust end 212, but is exhaust gas treated by the catalyst 231, reducing the content of combustible components in the exhaust gas. Introducing the exhaust gas treated by the catalyst 231 into the cylinder 210 further reduces the risk of residual combustibles in the scavenging medium, making the cylinder 210 safer after scavenging.

[0119] By connecting to the catalytic converter 231 of the exhaust device 230, there is no need to set up an additional air intake port at the exhaust end 212, which simplifies the pipeline layout of the exhaust gas introduction device 10 and reduces the modification cost and layout difficulty.

[0120] According to the third aspect of this disclosure, such as Figure 3 As shown, a vehicle 300 is provided, which includes the aforementioned shutdown processing device 100 or engine 200. The vehicle 300 has all the beneficial effects of the aforementioned shutdown processing device 100 or engine 200, which will not be repeated here.

[0121] The vehicle 300 may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0122] According to the fourth aspect of this disclosure, such as Figure 4 As shown, a shutdown method is provided, which is applied to an engine 200. The shutdown method includes: step 410, after receiving a shutdown command from the engine 200, controlling the exhaust gas introduction device 10 to introduce the exhaust gas discharged from the cylinder 210 into the cylinder 210 to purge the residual combustible mixture in the cylinder 210.

[0123] The exhaust gas inlet device 10 is adapted to be connected to the intake end 211 and the exhaust end 212 of the cylinder 210. Specifically, one end of the exhaust gas inlet device 10 is connected to the exhaust end 212 of the cylinder 210 or the downstream exhaust pipe 234, and the other end is connected to the intake end 211 of the cylinder 210 or the upstream intake pipe 226, thereby forming an exhaust gas passage 11 between the exhaust end 212 and the intake end 211.

[0124] During normal operation of the engine 200, the controller 20 monitors in real time whether a shutdown command has been received. When the controller 20 receives a shutdown command, it sends a control signal to the exhaust gas inlet device 10. In response to this control signal, the exhaust gas inlet device 10 guides the exhaust gas in the engine 200 exhaust pipe 234 to the intake pipe 226, and finally into the cylinder 210. After entering the cylinder 210, this exhaust gas displaces any unburned combustible mixture remaining in the cylinder 210.

[0125] Since the exhaust gas itself is a non-combustible gas, after the cylinder 210 is filled with exhaust gas, when the engine 200 is started again, even if it goes through the compression stroke, abnormal compression ignition will not occur, thus avoiding abnormal noise, vibration and knocking problems during starting.

[0126] Compared to technologies that use fresh air for scavenging, this method uses exhaust gas as the scavenging medium. Since exhaust gas itself is non-flammable, even if the residual mixture is not completely removed, compression ignition will not occur during compression, fundamentally eliminating the risk of compression ignition caused by residual combustion-supporting gases, and significantly improving the stability and reliability of the engine's 200 starting process.

[0127] The shutdown procedure also includes step 420, controlling the air intake device 220 to stop the air supply.

[0128] Understandably, the order of steps 410 and 420 is not absolutely fixed and can be flexibly set according to actual needs.

[0129] For example, step 420 is executed before step 410. That is, the controller 20 first controls the intake device 220 to stop supplying air, and then controls the exhaust gas introduction device 10 to introduce exhaust gas into the cylinder 210. After the intake device 220 stops supplying air, the fresh air in the intake pipe 226 is cut off. When exhaust gas is introduced at this time, it can be ensured that the exhaust gas will not mix with the fresh air, and the exhaust gas can enter the cylinder 210 with higher purity.

[0130] For example, steps 420 and 410 are executed simultaneously. That is, the controller 20 can simultaneously control the air intake device 220 to stop supplying air and control the exhaust gas introduction device 10 to introduce exhaust gas. The response speed is fast and the scavenging preparation work can be completed in the shortest time.

[0131] For example, step 410 is executed before step 420, that is, the controller 20 can first control the exhaust gas inlet device 10 to introduce exhaust gas, and then control the air intake device 220 to stop supplying gas.

[0132] According to a fifth aspect of this disclosure, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the above-described halting process method.

[0133] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0134] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0135] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0136] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A shutdown processing device (100) applied in an engine (200), characterized in that, The shutdown processing device (100) includes: An exhaust gas inlet device (10) is adapted to be connected to the intake end (211) and exhaust end (212) of the cylinder (210) of the engine (200); The controller (20), connected to the exhaust gas inlet device (10), is used to control the exhaust gas inlet device (10) to introduce the exhaust gas discharged from the cylinder (210) into the cylinder (210) after receiving the shutdown command of the engine (200), so as to sweep out the combustible mixture remaining in the cylinder (210).

2. The shutdown processing device (100) according to claim 1, characterized in that, The exhaust gas inlet device (10) includes an exhaust gas passage (11) located between the inlet end (211) and the exhaust end (212) and a control valve (12) disposed on the exhaust gas passage (11). The controller (20) is used to control the opening degree of the control valve (12) after receiving the shutdown command.

3. The shutdown processing device (100) according to claim 2, characterized in that, The controller (20) is specifically used for: When the control valve (12) is closed, the control valve (12) is opened to a preset opening degree in response to the shutdown command; or When the control valve (12) is open and the opening degree of the control valve (12) is not equal to the preset opening degree, the control valve (12) is adjusted to the preset opening degree in response to the shutdown command; or When the control valve (12) is open and the opening degree of the control valve (12) is equal to the preset opening degree, the control valve (12) is controlled to maintain the opening degree in response to the shutdown command.

4. The shutdown processing device (100) according to claim 3, characterized in that, The preset opening degree is either fully open or partially open.

5. The shutdown processing device (100) according to claim 2, characterized in that, The exhaust gas inlet device (10) also includes a cooler (13) connected in series with the control valve (12).

6. The shutdown processing device (100) according to any one of claims 1-5, characterized in that, The controller (20) is specifically used for: Upon receiving the shutdown command and when the engine (200) is de-fueled, the exhaust gas inlet device (10) is controlled to introduce the exhaust gas of the engine (200) into the cylinder (210).

7. The shutdown processing device (100) according to claim 6, characterized in that, The controller (20) is specifically used for: If the torque of the engine (200) is less than the preset fuel cut-off torque, it is determined that the engine (200) has cut off fuel. and / or If the engine speed (200) is less than the preset fuel cut-off speed, it is determined that the engine (200) has cut off fuel.

8. The shutdown processing device (100) according to claim 6, characterized in that, The shutdown processing device (100) includes a starter motor (14), which is connected to the controller (20), and the controller (20) is further configured to: After the engine (200) is cut off from fuel, the engine (200) is controlled by the starter motor (14) to stop rotating within a preset time period.

9. The shutdown processing device (100) according to claim 8, characterized in that, The preset duration is 800ms–1000ms.

10. An engine (200), characterized in that, The engine (200) includes: Cylinder (210); The shutdown treatment device (100) as described in any one of claims 1-9, wherein the exhaust gas inlet device (10) is connected to the inlet end (211) and the exhaust end (212) of the cylinder (210).

11. The engine (200) according to claim 10, characterized in that, The engine (200) also includes an intake device (220) connected to the intake end (211), and the controller (20) is further configured to control the intake device (220) to stop supplying air after receiving a shutdown command from the engine (200).

12. The engine (200) according to claim 11, characterized in that, The air intake device (220) includes an air intake valve (221), and the controller (20) is also used to control the air intake valve (221) to close.

13. The engine (200) according to claim 12, characterized in that, The air intake device (220) further includes a throttle valve (222) located between the air intake valve (221) and the air intake end (211), and the exhaust gas introduction device (10) is connected between the air intake valve (221) and the throttle valve (222), and communicates with the air intake end (211) through the throttle valve (222); The controller (20) is also used to control the throttle valve (222) to be fully open.

14. The engine (200) according to claim 10, characterized in that, The engine (200) also includes an exhaust device (230) connected to the exhaust end (212), the exhaust device (230) including a catalyst (231), the exhaust gas introduction device (10) being connected to the catalyst (231) and connected to the exhaust end (212) through the catalyst (231).

15. A vehicle (300), characterized in that, Includes the shutdown processing device (100) according to any one of claims 1-9, or the engine (200) according to any one of claims 10-14.

16. A shutdown processing method, applied to an engine (200), characterized in that, The shutdown procedure includes: Upon receiving a shutdown command from the engine (200), the exhaust gas inlet device (10) is controlled to introduce the exhaust gas discharged from the cylinder (210) of the engine (200) into the cylinder (210) to purge the combustible mixture remaining in the cylinder (210). The exhaust gas inlet device (10) is adapted to be connected to the intake end (211) and the exhaust end (212) of the cylinder (210).

17. The shutdown processing method according to claim 16, characterized in that, The shutdown procedure also includes: Control the air intake device (220) to stop supplying air.

18. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the shutdown processing method as described in claim 16 or 17.

Images