Extended-range powertrain for realizing sensorless start, and shutdown method and vehicle

Abstract

The present application relates to the field of new energy vehicles. Provided are an extended-range powertrain for realizing sensorless start, and a shutdown method and a vehicle, which can be applied to extended-range electric vehicles. The extended-range powertrain comprises a generator and an electric motor controller, wherein during the rotation of a rotor of the generator, the electric motor controller is used for receiving a rotor position signal from a resolver, and the rotor position signal is used for indicating a rotor position angle of the generator; and during the process of engine shutdown, the electric motor controller is used for controlling, after an engine is shut down and on the basis of the rotor position angle of the generator which is indicated by the rotor position signal, the rotor of the generator to stop rotating at a preset rotor position, and the process of engine shutdown refers to a process in which a piston of the engine switches from a reciprocating motion state to a motion stop state. On the basis of the present solution, the problem of start shake or start failure during the start of an engine can be effectively solved, engine-side sensor data is not required, the delay of a control signal is low, the reliability is high, and the applicability is high.

Description

Range-extended powertrain, shutdown method and vehicle for seamless start-up

[0001] This application claims priority to Chinese Patent Application No. 202411027203.X, filed on July 29, 2024, entitled “Range Extender Powertrain for Seamless Start-up, Shutdown Method and Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of new energy vehicles, and more specifically, to a range-extended powertrain for achieving seamless start-up, a shutdown method, and a vehicle. Background Technology

[0003] Compared to pure electric vehicles, range-extended electric vehicles (REEVs) have the advantage of being "both gasoline and electric." When the battery charge is detected to be low, the range extender engine drives the generator to operate in electric mode to charge the battery, effectively solving the range anxiety problem of pure electric vehicles. Therefore, REEV technology has developed rapidly. REEVs start and stop the range extender more frequently based on the vehicle's operating conditions and characteristics, thereby reducing fuel consumption and emissions. However, the frequent start-stop of the range extender generates vibration and noise, potentially leading to an uncomfortable driving experience. When the engine stops, the speed is controlled by dragging to allow it to stop freely near 0 speed, with the piston position being random and uncertain each time. If a piston in one cylinder is just before the top dead center of the compression stroke when the engine stops, the resistance torque generated by the piston compressing air when the generator starts the engine will cause a large instantaneous friction torque in the engine, placing a significant load on the starting system. Energy consumption, noise, vibration, and noise-vibration-harshness (NVH) need improvement.

[0004] Current solutions achieve fixed-position engine stop control, but rely on engine-side position information feedback. For example, engine position information is obtained through analysis and processing of crankshaft sensor signals and camshaft sensor signals. This process is complex, suffers from communication delays and interference failures, and has limited applicability.

[0005] Therefore, improving the efficiency and applicability of engine shutdown control is an urgent problem to be solved. Summary of the Invention

[0006] This application provides a range-extended powertrain, a shutdown method, and a vehicle that enables seamless start-up. It performs closed-loop control of the engine piston position on the generator side, ensuring that the piston position remains at a preset position each time the engine stops. This effectively solves the problem of engine start-up jitter or start-up failure. It does not require engine-side sensor data, has low control signal delay, high reliability, and wide applicability.

[0007] In a first aspect, this application provides a range-extended powertrain for seamless starting. The powertrain includes a generator and a motor controller. The generator rotor is connected to the engine crankshaft via a drive shaft, or the generator rotor is connected to the crankshaft via a reducer. The reciprocating motion of the engine piston drives the crankshaft to rotate, thereby driving the generator rotor to rotate. During the rotation of the generator rotor, the motor controller receives a rotor position signal from a resolver sensor, which indicates the rotor position angle of the generator.

[0008] During engine shutdown, the motor controller is used to control the generator rotor to stop rotating at a preset rotor position based on the rotor position angle indicated by the rotor position signal after the engine is turned off. The engine shutdown process refers to the process of the engine piston switching from the reciprocating motion state to the stationary motion state.

[0009] This range-extended powertrain can be applied to hybrid vehicles, which can be range-extended electric vehicles. This range-extended powertrain can be called a range extender. The range extender consists of an engine and a generator. The generator is connected to the engine via a drive shaft or a reduction gear. It is understood that, since the engine and generator are coaxially connected, the engine speed and the generator speed correspond; when the engine speed increases, the generator speed also increases accordingly. When the engine speed decreases, the generator speed also decreases accordingly.

[0010] The vehicle determines whether to start or stop the range-extender powertrain based on the state of charge of the battery and the vehicle's status. When the range-extender powertrain is working, the engine is running. After the engine is ignited and started, the pistons reciprocate, driving the crankshaft to rotate. This, in turn, drives the generator rotor, which in turn transmits the generated current to the vehicle's battery via an inverter circuit, converting the engine's kinetic energy into electrical energy to charge the battery. The motor controller controls the generator's current. When the range-extender powertrain is stopped, the engine is shut down, fuel is cut off, and the engine pistons stop moving, causing the drive shaft and generator rotor to stop moving as well. During the transition from running to stopping (i.e., the engine switching from running to stopping), the engine switches from ignition and running to shutdown and fuel cut-off. The engine pistons stop moving, and the generator rotor also stops moving.

[0011] After the engine is shut down and before the engine pistons stop moving, the motor controller will control the generator to stop. The generator shutdown control is divided into two stages. First, the speed is reduced, controlling the generator speed to decrease to below a preset speed, and the corresponding engine speed to decrease to below a preset speed. Then, the torque output to the drive shaft is adjusted to drive the generator until the generator rotor rotates to a preset rotor position and the engine piston reaches a preset piston position, finally controlling the generator and engine to stop moving.

[0012] It should be understood that an engine may include multiple cylinders, and correspondingly, an engine may also include multiple pistons. At any given time, the positions of the multiple pistons within the cylinders may not be exactly the same, but the relative positions between the multiple pistons are fixed. The preset piston positions in this application can be separate presets of the positions of the multiple pistons within the cylinders. When any one of the multiple pistons stops at its preset position within the cylinder, then all other pistons will also stop at their respective preset positions within the cylinders. Therefore, the pistons of the engine stopping at the preset piston positions in this application can be understood as each piston of the engine stopping at its respective preset position within the cylinder, which will not be elaborated further below.

[0013] The resolver sensor is used to detect the rotor position angle of the generator. The motor controller is used to control the generator rotor to stop moving at a preset rotor position, including controlling the generator output torque to 0 in response to the rotor position angle indicated by the resolver sensor being equal to the rotor position angle corresponding to the preset rotor position.

[0014] The resolver sensor can also detect the rotor position angle of the generator, also known as the motor resolver angle. The rotor position angle varies depending on the rotor's position. When the generator rotor is in a preset rotor position, the rotor position angle detected by the resolver sensor is equal to the preset rotor angle, which is the rotor position angle corresponding to the preset rotor position. Therefore, the motor controller can perform closed-loop position control of the rotor and piston based on the rotor position angle.

[0015] In a range-extended powertrain, the engine converts the reciprocating motion of the pistons into rotational motion at the crankshaft. The engine and generator are either directly connected coaxially or connected via a reducer. Therefore, there is a definite mapping relationship between the piston position of the engine and the rotation angle of the drive shaft. The motor controller can calculate the operating position of the piston in each cylinder of the engine using the rotor position and the generator speed.

[0016] In one possible implementation, the motor controller may not acquire the rotor position angle through a hardware resolver sensor, but instead calculate the rotor position angle using an algorithm based on the changing characteristics of the generator's output current.

[0017] According to the scheme in this application, the shutdown strategy of the range-extended powertrain is completed independently on the generator side, without relying on engine-side sensor signals, resulting in high reliability and wide applicability. The motor controller estimates the piston position through the rotor position of the generator-side resolver sensor, achieving high real-time performance, without relying on engine-side crankshaft or camshaft sensor signals, resulting in low communication latency and wide applicability.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, the motor controller is used to control the rotor of the generator to stop rotating at a preset rotor position so that the piston of the engine stops moving at a preset piston position.

[0019] In a range-extended powertrain, the engine converts the reciprocating motion of the piston into rotational motion at the shaft end via a crankshaft. The engine and generator are either directly connected coaxially or connected through a reducer. Therefore, there is a definite mapping relationship between the position of the engine piston and the rotation angle of the drive shaft. When the generator rotor stops rotating at a preset rotor position, the engine piston will also stop moving at a preset piston position.

[0020] Each time the engine stops, the generator rotor and the engine piston remain in the same position. Therefore, when the engine starts, the generator rotor always begins rotating from the same preset rotor position, and the engine piston always begins moving from the same preset piston position. It should be understood that because the frictional resistance torque, reciprocating inertial torque, and pumping resistance torque differ at different piston positions, the engine's drag torque varies when the piston starts in different positions, resulting in different engine load curves. This affects the smoothness of engine startup.

[0021] By controlling the piston to stop moving at a preset piston position each time the engine stops, the drag torque can be made consistent each time the engine starts, corresponding to the same engine load curve, thus improving the smoothness of starting.

[0022] In conjunction with the first aspect, in some implementations of the first aspect, the piston stops moving at the same position after each engine shutdown.

[0023] According to the solution of this application, the engine stops at a preset position each time, thereby achieving the optimal starting torque characteristics during startup, solving the problems of starting speed oscillation and startup failure caused by inconsistent starting resistance torque at different positions, and improving starting consistency and smoothness.

[0024] During the process of switching the engine from a stopped state to a running state, before the engine is ignited, the motor controller is used to control the generator output torque to drive the engine piston from a preset piston position via the drive shaft.

[0025] Each time the engine stops, the generator rotor and the engine piston remain in the same position. Therefore, when the engine starts, the generator rotor always begins rotating from the same preset rotor position, and the engine piston always begins moving from the same preset piston position. It should be understood that because the frictional resistance torque, reciprocating inertial torque, and pumping resistance torque differ at different piston positions, the engine's drag torque varies when the piston starts at different positions, resulting in different engine load curves. This affects the smoothness of engine startup. By controlling the piston to stop at the preset piston position each time the engine stops, the drag torque during engine startup can be made consistent, corresponding to the same engine load curve, thus improving the smoothness of startup.

[0026] During the process of switching the engine from a stopped state to a running state, the change in generator speed is less than the preset fluctuation value.

[0027] When the engine starts, the generator pulls the engine to a certain speed before the engine injects fuel and ignites. Because there is a dragging resistance torque when the engine piston starts to move, the speed of the generator will be affected by the resistance and fluctuate. The fluctuation of the speed reflects the vibration and noise level of the vehicle when the engine starts.

[0028] The preset piston position can be obtained through bench testing or simulation calculation, requiring only one offline calibration. The preset piston position represents the optimal stopping position, minimizing generator speed fluctuations when starting from this position. Therefore, the change in generator speed during each engine start is less than a preset fluctuation value, which can be the speed fluctuation value selected during calibration.

[0029] According to the solution in this application, by calibrating the optimal preset piston position, the consistency and smoothness of engine start-up can be improved, thereby improving the vehicle's NVH level.

[0030] In conjunction with the first aspect, in certain implementations of the first aspect, the motor controller is used to control the generator rotor to stop rotating at a preset rotor position based on the generator rotor position angle indicated by the rotor position signal after the engine is shut off. This includes controlling the generator to reduce its output torque or output reverse torque as the engine piston moves towards the preset piston position. As the engine piston moves away from the preset piston position, the motor controller controls the generator to output reverse torque. The direction of the reverse torque is opposite to the direction of rotor rotation. When the engine piston reaches the preset piston position, the motor controller controls the generator to output zero torque.

[0031] During the process of adjusting the piston position in the generator-driven engine, the motor controller performs closed-loop position control. Using a preset piston position as the target, it monitors the piston's running position in real time and controls the piston position by adjusting the torque output of the generator. The engine piston reciprocates between top dead center and bottom dead center. Due to inertia, the piston may pass the preset piston position. The motor controller can adjust the output torque to control the piston to move closer to and stop at the preset position. If the piston passes the preset piston position and moves away from it, the generator can output reverse torque to make the piston move in the opposite direction, thus reaching the preset piston position. In some cases, the generator's output torque can be increased so that the piston can reach the preset piston position in the next cycle. If the piston is moving close to the preset piston position, the generator's output torque is reduced or reverse torque is output, causing the piston speed to gradually decrease. In this case, the reverse torque will not change the rotor's rotation direction or cause the piston to move in the opposite direction; instead, it will cause the piston speed to decrease more quickly, thus rapidly stopping the engine. If the piston has already reached the preset piston position, the generator's output torque is reduced to zero, allowing the piston to gradually stop upon reaching the preset piston position.

[0032] According to the solution in this application, by controlling the torque output of the generator to drive the engine, the position closed-loop control of the engine piston position is achieved, thereby improving the control accuracy and responsiveness.

[0033] In conjunction with the first aspect, in some implementations of the first aspect, before the engine is shut down, the engine's output torque is first reduced to less than or equal to a preset torque.

[0034] During engine shutdown, torque will be reduced first, and the output torque will be reduced to the preset torque before the engine will shut off and the fuel supply will be cut off.

[0035] In conjunction with the first aspect, in some implementations of the first aspect, during engine shutdown, the motor controller is further configured to receive a generator speed signal from a resolver sensor, the generator speed signal indicating the generator's rotational speed. During engine shutdown, the motor controller sequentially controls the generator speed to decrease until it is less than or equal to the preset speed, in response to the generator speed indicated by the generator speed signal being greater than a preset speed. After the generator speed is less than or equal to the preset speed, the motor controller then controls the generator rotor to stop rotating at a preset rotor position based on the generator rotor position angle indicated by the rotor position signal.

[0036] The motor controller is connected to a resolver sensor and obtains the generator's speed from the speed signal sent by the resolver sensor. When the generator speed indicated by the speed signal is greater than a preset speed, the motor controller controls the generator to reduce torque output. The motor controller performs closed-loop speed control based on the generator's speed, controlling the generator to reduce output torque or output reverse torque, thereby reducing the generator speed and also reducing the engine speed. Reverse torque does not cause the rotor to rotate in the opposite direction; instead, it causes the speed to decrease more quickly, thus achieving a rapid shutdown.

[0037] According to the solution in this application, by controlling the torque output of the generator, closed-loop control of the generator speed and engine speed is achieved, which improves the shutdown speed of the range-extended powertrain and enhances the control accuracy and responsiveness.

[0038] In conjunction with the first aspect, in some implementations of the first aspect, the motor controller is used to receive a speed command from the vehicle controller, the speed command being used to indicate a preset rotational speed.

[0039] The generator's preset speed can be indicated by the vehicle controller or it can be preset.

[0040] In conjunction with the first aspect, in some implementations of the first aspect, the motor controller is used to control the generator rotor to stop rotating at a preset rotor position based on the rotor position angle of the generator indicated by the rotor position signal. In response to the rotor position angle indicated by the resolver sensor being equal to the rotor position angle corresponding to the preset rotor position, the motor controller controls the generator output torque to be 0.

[0041] In conjunction with the first aspect, in some implementations of the first aspect, the piston position angle range corresponding to the preset piston position is 90° to 160°. The piston position angle is used to indicate the position of the engine piston, which moves between the engine's top dead center and bottom dead center. The piston position angle corresponding to top dead center is 0°, and the piston position angle corresponding to bottom dead center is 360°.

[0042] When the piston position angle corresponding to the preset piston position is within the range of 90° to 160°, the static friction torque of the piston is small and stable, which is most conducive to starting.

[0043] It should be understood that the piston position angle corresponding to the preset piston position can also be other angles. The preset piston position is determined according to the vehicle calibration. Due to the differences in vehicle hardware and operating conditions, the piston position angle corresponding to the preset piston position may also be different for different vehicles. This application does not limit the piston position angle corresponding to the specific preset piston position.

[0044] According to the scheme in this application, the shutdown strategy of the range-extended powertrain is completed independently on the generator side. The motor controller estimates the piston position through the rotor position of the resolver sensor on the generator side, which has high real-time performance, does not rely on the crankshaft or camshaft sensor signals on the engine side, has low communication latency, and high applicability. Shutting down at a specified position achieves optimal starting torque characteristics, solves the problem of starting speed oscillation and starting failure caused by inconsistent starting resistance torque at different positions, and improves the consistency and smoothness of starting.

[0045] Secondly, this application provides a control method for a range-extended powertrain to achieve seamless start-up. The range-extended powertrain includes an engine, a generator, and a motor controller. The generator rotor is connected to the engine crankshaft via a drive shaft, or the generator rotor is connected to the crankshaft via a reducer. The shutdown method sequentially includes the engine piston reciprocating to drive the drive shaft to rotate, thereby driving the generator rotor. The engine output torque is reduced to less than or equal to a preset torque. After the engine is shut off, the motor controller controls the generator rotor to stop rotating at a preset rotor position based on the generator rotor position angle indicated by the rotor position signal from the resolver sensor, so that the engine piston stops moving at a preset piston position.

[0046] In conjunction with the second aspect, in some implementations of the second aspect, after the engine is shut down, the motor controller sequentially responds to the generator speed signal from the resolver sensor indicating that the generator speed is greater than a preset speed by first controlling the generator speed to decrease until the generator speed is less than or equal to the preset speed. After the generator speed is less than or equal to the preset speed, the generator rotor is then controlled to stop rotating at a preset rotor position based on the rotor position angle indicated by the rotor position signal.

[0047] In conjunction with the second aspect, in some implementations of the second aspect, the generator rotor is controlled to stop rotating at a preset rotor position based on the rotor position angle indicated by the rotor position signal of the resolver sensor. This includes controlling the generator to reduce torque output or output reverse torque as the engine piston moves towards the preset piston position. As the engine piston moves away from the preset piston position, the generator is controlled to output reverse torque. The direction of the reverse torque is opposite to the direction of rotor rotation. When the engine piston reaches the preset piston position, the torque output of the generator is controlled to be 0.

[0048] In conjunction with the second aspect, in some implementations of the second aspect, the motor controller is used to control the rotor of the generator to stop rotating at a preset rotor position so that the piston of the engine stops moving at a preset piston position.

[0049] In conjunction with the second aspect, in some implementations of the second aspect, the piston position angle range corresponding to the preset piston position is 90° to 160°. Here, the piston position angle is used to indicate the position of the engine piston, which moves between the engine's top dead center (TDC) and bottom dead center (BDC). The piston position angle corresponding to TDC is 0°, and the piston position angle corresponding to BDC is 360°.

[0050] Thirdly, this application provides a vehicle including a power battery, a vehicle controller, and a range-extended powertrain as described in the first aspect and various implementations thereof. The vehicle controller is configured to control an engine to drive the rotor of a generator in response to the power battery's charge being lower than or equal to a charging threshold. In response to the power battery's charge being greater than the charging threshold, the engine is controlled to shut down.

[0051] Specifically, other beneficial effects can be referred to the beneficial effects described in the first aspect, and will not be repeated here. Attached Figure Description

[0052] Figure 1 is a schematic diagram of a possible vehicle architecture provided in an embodiment of this application;

[0053] Figure 2 is a schematic diagram of the mapping relationship between rotor position angle and piston position provided in an embodiment of this application;

[0054] Figure 3 is a schematic diagram of piston position detection provided in an embodiment of this application;

[0055] Figure 4 is a schematic diagram of an engine shutdown process provided in an embodiment of this application. Detailed Implementation

[0056] The technical solutions in this application will now be described in conjunction with the accompanying drawings. The detailed descriptions and drawings of the following embodiments are used to exemplarily illustrate the principles of this application, but should not be used to limit the scope of this application; that is, this application is not limited to the described embodiments.

[0057] Range-extended electric vehicles (REEVs) address the range anxiety of pure electric vehicles by adding an engine to the battery. Compared to traditional vehicles, REEVs more frequently start and stop the engine to generate electricity, based on the vehicle's operating conditions and the battery's state of charge (SOC) characteristics, thereby reducing fuel consumption and emissions. However, this frequent engine start-stop generates vibration and noise, potentially leading to an uncomfortable driving experience. When the engine stops, its speed is controlled by a drag system to allow it to stop freely near zero, with the piston position being random and unpredictable each time. If, during shutdown, a piston in one cylinder is just before top dead center of the compression stroke, the piston's compression of air during engine start-up causes a large instantaneous frictional torque, placing a significant load on the starting system.

[0058] In one possible implementation, the torque and speed of the generator are nonlinearly controlled by the vehicle controller during shutdown, so as to achieve smooth passage of the range extender through the zero torque point and rapid passage through the resonance zone, thereby alleviating the problems of starting vibration and noise and improving driving comfort.

[0059] It should be understood that in the above implementation, the final stopping position of the engine is uncontrolled, and the piston position is random and uncertain each time. Different piston positions correspond to different starting resistance torques, and the load resistance torque varies greatly and has poor consistency during the next start, which may lead to fluctuations in starter speed or starter failure.

[0060] In another possible implementation, the position information of the engine crankshaft sensor and the cam position are collected, and the engine is stopped at a fixed position by driving the generator, thereby fixing the starting resistance torque of the engine. Then, the starting torque characteristics of the generator are calibrated to solve the problem of engine and generator starting speed fluctuation.

[0061] It should be understood that the above implementation relies on engine-side position information feedback. Obtaining engine crankshaft sensor signals and camshaft sensor signals via CAN communication, and then parsing and processing them to obtain engine position information, involves a complex process that suffers from communication delays and interference failures, thus limiting its applicability.

[0062] To address the aforementioned issues, this application provides a range-extended powertrain, a shutdown method, and a vehicle that enables seamless starting. It employs closed-loop control of the engine piston position on the generator side, ensuring the piston position remains at a preset position each time the engine stops. This effectively solves the problems of starting vibration or failure during engine startup, improves the consistency and smoothness of starting characteristics, reduces starting vibration and noise, eliminates the need for engine-side sensor data, features low control signal delay, high reliability, and broad applicability.

[0063] Figure 1 is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application.

[0064] As shown in Figure 1, the vehicle 10 includes a range-extended powertrain 20, a vehicle controller 70, and a power battery 80.

[0065] The vehicle 10 can be a range-extended electric vehicle. The range-extended powertrain 20 includes a generator 30, an engine 40, a motor controller 50, an engine controller 60, and a fuel tank (not shown in the figure). The range-extended powertrain 20 can also be called a range extender, and it is used to charge the power battery 80.

[0066] The motor controller 50 controls the operation of the generator 30. It connects to the vehicle controller 70 and controls the generator 30 according to instructions from the vehicle controller 70. The generator 30 can output AC power to the motor controller 50, which then integrates this AC power and outputs current to the power battery 80 for charging. The motor controller 50 can also output current to the generator 30 to control its output torque. The engine controller 60 controls the operation of the engine 40, such as ignition or shutdown.

[0067] The rotor of generator 30 is used to connect to the crankshaft of the engine via drive shaft 31, or the rotor of generator 30 is used to connect to the crankshaft via a reducer. Generator 30 is coaxially connected to engine 40 via drive shaft 31. Alternatively, generator 30 is connected via reducer 32. The rotational speeds of generator 30 and engine 40 correspond; when the engine speed increases, the generator speed also increases accordingly. When the engine speed decreases, the generator speed also decreases accordingly.

[0068] The engine 40 may include multiple cylinders and multiple pistons. Each piston reciprocates within each cylinder. The piston is connected to the crankshaft via a connecting rod, and the crankshaft converts the reciprocating motion of the piston into rotational motion at its shaft end, thereby outputting torque. At any given time, the positions of the multiple pistons within the cylinders may not be exactly the same, but the relative positions between the multiple pistons are fixed.

[0069] In one embodiment, the motor controller 50 is connected to a resolver sensor via a signal interface. The resolver sensor is used to detect the rotational speed of the generator 30 controlled by the motor controller. The motor controller 50 is used to receive the rotational speed signal from the resolver sensor, which indicates the rotational speed of the generator 30.

[0070] The resolver sensor can also be used to detect the rotor position angle of the generator 30. The motor controller 50 is used to receive the position signal from the resolver sensor, which indicates the rotor position angle of the generator 30.

[0071] The resolver sensor can accurately detect the position, direction and speed of the generator 30 rotor, and is responsible for monitoring and extracting the rotational speed of the generator 30. It has a high sampling rate and is directly connected to the motor controller 50, resulting in short signal transmission time and higher stability.

[0072] The vehicle controller 70 controls the engine 40 to switch from a stopped state to an operating state so that the hybrid powertrain 20 can charge the power battery 80 when the power battery 80's charge level is lower than or equal to a charging threshold. When the power battery 80's charge level is higher than the charging threshold, the controller controls the engine 40 to switch from an operating state to a stopped state.

[0073] When the engine 40 is running, the reciprocating motion of the piston of the engine 40 drives the drive shaft 31 to rotate, thereby driving the rotor of the generator 30. When the engine 40 is stopped, the piston of the engine 40 stops moving and the rotor of the generator 30 stops moving.

[0074] The vehicle 10 determines whether to start or stop the range-extender powertrain 20 based on the state of charge of the power battery 80 and the state of the vehicle 10. When the range-extender powertrain 20 is working, i.e., the engine 40 is running, the engine 40, after ignition, drives the drive shaft 31 to rotate, which in turn drives the rotor of the generator 30, thus converting the kinetic energy of the engine into electrical energy to charge the power battery 80. The motor controller 50 is used to control the current of the generator. When the range-extender powertrain 20 is stopped, i.e., the engine 40 is stopped, the engine 40 stops fuel and shuts off, the piston of the engine 40 stops moving, thus the drive shaft 31 also stops moving, and the rotor of the generator 30 stops moving.

[0075] In this application, "during the shutdown process of engine 40" refers to the process in which the piston of engine 40 switches from a reciprocating motion state to a stopped motion state. That is, the process in which engine 40 switches from a running state to a shut-down state.

[0076] The engine shutdown process of the embodiment of this application will be described in detail below.

[0077] The shutdown process is carried out in two steps. First, the speed closed-loop control of the generator side reduces the engine 40 to a preset speed. Then, the position closed-loop control is switched to control the generator 30 to drag the engine 40 to a designated position to stop.

[0078] During the shutdown process of engine 40, motor controller 50 is used to control the rotor of generator 30 to stop rotating at a preset rotor position according to the rotor position angle of generator 30 indicated by rotor position signal after engine 40 is turned off.

[0079] The motor controller 50 is used to control the rotor of the generator 30 to stop rotating at a preset rotor position so that the piston of the engine 40 stops moving at a preset piston position.

[0080] During the process of switching the engine 40 from the running state to the stopped state, after the engine 40 is turned off and before the engine piston stops moving, the motor controller 50 first controls the speed of the generator 30 to be less than or equal to the preset speed, and then controls the rotor of the generator 30 to stop moving at the preset rotor position, so that the piston of the engine 40 stops moving at the preset piston position.

[0081] It should be understood that each time engine 40 stops, the rotor of generator 30 will stop in the same position, and the piston of engine 40 will also stop in the same position. Therefore, when engine 40 starts, the rotor of generator 30 will start rotating from the same preset rotor position each time, and the piston of engine 40 will start moving from the same preset piston position each time.

[0082] Because the frictional resistance torque, reciprocating inertial torque, and pumping resistance torque differ at different piston positions, the drag torque of engine 40 varies when the piston is started at different positions, resulting in different engine load curves. This affects the smoothness of engine 40 startup. By controlling the piston to stop moving at a preset piston position each time the engine stops, the drag torque during engine startup can be suppressed, ensuring a consistent engine load curve and improving startup smoothness.

[0083] In one possible embodiment, the piston position angle corresponding to the preset piston position is in the range of 90° to 160°. The piston position angle is used to indicate the position of the piston in the engine 40. The piston of the engine 40 moves between the top dead center and the bottom dead center of the engine 40. The piston position angle corresponding to the top dead center is 0°, and the piston position angle corresponding to the bottom dead center is 360°.

[0084] The driving resistance torque of engine 40 includes reciprocating inertial torque, pumping resistance torque, and frictional resistance torque. The engine resistance torque consists of two parts: one part is the frictional resistance torque, which is related to the engine coolant temperature and engine speed; the other part is the engine pumping resistance torque, which is related to the engine speed and the crankshaft position at startup. Under the same engine coolant temperature, there is an optimal crankshaft position for starting the engine, at which the NVH performance is better.

[0085] When the piston position angle corresponding to the preset piston position is within the range of 90° to 160°, the piston static friction torque is small and stable, which is most conducive to starting. The piston position angle corresponding to the preset piston position can also be other angles. The preset piston position is determined according to the vehicle calibration. Due to differences in vehicle hardware and operating conditions, the piston position angle corresponding to the preset piston position may also be different for different vehicles. This application does not limit the specific piston position angle corresponding to the preset piston position.

[0086] According to the solution of this application, by controlling the generator side during the shutdown process, the engine can stop at a preset position each time it stops, so that the engine can start from the same position each time it starts. This can effectively solve the problem of starting vibration or starting failure caused by random piston position during engine start-up, improve the consistency and smoothness of starting characteristics, and reduce starting vibration and noise.

[0087] During the process of switching the engine 40 from the running state to the stopped state, before the engine 40 is turned off, the output torque of the engine 40 is reduced to less than or equal to the preset torque.

[0088] During engine shutdown, torque will be reduced first, and the output torque will be reduced to the preset torque before the engine will shut off and the fuel supply will be cut off.

[0089] During shutdown, speed commands are obtained from the vehicle controller 70, and a speed closed loop is achieved on the generator 30 side. The generator controller 50 controls the generator 30 to reduce torque output, thereby reducing the speed of the generator 30 to a preset speed.

[0090] In one possible embodiment, the motor controller 50 is configured to receive a speed signal from a resolver sensor, the speed signal indicating the speed of the generator. The motor controller 50 is configured to control the speed of the generator 30 to be less than or equal to a preset speed, including controlling the generator 30 to reduce torque output or output reverse torque in response to the speed signal indicating that the generator speed is greater than the preset speed, the reverse torque being in the opposite direction to the rotor's rotation direction.

[0091] The motor controller 50 is connected to the resolver sensor and obtains the rotational speed of the generator 30 through the speed signal sent by the resolver sensor. When the rotational speed of the generator 30 indicated by the speed signal is greater than the preset speed, the motor controller 50 controls the generator 30 to reduce torque output or output reverse torque. The motor controller 50 performs closed-loop speed control based on the rotational speed of the generator 30, controlling the torque output of the generator 30, thereby reducing the rotational speed of the generator 30 and also reducing the rotational speed of the engine 40.

[0092] In one possible implementation, the motor controller 50 is used to receive a speed command from the vehicle controller 70, the speed command indicating a preset speed.

[0093] The preset speed of generator 30 can be indicated by the vehicle controller or it can be preset.

[0094] According to the solution in this application, by controlling the torque output of the generator, closed-loop control of the generator speed and engine speed is achieved, which improves the shutdown speed of the range-extended powertrain and enhances the control accuracy and responsiveness.

[0095] After rapidly dragging the speed of generator 30 to the preset speed through speed loop control, the control mode is switched to position loop control.

[0096] The motor controller 50 is used to control the rotor of the generator 30 to stop moving at a preset rotor position, including controlling the generator 30 to output torque of 0 in response to the rotor position angle indicated by the resolver sensor being equal to the rotor position angle corresponding to the preset rotor position.

[0097] When the rotor of generator 30 is in different positions, the corresponding rotor position angle is different. When the rotor of generator 30 is in a preset rotor position, the rotor position angle detected by the resolver sensor is equal to the preset rotor angle, which is the rotor position angle corresponding to the rotor being in the preset rotor position. Therefore, motor controller 50 can perform closed-loop position control of the rotor position and piston position based on the rotor position angle.

[0098] In one possible implementation, the motor controller 50 may also obtain the rotor position angle through an algorithm based on the changing characteristics of the current output by the generator 30, instead of acquiring the rotor position angle through a hardware resolver sensor.

[0099] According to the scheme of this application, the shutdown strategy of the range-extended powertrain is completed independently on the generator side, without relying on engine-side sensor signals, resulting in high reliability and wide applicability. The motor controller 50 estimates the piston position through the rotor position of the generator-side resolver sensor, which has high real-time performance, does not rely on engine-side crankshaft or camshaft sensor signals, has low communication latency, and wide applicability.

[0100] In one possible embodiment, after the engine 40 is shut down and before the piston of the engine 40 stops moving, the motor controller controls the generator rotor to stop at a preset rotor position. As the engine piston moves closer to the preset piston position, the motor controller controls the generator to reduce its output torque or output a reverse torque. As the engine piston moves away from the preset piston position, the motor controller controls the generator to output a reverse torque. When the engine piston reaches the preset piston position, the motor controller controls the generator to output zero torque. The direction of the reverse torque is opposite to the direction of rotor rotation.

[0101] During the process of generator 30 driving engine 40 to adjust piston position, motor controller 50 performs closed-loop position control. Using a preset piston position as the target, it monitors the piston's running position in real time and controls the piston position by adjusting the torque output of generator 30. The piston of engine 40 will reciprocate between top dead center and bottom dead center. Due to inertia, the piston may pass the preset piston position. Motor controller 50 can control the piston to approach and stop at the preset position by adjusting the output torque. If the piston passes the preset piston position and moves away from it, generator 30 can be controlled to output reverse torque to make the piston move in the opposite direction, thus reaching the preset piston position. In some cases, generator 30 can also be controlled to increase the output torque so that the piston can reach the preset piston position in the next cycle. If the piston is moving close to the preset piston position, the torque output of generator 30 can be reduced or reverse torque can be output to gradually reduce the piston speed. In this case, the reverse torque will not cause the rotor to rotate in the opposite direction or the piston to move in the opposite direction; instead, the reverse torque will cause the piston speed to decrease even faster, thus quickly stopping the machine. If the piston position has reached the preset piston position, the torque output of the generator 30 is reduced to 0, allowing the piston to gradually stop upon reaching the preset piston position. According to the scheme of this application, the engine piston position is detected in real time, and the position closed-loop control of the engine piston position is achieved by controlling the torque output of the generator to drive the engine, thereby improving the control accuracy and responsiveness.

[0102] The detection of piston position will be explained in detail below.

[0103] It should be understood that the engine 40 of the range-extended powertrain converts the reciprocating motion of the piston into rotational motion at the shaft end via the crankshaft. The engine 40 is directly connected to the generator 30 coaxially or via a reducer. Therefore, there is a definite mapping relationship between the piston position of the engine 40 and the rotation angle of the drive shaft 31. The motor controller 50 can calculate the operating position of the piston of each cylinder of the engine 40 using the rotor position and the speed of the generator 30.

[0104] The piston position angle θ corresponding to the real-time position of the engine piston piston satisfy:

[0105] Where, θ ISG n is the rotor position angle of generator 30. p The number of pole pairs of generator 30, K gear For reduction ratio, K eg For an engine with 40 cylinders, θ offset K is the preset offset angle. cnt This is a period count, which is determined based on the generator speed fluctuation of 30.

[0106] Rotational speed fluctuation can be understood as a change in rotational speed exceeding a threshold.

[0107] The piston of engine 40 moves between top dead center (TDC) and bottom dead center (BDC). The piston position angle corresponding to TDC is 0°, and the piston position angle corresponding to BDC is 360°. piston n represents the piston position angle, and is used to increment or decrement the piston position within one crankshaft rotation cycle. p K gear K eg These represent the number of pole pairs, reduction ratio, and number of engine cylinders, respectively, and are inherent parameters of the range extender. θ offset The angular offset can be obtained through calibration or testing. When the number of generator pole pairs is too large, the piston position cannot be completely located in one cycle; therefore, K is defined. cnt Perform cycle counting to achieve a complete mapping from rotor position to piston position.

[0108] The equation of motion for the range-extended powertrain 20 system is:

[0109] Where T eng T is the engine output torque. ISG Let J be the electromagnetic torque output by the generator, ω be the system moment of inertia, ω be the generator speed, and D be the frictional torque. When the electromagnetic torque T on the generator's 30-side... ISG When the frictional torque D is constant, the engine output torque T is 40. eng Fluctuations will be directly reflected in the generator speed, therefore K can be calculated by observing generator speed fluctuations. cnt value.

[0110] Figure 2 is a diagram showing the mapping relationship between the generator rotor position angle and the engine piston position provided in an embodiment of this application.

[0111] For example, Figure 2 shows the correspondence between the rotor position angle, single-cylinder piston position, engine output torque, and generator speed of a range-extended powertrain directly connected to a four-cylinder engine and a four-pair generator.

[0112] Figure 3 shows the detailed steps for calculating the piston position of each cylinder of engine 40 based on the rotor position angle and speed information of generator 30.

[0113] As shown in Figure 3, piston position detection includes:

[0114] S110, calculate the proportionality coefficient between the rotor position angle of generator 30 and the piston position of engine 40 based on the number of pole pairs of generator 30, the reduction ratio, and the number of cylinders of engine 40.

[0115] S120, Align the generator rotor position with the piston position zero point, and determine the offset angle θ. offset.

[0116] Among them, the proportional coefficient between the rotor position angle and the engine piston position and the offset angle are inherent parameters of the range-extended powertrain 20 and do not change with the operating conditions. Therefore, steps S110 and S120 only need to be executed once when the range-extended powertrain 20 is off the production line.

[0117] S130 uses a filtering algorithm to extract generator speed fluctuations, calculates engine operating status based on speed fluctuation characteristics, and retrieves cycle count K from a table. cnt size.

[0118] This step S130 needs to be performed once every time the range extender powertrain 20 is powered on, and then the limit is increased, decreased and reset according to the set limit.

[0119] S140 calculates the piston position of each cylinder of the engine based on the generator rotor position angle, according to the offset angle and cycle count.

[0120] The starting process of the engine 40 provided in the embodiments of this application will be described in detail below.

[0121] During the process of switching the engine 40 from the stopped state to the running state, before the engine 40 is ignited, the motor controller 50 controls the generator 30 to output torque so as to drive the piston of the engine 40 from the preset piston position through the drive shaft 31.

[0122] Each time engine 40 stops, the rotor of generator 30 stops at the same position, and the piston of engine 40 also stops at the same position. Therefore, when engine 40 starts, the rotor of generator 30 will start rotating from the same preset rotor position each time, and the piston of engine 40 will start moving from the same preset piston position each time.

[0123] By controlling the piston to stop moving at a preset piston position each time the engine stops at 40°C, the drag torque can be made consistent each time the engine starts, corresponding to the same engine load curve, thus improving the smoothness of starting.

[0124] In one possible embodiment, during the process of switching the engine 40 from a stopped state to a running state, the change in the rotational speed of the generator 30 is less than a preset fluctuation value.

[0125] When engine 40 starts, generator 30 will drive engine 40 to a certain speed before the engine injects fuel and ignites. Because there is a dragging resistance torque when the piston of engine 40 starts to move, the speed of generator 30 will be affected by the resistance and fluctuate. The fluctuation of speed reflects the vibration and noise level of the vehicle when engine 40 starts.

[0126] The preset piston position can be obtained through bench testing or simulation calculation, requiring only one offline calibration. The preset piston position represents the optimal stopping position, minimizing generator speed fluctuations when starting from this position. Therefore, the change in generator speed during each engine start is less than a preset fluctuation value, which can be the speed fluctuation value selected during calibration.

[0127] According to the solution in this application, by calibrating the optimal preset piston position, the consistency and smoothness of engine startup can be improved, the NVH level of the vehicle can be improved, and seamless startup can be achieved.

[0128] This application provides a control method for a range-extended powertrain.

[0129] This method can be applied to the range-extended powertrain 20 described above. The structure and function of the range-extended powertrain 20 can be found in the previous text and will not be repeated here.

[0130] The method includes the following steps: the reciprocating motion of the piston of engine 40 drives the drive shaft to rotate, thereby driving the rotor of the generator. The output torque of engine 40 is reduced to less than or equal to a preset torque. After engine 40 is shut off, motor controller 50 controls the rotor of generator 30 to stop rotating at a preset rotor position based on the rotor position angle indicated by the rotor position signal of resolver sensor, so that the piston of engine 40 stops moving at a preset piston position.

[0131] In one possible embodiment, after the engine 40 is shut down, the motor controller 50 sequentially responds to the generator 30 speed signal from the resolver sensor indicating that the generator speed is greater than a preset speed by first controlling the generator 30 speed to decrease until the generator speed is less than or equal to the preset speed. After the generator 30 speed is less than or equal to the preset speed, the controller then controls the generator 30 rotor to stop rotating at a preset rotor position based on the rotor position angle indicated by the rotor position signal.

[0132] In one possible embodiment, the rotor of the generator 30 is controlled to stop rotating at a preset rotor position based on the rotor position angle indicated by the rotor position signal from the resolver sensor. This includes controlling the generator 30 to reduce torque output or output reverse torque as the piston of the engine 40 moves closer to the preset piston position. As the piston of the engine 40 moves away from the preset piston position, the generator 30 is controlled to output reverse torque. The direction of the reverse torque is opposite to the direction of rotor rotation. When the piston of the engine reaches the preset piston position, the torque output of the generator 30 is controlled to be 0.

[0133] In one possible embodiment, the real-time position of the piston of the engine 40 is determined based on the rotor position angle and rotational speed of the generator 30, including determining the rotor position angle of the generator 30 based on the current output by the generator 30. Alternatively, a position signal from a resolver sensor can be received, which indicates the rotor position angle of the generator 30.

[0134] As shown in Figure 4, the engine shutdown process of vehicle 10 includes the following steps:

[0135] S210, Vehicle controller 70 sends a stop command to engine controller 60.

[0136] S220, engine controller 60 controls engine 40 to reduce torque and then stop.

[0137] S230, the vehicle controller 70 controls the generator 30 to operate in speed loop mode and begins to decelerate.

[0138] S240, in response to the generator speed being less than or equal to the preset speed, is controlled by the speed loop switching position closed loop.

[0139] S250, the motor controller 50 calculates the position of the piston on the engine side in real time based on the rotor position angle and the speed of the generator 30.

[0140] S260, the motor controller 50 detects that the piston has been dragged to the preset piston position, and then reports that the shutdown is complete.

[0141] According to the embodiments provided in this application, the preset piston position is obtained through offline calibration on a test bench, and the real-time piston operating position is estimated through the generator rotor position angle and generator speed, thus completing position closed-loop control on the generator side. Through the aforementioned designated position stop control, the problem of starting vibration or starting failure caused by the random piston position during engine start-up can be effectively solved, improving the consistency and smoothness of starting characteristics, and reducing starting vibration and noise.

[0142] In the embodiments of this application, the words "exemplary," "for example," etc., are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design that is described as "exemplary" in this application should not be construed as being more preferred or advantageous than other embodiments or design options. Specifically, the use of the term "exemplary" is intended to present the concept in a concrete manner.

[0143] It should be understood that the term "embodiment" used throughout this specification means that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, various embodiments throughout this specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0144] It should also be understood that in this application, "when," "if," "in the circumstances of," and "if" all refer to a situation where a corresponding action will be taken under certain objective circumstances, and are not time-limited. They do not require the device to perform a judgment action, nor do they imply any other limitations. Furthermore, in this application, the descriptions of conditions such as "when," "if," "in the circumstances of," and "if" can be understood as necessary conditions, without limiting whether the condition is a sufficient condition or a necessary and sufficient condition. For example, "in the case of A, execute B" can be understood as "if at least A is satisfied, execute B."

[0145] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A range extended powertrain for enabling inductive starting, characterized by, The range-extending power assembly comprises a generator and a motor controller, a rotor of the generator is connected with a crankshaft of an engine through a drive shaft or a rotor of the generator is connected with the crankshaft through a decelerator, and a piston of the engine reciprocates to drive the crankshaft to rotate to drive the rotor of the generator to rotate; During the rotation of the rotor of the generator, the motor controller is configured to receive a rotor position signal from a resolver sensor, the rotor position signal being configured to indicate a rotor position angle of the rotor of the generator; During the engine shutdown process, the motor controller is configured to control the rotor of the generator to stop rotating at a preset rotor position according to the rotor position angle of the rotor of the generator indicated by the rotor position signal after the engine is turned off, the engine shutdown process being a process in which the piston of the engine is switched from a reciprocating state to a stopped state.

2. The range extended powertrain of claim 1, wherein, The motor controller is configured to control the rotor of the generator to stop rotating at the preset rotor position so that the piston of the engine stops moving at a preset piston position.

3. The range extended powertrain of claim 1, wherein, The piston of the engine stops moving at the same position after each shutdown of the engine.

4. The range extended powertrain of claim 2, wherein, The motor controller is configured to control the rotor of the generator to stop rotating at a preset rotor position according to a rotor position angle of the rotor of the generator indicated by a rotor position signal after the engine is turned off, comprising: During the movement of the piston of the engine towards the preset piston position, the motor controller is configured to control the generator to output a reduced torque or an output reverse torque; During the movement of the piston of the engine away from the preset piston position, the motor controller is configured to control the generator to output a reverse torque; wherein the direction of the reverse torque is opposite to the rotation direction of the rotor; When the piston of the engine reaches the preset piston position, the motor controller is configured to control the generator to output a torque of 0.

5. The range extended powertrain of claim 1 or 2, wherein, Before the engine is turned off, the output torque of the engine is first reduced to be less than or equal to a preset torque.

6. The range extended powertrain of claim 1, wherein, During the engine shutdown process, the motor controller is further configured to receive a generator speed signal from the resolver sensor, the generator speed signal being configured to indicate a speed of the generator; During the engine shutdown process, the motor controller is configured to: in response to the speed of the generator indicated by the generator speed signal being greater than a preset speed, first control the speed of the generator to be reduced until the speed of the generator is less than or equal to the preset speed; and after the speed of the generator is less than or equal to the preset speed, control the rotor of the generator to stop rotating at a preset rotor position according to the rotor position angle of the rotor of the generator indicated by the rotor position signal.

7. The range extended powertrain of claim 6, wherein, The motor controller is configured to receive a speed instruction from a vehicle controller, the speed instruction being configured to indicate the preset speed.

8. The range extended powertrain of claim 1, wherein, During the process in which the motor controller controls the rotor of the generator to stop rotating at a preset rotor position according to a rotor position angle of the rotor of the generator indicated by a rotor position signal, the motor controller is configured to: in response to the rotor position angle of the generator indicated by the resolver sensor being equal to the rotor position angle corresponding to the preset rotor position, controlling the generator to output a torque of 0.

9. The range extended powertrain of claim 2, wherein, The preset piston position corresponds to a piston position angle range of 90° to 160°; wherein, The piston position angle is used to represent the position of the piston of the engine, the piston of the engine moves between the top dead center and the bottom dead center of the engine, the top dead center corresponds to a piston position angle of 0°, and the bottom dead center corresponds to a piston position angle of 360°.

10. A method for implementing a regenerative powertrain shutdown with no-sense starting, the method comprising: The extended-range power assembly includes an engine, a generator, and a motor controller, the rotor of the generator is connected to the crankshaft of the engine through a drive shaft, or the rotor of the generator is connected to the crankshaft through a speed reducer, and the shutdown method comprises the following steps in sequence: The reciprocating motion of the piston of the engine drives the rotation of the drive shaft to drive the rotor of the generator to move; The output torque of the engine is reduced to be less than or equal to a preset torque; After the engine is turned off, the motor controller controls the rotor of the generator to stop rotating at a preset rotor position according to the rotor position angle of the generator indicated by the rotor position signal of the resolver sensor, so that the piston of the engine stops moving at a preset piston position.

11. The shutdown method of claim 10, wherein, After the engine is turned off, the motor controller is used to: in response to the rotor speed of the generator indicated by the resolver sensor being greater than a preset rotor speed, first controlling the rotor speed of the generator to be reduced until the rotor speed of the generator is less than or equal to the preset rotor speed; after the rotor speed of the generator is less than or equal to the preset rotor speed, controlling the rotor of the generator to stop rotating at a preset rotor position according to the rotor position angle of the generator indicated by the resolver sensor.

12. The shutdown method of claim 10, wherein, controlling the rotor of the generator to stop rotating at a preset rotor position according to the rotor position angle of the generator indicated by the resolver sensor, comprises: in the process that the piston of the engine moves close to the preset piston position, controlling the generator to reduce the torque output or output a reverse torque; in the process that the piston of the engine moves away from the preset piston position, controlling the generator to output a reverse torque; wherein, the direction of the reverse torque is opposite to the rotation direction of the rotor; when the piston of the engine reaches the preset piston position, controlling the generator to output a torque of 0.

13. The shutdown method of claim 10, wherein, The motor controller is used to control the rotor of the generator to stop rotating at the preset rotor position so that the piston of the engine stops moving at the preset piston position.

14. The shutdown method of claim 13, wherein, The preset piston position corresponds to a piston position angle range of 90° to 160°; wherein, The piston position angle is used to represent the position of the piston of the engine, the piston of the engine moves between the top dead center and the bottom dead center of the engine, the top dead center corresponds to a piston position angle of 0°, and the bottom dead center corresponds to a piston position angle of 360°.

15. A vehicle characterized by comprising: The vehicle includes a power battery, a vehicle controller, and an extended-range power assembly as claimed in any one of claims 1-9, and the vehicle controller is used to: in response to the power level of the power cell being less than or equal to a charge threshold, controlling the engine to drive rotation of a rotor of the generator; in response to the power level of the power cell being greater than the charge threshold, controlling the engine to shut down.

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