Method, device, vehicle and medium for determining engine start

Abstract

The present invention discloses a method, device, vehicle and medium for determining whether an engine is started. The method comprises: after detecting the injection of fuel into the engine, monitoring the temperature data at the exhaust pipe of the engine. Since the exhaust volume is large during the ignition of the catalyst, the temperature data at the exhaust pipe will change rapidly and obviously after the ignition is successful. Therefore, by judging whether the temperature data meets the preset calibration range, it is determined whether the engine is started successfully. Not only can the judgment be made in a timely and sensitive manner, but the accuracy of determining whether the engine is started can also be significantly improved, effectively ensuring the safety and reliable operation of the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a method, device, vehicle and medium for determining engine start. Background Art

[0002] During the vehicle startup process, the subsequent driving program can only be entered after the engine is successfully ignited. Accurately judging whether the vehicle's engine is successfully started, that is, whether the ignition is successful, is a very important part of vehicle control.

[0003] In the prior art, it is often judged whether the engine has started successfully based on the engine speed or torque comparison method. However, for hybrid vehicles, the generator drag torque is large during the startup process, and the engine may be directly dragged up to the speed for successful starting, but the actual engine has not ignited successfully. In addition, when the torque accuracy of the engine and generator is inaccurate, it is easy to cause inaccurate torque judgment methods. When the series power generation torque is small, the difference between the engine flywheel end torque and the generator end torque is not obvious, and the torque judgment method may miss judgments. In parallel mode, because the engine flywheel torque is not all used for power generation, the torque comparison method cannot be used for judgment. This may cause excessive fuel to enter the catalyst, and in extreme cases, afterburning may cause damage to the catalyst.

[0004] It can be seen that the engine start judgment in the prior art has the problem of inaccuracy, which in turn leads to vehicle failure. Summary of the invention

[0005] The embodiments of the present application at least partially solve the technical problem of inaccurate engine start judgment in the prior art by providing a method, device, vehicle and medium for determining engine start, and achieve the technical effect of improving the accuracy of vehicle engine start judgment.

[0006] In the first aspect, to solve the above technical problems, the embodiments of the present invention provide the following technical solutions:

[0007] A method for determining engine start, comprising:

[0008] After detecting the engine fuel injection, monitoring the temperature data at the exhaust pipe of the engine;

[0009] Determining whether the temperature data meets a preset calibration range;

[0010] If so, it is determined that the engine is started successfully.

[0011] Optionally, the determining whether the temperature data satisfies a preset calibration range includes: determining whether the current time from the start of fuel injection reaches a preset time; if so, determining whether the current temperature data satisfies a preset calibration range.

[0012] Optionally, monitoring the temperature data at the exhaust pipe of the engine includes: monitoring the temperature data of the exhaust pipe close to the engine end.

[0013] Optionally, the monitoring of the temperature data of the exhaust pipe close to the engine end includes: monitoring the temperature data of the exhaust pipe close to the engine end by means of a temperature sensor disposed on a particulate trap, wherein the particulate trap is located between the exhaust pipe and the engine.

[0014] Optionally, the temperature data includes a current temperature value and a temperature change gradient value.

[0015] Optionally, the temperature data also includes an initial temperature value when the engine starts to inject fuel, and the judgment of whether the temperature data meets the preset calibration range includes: judging whether the difference between the current temperature value and the initial temperature value is greater than a first calibration difference, and whether the temperature change gradient value is greater than a calibration gradient value; if both are yes, it is determined that the preset calibration range is met.

[0016] Optionally, the temperature data includes a current temperature value and an initial temperature value when the engine starts to inject fuel. After determining whether the temperature data satisfies a preset calibration range, it also includes: if not, determining an estimated temperature value based on the initial temperature value and the accumulated exhaust energy; determining whether the difference between the current temperature value and the estimated temperature value is less than a second calibration difference; if yes, determining that the engine start has failed.

[0017] Optionally, the accumulated exhaust energy is determined according to the formula E_exhaust=∫[(p*r*(1-kw)]dt; wherein E_exhaust is the accumulated exhaust energy, p is the fuel injection amount, r is the calorific value of the fuel, k is the combustion efficiency, w is the heat dissipation efficiency, and t is the time.

[0018] Optionally, determining the estimated temperature value based on the initial temperature value and the accumulated exhaust energy includes: inputting the initial temperature value and the accumulated exhaust energy into a preset temperature estimation model to output the estimated temperature value; wherein the temperature estimation model is a two-dimensional calibration table.

[0019] Optionally, after determining whether the difference between the current temperature value and the estimated temperature value is less than a second calibrated difference, the method further includes: if not, continuing to monitor the temperature data at the exhaust pipe of the engine to determine whether the engine is started.

[0020] Optionally, the method is applied to determining engine start before the front oxygen sensor start preparation is completed.

[0021] Optionally, the method is applied to determining engine start in a cold engine start state.

[0022] Optionally, the method is applied to determining engine start of a hybrid vehicle.

[0023] In a second aspect, a device for determining engine start is provided, the device comprising:

[0024] A detection unit, used to monitor the temperature data at the exhaust pipe of the engine after detecting the engine fuel injection;

[0025] A judging unit, used to judge whether the temperature data meets a preset calibration range;

[0026] A determination unit is used to determine that the engine is started successfully if the conditions are met.

[0027] In a third aspect, a vehicle is provided, comprising a memory and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by one or more processors to execute operating instructions corresponding to the method described in the first aspect contained in the one or more programs.

[0028] According to a fourth aspect, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the steps corresponding to the method described in the first aspect are implemented.

[0029] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0030] The method for determining engine start provided in the embodiment of the present application monitors the temperature data at the exhaust pipe of the engine after detecting the engine fuel injection. Since the exhaust volume is large during the catalyst ignition period, the temperature data at the exhaust pipe will change rapidly and significantly after the ignition is successful. Therefore, by judging whether the temperature data meets the preset calibration range, it is determined whether the engine is started successfully. Not only can the judgment be made in a timely and sensitive manner, but the accuracy of determining whether the engine is started can also be significantly improved, effectively ensuring the safety and reliable operation of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0032] Figure 1 A flow chart of a method for determining engine start provided in the present application;

[0033] Figure 2 A schematic diagram of the process for determining if the temperature data does not meet the preset calibration range provided by this application;

[0034] Figure 3 This is a schematic diagram of an example flow chart of a method for determining engine start provided in the present application;

[0035] Figure 4 A schematic diagram of the structure of a device for determining engine start provided in the present application;

[0036] Figure 5 A schematic structural diagram of a vehicle provided for this application. DETAILED DESCRIPTION

[0037] The embodiments of the present application improve the technical problem of inaccurate engine start judgment in the prior art by providing a method, device, vehicle and medium for determining engine start, and achieve the technical effect of improving the accuracy of vehicle engine start judgment.

[0038] The technical solution of the embodiment of the present application is to solve the above technical problems, and the overall idea is as follows:

[0039] After detecting the fuel injection of the engine, the temperature data at the exhaust pipe of the engine is monitored; it is determined whether the temperature data meets a preset calibration range; if so, it is determined that the engine is started successfully.

[0040] Since the exhaust volume is large during the catalyst ignition, the temperature data at the exhaust pipe will change rapidly and significantly after the ignition is successful. Therefore, by judging whether the temperature data meets the preset calibration range to determine whether the engine is started successfully, not only can the judgment be made in a timely and sensitive manner, but the accuracy of determining whether the engine is started can also be significantly improved, effectively ensuring the safety and reliable operation of the vehicle.

[0041] In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods. It should be understood that the embodiments of the present invention and the specific features in the embodiments are detailed descriptions of the technical solution of the present application, rather than limitations on the technical solution of the present application. In the absence of conflict, the embodiments of the present application and the technical features in the embodiments can be combined with each other.

[0042] First of all, the term "and / or" in this article is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0043] In the present application, the following examples are provided: Figure 1 A method for determining engine start is shown, the method comprising steps S101 to S103:

[0044] Step S101, after detecting the engine fuel injection, monitoring the temperature data at the exhaust pipe of the engine;

[0045] Step S102, determining whether the temperature data meets a preset calibration range;

[0046] Step S103: If the conditions are met, it is determined that the engine is started successfully.

[0047] It should be noted that the method for determining the start of the engine provided in the present application can be applied to various vehicles, such as hybrid vehicles or oil vehicles, and is particularly suitable for determining the start of the engine of a hybrid vehicle. Because hybrid vehicles are different from traditional oil vehicles during the start-up process, hybrid vehicles are started by using a generator to drag the engine. When the engine speed reaches a relatively high value (such as 800rpm), the vehicle control unit releases the injection command to control the engine injection ignition. The existing method is that under the common output of the engine and the generator, when the engine speed exceeds a certain value, the engine ignition is judged to be successful, and the engine enters the series power generation mode. However, during the start-up process of the hybrid vehicle, the generator drag torque is large, and the engine may be directly dragged up to the speed of successful start (such as 1400rpm), but the actual engine is not successfully ignited. Therefore, there is an inaccurate problem in judging whether the engine of the hybrid vehicle is started based on the existing engine speed or torque. It will be more accurate to use the method provided in the present application to judge whether the engine of the hybrid vehicle is started.

[0048] It should also be noted that the method for determining engine start provided by the present application can be applied to various stages, such as before or after the front oxygen sensor start preparation is completed, and is particularly suitable for determining the engine start before the front oxygen sensor start preparation is completed. Because after the engine front-stage linear oxygen sensor start preparation is completed, the air-fuel ratio corresponding to the front oxygen sensor voltage value can be used to determine that the engine ignition start is successful, and this judgment method is fast and accurate. Before the front oxygen sensor start preparation is completed, it is currently mainly determined by comparing the engine speed or torque to determine whether the engine is started, which is not accurate. Therefore, before the front oxygen sensor start preparation is completed, it will be more accurate to use the method provided by the present application to determine whether the engine is started.

[0049] It should also be noted that the method for determining engine start provided by the present application can be applied to various start states, such as cold engine start state or hot engine start state, and is particularly suitable for determining engine start in cold engine start state. Because for hot engine start conditions, due to the high temperature of the front oxygen sensor, the time for the front oxygen sensor to start preparation is very short, and the front oxygen sensor start completion state can be quickly entered to determine the engine start. However, it takes a long time to enter the front oxygen sensor start preparation state in the cold engine start state, so for the cold engine start state, it will be more accurate to use the method provided by the present application to determine whether the engine is started.

[0050] Combine the following Figures 1-2 The method for determining engine start provided in an embodiment of the present application is described in detail.

[0051] Regarding step S101, after the engine fuel injection is detected, the temperature data at the exhaust pipe of the engine is monitored.

[0052] Specifically, the engine control unit (ECU) on the vehicle can detect the fuel injection status of the engine, including the injection time, injection times and injection amount, etc. After detecting the engine injection, the engine control unit monitors and obtains the temperature data at the exhaust pipe of the engine.

[0053] In an embodiment of the present application, the temperature data may include the current temperature value at the exhaust pipe and the temperature change gradient value at the air pipe. It may also include the initial temperature value at the exhaust pipe when the engine starts to inject fuel. The temperature change gradient value represents the speed of temperature change, and Grad T = [GPF_T_real(n)-GPF_T_real(n-1)] / dt may be set, wherein Grad T is the temperature change gradient value, GPF_T_real is the current temperature value, GPF_T_real(n), GPF_T_real(n-1) are the adjacent last (n-1th) collected temperature values, and dt is the derivative with respect to time.

[0054] Considering that there is a small time delay in the temperature rise at the exhaust pipe from the injection of fuel to the start of the fuel injection, the present embodiment is arranged to perform the judgment step of step S102 only after determining that the current time from the start of the fuel injection has reached the preset time. An optional implementation is that the engine control unit continuously monitors and obtains the temperature data at the exhaust pipe of the engine in real time, and determines whether the current time from the start of the fuel injection has reached the preset time. If so, step S102 is executed to determine whether the current temperature data meets the preset calibration range. Another optional implementation is that the engine control unit first determines whether the current time from the start of the fuel injection has reached the preset time. If so, the temperature data at the exhaust pipe of the engine is obtained, and step S102 is executed to determine whether the current temperature data meets the preset calibration range. There is no limitation here. Among them, the preset time can be 0.5s to 1.5s, for example, 1s, to ensure that the temperature data used for judgment can accurately represent the engine ignition state.

[0055] In the specific implementation process, the monitoring of the temperature data at the exhaust pipe of the engine may also be set to include: monitoring the temperature data of the exhaust pipe near the engine end. Because the temperature data of the exhaust pipe near the engine end can most timely and accurately change with the engine ignition state, the temperature data of the exhaust pipe near the engine end is selected as a factor for determining whether the engine is successfully started, which can further ensure the accuracy of the judgment.

[0056] Furthermore, it is also possible to monitor the temperature data of the exhaust pipe near the engine end through a temperature sensor arranged on the particle trap. The particle trap is located between the exhaust pipe and the engine. Since the particle trap is originally provided with a temperature sensor, the data detected by the temperature sensor is used as the temperature data of the exhaust pipe near the engine end, which not only ensures the accuracy of the acquired temperature data, but also does not need to set up an additional sensor to monitor the temperature data, thereby saving costs and space.

[0057] Regarding step S102, it is determined whether the temperature data meets a preset calibration range.

[0058] Specifically, there are many ways to determine whether the temperature data meets the preset calibration range. The following are some examples:

[0059] The first one is to judge based on the rise of temperature value.

[0060] Because the temperature at the exhaust pipe will rise significantly after the engine is successfully ignited, it is possible to determine whether the engine is successfully started based on whether the difference between the current temperature value included in the temperature data and the initial temperature value is greater than the first calibration difference. For example, it can be set that when the difference between the current temperature value of the exhaust pipe and the initial temperature value of the exhaust pipe when the engine starts to inject fuel is greater than 10°C (the first calibration difference is equal to 10°C), it is considered that the temperature data meets the preset calibration range. Of course, the value of the first calibration difference can be set based on experiments or experience, preferably within the range of 10°C to 20°C.

[0061] The second method is to judge based on the temperature change gradient value.

[0062] Because after the engine is successfully ignited, not only will the temperature at the exhaust pipe rise, but the rising speed will also be significantly increased due to the influence of ignition, so whether the engine is successfully started can be determined based on whether the temperature change gradient value is greater than the calibrated gradient value. For example, when the temperature change gradient value is set to be greater than 30℃ / s (the calibrated gradient value is equal to 30℃ / s), it is considered that the temperature data meets the preset calibration range. Of course, the value of the calibration gradient value can be set based on experiments or experience, and it is preferably set within the range of 25℃ / s to 40℃ / s.

[0063] The third method is to make a joint judgment based on the temperature rise and the temperature gradient value.

[0064] When judging whether the engine is started successfully, not only the temperature rise of the exhaust pipe caused by ignition is considered, but also the temperature change gradient. That is, not only is it judged whether the difference between the current temperature value and the initial temperature value is greater than the first calibration difference, but also whether the temperature change gradient value is greater than the calibration gradient value. If both judgments are yes, it is determined that the preset calibration range is met. For example, only when the difference between the current temperature value of the exhaust pipe and the initial temperature value of the exhaust pipe when the engine starts to inject fuel is greater than 10°C, and the temperature change gradient value is greater than 30°C / s, the temperature data is considered to meet the preset calibration range. Among them, the settings of the first calibration difference and the calibration gradient value can be the same as the ranges listed in the above two types.

[0065] Specifically, combining the temperature rise and the temperature change gradient value to jointly judge whether the engine has started successfully can be more accurate, avoid the single rise of the temperature value or the temperature change gradient value caused by external interference, and improve the accuracy of the judgment of successful engine start.

[0066] Of course, the methods for determining whether the temperature data meets the preset calibration range are not limited to the above three methods, and can be set as needed, which are not listed here one by one.

[0067] Regarding step S103, if the conditions are met, it is determined that the engine is started successfully. Specifically, after it is determined that the temperature data meets the preset calibration range, it can be determined that the engine is started successfully.

[0068] If it is determined that the temperature data does not meet the preset calibration range, Figure 2 As shown, it is necessary to continue to perform the following steps S201 to S203:

[0069] Step S201, if not satisfied, determining an estimated temperature value based on the initial temperature value and the accumulated exhaust energy;

[0070] Step S202, determining whether the difference between the current temperature value and the estimated temperature value is less than a second calibration difference;

[0071] Step S203: if yes, it is determined that the engine startup fails.

[0072] Among them, regarding step S201, the accumulated exhaust energy can be determined according to the formula E_exhaust=∫[(p*r*(1-kw)]dt. Among them, E_exhaust is the accumulated exhaust energy, p is the injection amount, r is the fuel calorific value, k is the combustion efficiency, w is the heat dissipation efficiency, and t is the time. Specifically, the engine control unit will originally continuously detect the injection amount p to display the fuel consumption to the user, so the injection amount p can be obtained by the engine control unit. r is the fuel calorific value, which is a characteristic parameter of the fuel. The fuel model corresponding to the vehicle determines the fuel calorific value. The combustion efficiency k and the heat dissipation efficiency w can be obtained according to the existing mature calculation method or model.

[0073] The method for determining the estimated temperature value according to the initial temperature value and the accumulated exhaust energy can be to input the initial temperature value and the accumulated exhaust energy into a preset temperature estimation model GPF_T_estimate=f(GPF_T_start, E_exhaust) to output the estimated temperature value. Among them, GPF_T_estimate is the estimation model, GPF_T_start is the initial temperature value, and E_exhaust is the accumulated exhaust energy. The temperature estimation model can be a two-dimensional calibration table obtained based on historical experimental data. Taking a two-dimensional calibration table as an example, the two-dimensional calibration table pre-stores the correspondence between different initial temperature values ​​and accumulated exhaust energy and estimated temperature values. For example, the column coordinate is the initial temperature value, and the navigation coordinate is the accumulated exhaust energy. The corresponding estimated temperature value can be found in the two-dimensional calibration table with the determined initial temperature value and accumulated exhaust energy. Of course, the temperature estimation model can also adopt a machine learning model, which is not limited here.

[0074] Regarding step S202, determine whether the difference between the current temperature value and the estimated temperature value is less than the second calibrated difference. Since the actual temperature value at the exhaust pipe location will be much lower than the estimated temperature value obtained according to the temperature estimation model in step S201 when the engine fails to start, that is, when the combustion is abnormal, the actual temperature value at the exhaust pipe location will be much lower than the estimated temperature value obtained according to the temperature estimation model in step S201. Therefore, the difference between the actual current temperature value and the estimated temperature value is calculated. If the difference is less than the second calibrated difference, it can be determined that the engine failed to start. Since the start failure can only be determined when the actual temperature value is much lower than the estimated temperature value, the second calibrated difference is a negative number. For example, the second calibrated difference can be -15°C, preferably set within the range of -10°C / s to -20°C / s.

[0075] After the determination in step S202, step S203 may be executed. If the determination is yes, it is determined that the engine start-up has failed.

[0076] If the determination is no, the process returns to steps S101 to S103, continues to monitor the temperature data at the exhaust pipe of the engine, and continues to determine whether the engine is started based on the temperature data, until it is finally determined whether the start is successful or failed.

[0077] In an optional embodiment, the method provided in the present application is used to determine whether the engine is started before the front oxygen sensor is ready to start, so as to ensure that it will be more accurate. After the front oxygen sensor is ready to start, the engine ignition start is judged to be successful by the air-fuel ratio corresponding to the voltage value of the front oxygen sensor being less than a set value (for example, the set value is 2). In this way, before and after the front oxygen sensor is ready to start, the method of judging whether the engine is started based on the exhaust pipe temperature data and the air-fuel ratio corresponding to the voltage value of the front oxygen sensor is adopted respectively, which can effectively complement each other, be fast and have high accuracy.

[0078] In order to help understand the solution provided by this application, the following Figure 3 A specific example is provided for illustration.

[0079] First, after detecting the start of fuel injection, the engine control unit reads the fuel injection release moment of the vehicle control unit and the initial temperature value collected by the temperature sensor on the particulate trap GPF, and assigns the initial temperature value to the variable GPF_T_start.

[0080] Then, the engine control unit monitors the current temperature value GPF_T_real of the temperature sensor on the particulate trap, and calculates the difference between the current temperature value and the initial temperature value in real time as the temperature rise value, and calculates the rising slope of the current temperature value as the temperature change gradient value.

[0081] Next, because there is a certain delay for the high-temperature exhaust gas to reach the particulate filter position after the engine is ignited and burned, it is necessary to determine whether the cumulative injection time (that is, the time from the current distance to the start of injection) is less than the preset time (such as 1s). If so, exit the process. If the judgment result is no, enter the following judgment process.

[0082] Next, calculate the temperature rise value delta T = GPF_T_real-GPF_T_start, the temperature change gradient value Grad T = [GPF_T_real(n)-GPF_T_real(n-1)] / dt, if delta T is greater than the first calibration difference (such as 10°C) and Grad T is greater than the calibration gradient value (such as 30°C / s), then it is determined that the engine is started successfully. If these two conditions are not met, continue with the following process.

[0083] According to the engine operating conditions after starting, the exhaust energy of the engine, the accumulated exhaust energy E_exhaust, is calculated by real-time integration, and the initial temperature value and the accumulated exhaust energy are input into a preset temperature estimation model GPF_T_estimate=f(GPF_T_start, E_exhaust) to output an estimated temperature value.

[0084] Calculate the difference GPF_T_diff between the current temperature value GPF_T_real and the estimated temperature value GPF_T_estimate. If GPF_T_diff is less than a second calibration difference (such as -10°C), determine that the engine has failed to start. If GPF_T_diff is not less than the second calibration difference, the engine running time is increased by 1 dt, and the determination is repeated in the next working cycle, and continue to return to the step of monitoring the temperature data at the exhaust pipe of the engine to continue to determine whether the engine is started.

[0085] In summary, the method for determining engine start provided by the embodiment of the present application monitors the temperature data at the exhaust pipe of the engine after detecting the engine fuel injection. Since the exhaust volume is large during the catalyst ignition period, the temperature data at the exhaust pipe will change rapidly and significantly after the ignition is successful. Therefore, by judging whether the temperature data meets the preset calibration range to determine whether the engine is started successfully, not only can the judgment be made in a timely and sensitive manner, but the accuracy of determining whether the engine is started can also be significantly improved (especially for the engine start judgment under the working conditions of small load power generation, parallel mode, cold engine start, etc.), effectively ensuring the safety and reliable operation of the vehicle.

[0086] Based on the same inventive concept, this embodiment provides Figure 4 A device for determining engine start is shown, the device comprising:

[0087] The detection unit 401 is used to monitor the temperature data at the exhaust pipe of the engine after detecting the engine fuel injection;

[0088] A judging unit 402 is used to judge whether the temperature data meets a preset calibration range;

[0089] The determination unit 403 is configured to determine that the engine is started successfully if the conditions are met.

[0090] Furthermore, the judgment unit 402 is also used to: judge whether the current time from the start of fuel injection reaches a preset time; if yes, judge whether the current temperature data meets a preset calibration range.

[0091] Furthermore, the detection unit 401 is also used to monitor the temperature data of the exhaust pipe close to the engine end.

[0092] Furthermore, the detection unit 401 is also used to monitor the temperature data of the exhaust pipe close to the engine end through a temperature sensor arranged on the particle trap, and the particle trap is located between the exhaust pipe and the engine.

[0093] Furthermore, the temperature data includes a current temperature value and a temperature change gradient value.

[0094] Furthermore, the temperature data also includes an initial temperature value when the engine starts to inject fuel, and the judgment unit 402 is also used to: judge whether the difference between the current temperature value and the initial temperature value is greater than a first calibration difference, and whether the temperature change gradient value is greater than a calibration gradient value; if both are yes, it is determined that the preset calibration range is met.

[0095] Furthermore, the temperature data includes a current temperature value and an initial temperature value when the engine starts to inject fuel. The device also includes an estimation unit, which is used to: if the temperature data does not meet a preset calibration range, determine an estimated temperature value based on the initial temperature value and the accumulated exhaust energy; determine whether the difference between the current temperature value and the estimated temperature value is less than a second calibration difference; if so, determine that the engine start has failed.

[0096] Furthermore, the accumulated exhaust energy is determined according to the formula E_exhaust=∫[(p*r*(1-kw)]dt; wherein E_exhaust is the accumulated exhaust energy, p is the injection amount, r is the calorific value of the fuel, k is the combustion efficiency, w is the heat dissipation efficiency, and t is the time.

[0097] Furthermore, the estimation unit is also used to: input the initial temperature value and the accumulated exhaust energy into a preset temperature estimation model to output the estimated temperature value; wherein the temperature estimation model is a two-dimensional calibration table.

[0098] Furthermore, the estimation unit is also used to: after determining whether the difference between the current temperature value and the estimated temperature value is less than a second calibrated difference, if not, continue to monitor the temperature data at the exhaust pipe of the engine to determine whether the engine is started.

[0099] Further, the device is applied to determine the engine start before the front oxygen sensor start preparation is completed.

[0100] Furthermore, the device is applied to determine the start of the engine in a cold engine start state.

[0101] Furthermore, the device is applied to determine the start of an engine of a hybrid vehicle.

[0102] Based on the same inventive concept, the embodiment of the present application provides a vehicle, such as Figure 5 As shown, including:

[0103] A processor 51; a memory 52 for storing executable instructions of the processor 51; wherein the processor 51 is configured to execute to implement a method for determining engine start as provided above:

[0104] After detecting the engine fuel injection, monitoring the temperature data at the exhaust pipe of the engine;

[0105] Determining whether the temperature data meets a preset calibration range;

[0106] If so, it is determined that the engine is started successfully.

[0107] Based on the same inventive concept, this embodiment provides a non-transitory computer-readable storage medium. When the instructions in the storage medium are executed by the processor 51 of the electronic device, the electronic device can execute and implement a method for determining engine start as provided above.

[0108] Since the device and vehicle described in this embodiment are the device and vehicle used to implement the method for determining the engine start in the embodiment of this application, based on the method for determining the engine start described in the embodiment of this application, the technical personnel of this field can understand the specific implementation of the device and vehicle of this embodiment and its various variations, so how the device and vehicle implement the method in the embodiment of this application is not described in detail here. As long as the technical personnel of this field implement the device and vehicle used by the method for determining the engine start in the embodiment of this application, they all belong to the scope of protection of this application.

[0109] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0110] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0111] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0112] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0113] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0114] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A method for determining engine start, characterized in that: The method comprises: After detecting the engine fuel injection, monitoring the temperature data at the exhaust pipe of the engine; Determining whether the temperature data meets a preset calibration range; If satisfied, it is determined that the engine is started successfully; The temperature data includes a current temperature value and an initial temperature value when the engine starts to inject fuel. After determining whether the temperature data meets a preset calibration range, the following steps are further included: If not, determining an estimated temperature value based on the initial temperature value and the accumulated exhaust energy; Determining whether a difference between the current temperature value and the estimated temperature value is less than a second calibration difference; If yes, determining that the engine startup fails; If not, continue judging in the next cycle.

2. The method according to claim 1, characterized in that The determining whether the temperature data meets a preset calibration range includes: Determine whether the current time from the start of fuel injection reaches the preset time; If yes, it is determined whether the current temperature data meets the preset calibration range.

3. The method according to claim 1, characterized in that The monitoring of the temperature data at the exhaust pipe of the engine comprises: The temperature data of the exhaust pipe close to the engine end is monitored.

4. The method according to claim 3, characterized in that The monitoring of the temperature data of the exhaust pipe close to the engine end includes: The temperature data of the exhaust pipe close to the engine end is monitored by a temperature sensor arranged on the particle trap, and the particle trap is located between the exhaust pipe and the engine.

5. The method according to claim 1, characterized in that The temperature data includes a current temperature value and a temperature change gradient value.

6. The method according to claim 5, characterized in that The temperature data also includes an initial temperature value when the engine starts to inject fuel, and the determining whether the temperature data meets a preset calibration range includes: Determine whether the difference between the current temperature value and the initial temperature value is greater than a first calibration difference, and whether the temperature change gradient value is greater than a calibration gradient value; If both are yes, it is determined that the preset calibration range is met.

7. The method according to claim 1, characterized in that: The accumulated exhaust energy is determined according to the formula E_exhaust=∫[(p*r*(1 - k -w)]dt; Wherein, E_exhaust is the accumulated exhaust energy, p is the fuel injection amount, r is the fuel calorific value, k is the combustion efficiency, w is the heat dissipation efficiency, and t is the time.

8. The method according to claim 1, characterized in that The step of determining the estimated temperature value according to the initial temperature value and the accumulated exhaust energy comprises: Inputting the initial temperature value and the accumulated exhaust energy into a preset temperature estimation model to output the estimated temperature value; Wherein, the temperature estimation model is a two-dimensional calibration table.

9. The method according to claim 1, characterized in that After the step of determining whether the difference between the current temperature value and the estimated temperature value is less than a second calibration difference, the step further includes: If not, continue to monitor the temperature data at the exhaust pipe of the engine to determine whether the engine is started.

10. The method according to claim 1, characterized in that Applicable to the determination of engine start before the front oxygen sensor start preparation is completed.

11. The method according to claim 1, characterized in that Applicable to the determination of engine start in cold engine start state.

12. The method according to any one of claims 1 to 11, characterized in that: The invention is applied to the determination of engine start of a hybrid vehicle.

13. An engine start determination device, characterized in that: The device comprises: A detection unit, used to monitor the temperature data at the exhaust pipe of the engine after detecting the engine fuel injection; A judging unit, used to judge whether the temperature data meets a preset calibration range; a determination unit, configured to determine that the engine is started successfully if the conditions are met; The temperature data includes a current temperature value and an initial temperature value when the engine starts to inject fuel. The device also includes an estimation unit, which is used to: if the temperature data does not meet a preset calibration range, determine an estimated temperature value based on the initial temperature value and the accumulated exhaust energy; determine whether the difference between the current temperature value and the estimated temperature value is less than a second calibration difference; if so, determine that the engine has failed to start; if not, continue to judge in the next cycle.

14. A vehicle, characterized in that: The invention comprises a memory and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by one or more processors to execute the operation instructions corresponding to the method according to any one of claims 1 to 12 contained in the one or more programs.

15. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps corresponding to the method according to any one of claims 1 to 12 are implemented.

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