Engine warm-up control method, electronic device, and vehicle

Abstract

The present application provides an engine warm-up control method, electronic device, and vehicle, the method comprising: obtaining engine temperature data and determining whether the temperature data is less than a preset temperature threshold; in response to the temperature data being less than the temperature threshold, controlling the engine's injector to cyclically execute a preset injection strategy until the temperature data is greater than or equal to the temperature threshold, wherein the preset injection strategy includes injecting fuel according to a specified injection amount and a preset period. As can be seen from the above, the present application provides an engine warm-up control method, which determines whether the engine's temperature data is less than a preset temperature threshold. If it is less than the temperature threshold, the engine warm-up is immediately executed to ensure stable engine startup; at the same time, the injector cyclically executes the preset injection strategy until the temperature data is greater than or equal to the temperature threshold, thereby ensuring that the engine is fully warmed up and avoiding engine power system failure when the warm-up is insufficient.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle engines, and in particular to an engine warm-up control method, electronic equipment, and a vehicle. Background Art

[0002] For compression-ignition engines, when the engine is cold-started, the compressed gas has difficulty reaching the diesel auto-ignition temperature, resulting in difficulty starting or even failure to start. Therefore, the engine needs to be warmed up, which usually takes a long time. Driving before the engine is fully warmed up can cause powertrain failure. Waiting for the engine to warm up before driving can easily lead to a prolonged wait in cold winter regions. Summary of the Invention

[0003] In view of this, the purpose of the present application is to propose an engine warm-up control method, device, related equipment and vehicle to solve the problem of insufficient engine warm-up and long warm-up time.

[0004] Based on the above objectives, the first aspect of the present application provides an engine warm-up control method, comprising:

[0005] Obtaining engine temperature data, and determining whether the temperature data is less than a preset temperature threshold;

[0006] In response to the temperature data being less than the temperature threshold, controlling the fuel injector of the engine to cyclically execute a preset fuel injection strategy until the temperature data is greater than or equal to the temperature threshold, wherein the preset fuel injection strategy includes injecting fuel according to a specified fuel injection amount and a preset period.

[0007] Further, in response to the temperature data being less than the temperature threshold, the common rail system of the engine is controlled to supply fuel to the injector of the engine according to a preset common rail pressure.

[0008] Further, the prescribed fuel injection amount includes a plurality of preset fuel injection amounts, and the preset period includes a plurality of fuel periods;

[0009] The execution of the preset strategy includes: injecting fuel according to the corresponding preset fuel injection amount in each fuel period.

[0010] Furthermore, the prescribed fuel injection amount includes a first preset fuel injection amount, a second preset fuel injection amount and a third preset fuel injection amount, and the fuel period includes a pre-combustion period, a rapid combustion period and a post-combustion period;

[0011] Each fuel injection period is carried out according to the corresponding preset injection amount, including:

[0012] Injecting fuel with the first preset fuel injection amount during the combustion preparation period;

[0013] injecting fuel with the second preset fuel injection amount during the rapid combustion period;

[0014] Fuel is injected with the third preset fuel injection amount during the afterburning period.

[0015] Furthermore, injecting fuel with the first preset fuel injection amount during the pre-combustion period includes: increasing the injection advance angle of the pre-combustion period by a preset angle, and injecting fuel with the first preset fuel injection amount during the pre-combustion period based on the increased injection advance angle.

[0016] Furthermore, in response to the temperature data being less than the temperature threshold, the method further includes:

[0017] The torque power output value of the engine is limited to be less than a preset torque power output threshold.

[0018] Furthermore, the method further includes: in response to the temperature data being greater than or equal to the temperature threshold, releasing the limitation on the torque power output value of the engine.

[0019] Furthermore, the method further includes: in response to the temperature data being greater than or equal to the temperature threshold, sending detection instructions to multiple sensors.

[0020] A second aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any one of the methods described above when executing the program.

[0021] A third aspect of the present application provides a vehicle, comprising the electronic device provided by the second aspect.

[0022] As can be seen from the above, the present application provides an engine warm-up control method, which obtains the temperature data of the engine and determines whether the temperature data is less than a preset temperature threshold. If it is less than the temperature threshold, the engine warm-up is immediately performed to ensure stable engine startup. At the same time, when the temperature data is less than the temperature threshold, the engine injector is controlled to cyclically execute the preset injection strategy until the temperature data is greater than or equal to the temperature threshold, which can ensure that the engine is fully warmed up and avoid malfunction of the engine power system when the warm-up is insufficient. Injecting fuel according to the preset injection strategy can enable the engine to quickly enter the hot engine state, and injecting fuel according to the specified injection amount and the preset period can achieve rapid warm-up, save the injection amount, and at the same time reduce the warm-up time, avoid excessive warm-up time, and improve the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0024] Figure 1 This is a flow chart of an engine warm-up control method according to an embodiment of the present application;

[0025] Figure 2 This is a schematic diagram of the structure of an engine control unit according to an embodiment of the present application;

[0026] Figure 3 This is a schematic structural block diagram of an engine warm-up control device according to an embodiment of the present application;

[0027] Figure 4 A schematic diagram of the combustion process of a diesel engine according to an embodiment of the present application;

[0028] Figure 5 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0029] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0030] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0031] As described in the background section, during a cold engine start, even if the air in the cylinder is fully compressed, some compressed air will still leak into the crankcase through the gap between the cylinder liner and the piston and piston rings, causing a decrease in compression pressure within the cylinder. Secondly, the low engine speed during startup can easily cause diesel condensation. Thirdly, heat transfer losses from the cylinder wall lower the cylinder temperature. These factors make it difficult for the compressed air to reach the diesel auto-ignition temperature during a cold engine start, resulting in difficulty or even failure to start. This is particularly true in low-temperature environments, where low intake air temperature and high lubricating oil viscosity increase starting resistance, making diesel engines even more difficult to start. Furthermore, immediately after a diesel engine is started, the low temperature results in suboptimal combustion, poor engine power characteristics, slow response, unstable engine operation, and noise and vibration. Furthermore, due to low exhaust temperature, the particulate matter and nitrogen oxide sensors only perform sensor heating and do not measure and diagnose particulate matter and nitrogen oxide levels, resulting in low efficiency of the aftertreatment system and environmental pollution.

[0032] In an embodiment of the present application, engine temperature data is acquired and a determination is made as to whether the temperature data is less than a preset temperature threshold. If so, the engine warm-up is immediately executed to ensure stable engine startup. Furthermore, if the temperature data is less than the temperature threshold, the engine's fuel injectors are controlled to cyclically execute a preset fuel injection strategy until the temperature data is greater than or equal to the temperature threshold. This ensures that the engine is fully warmed up and prevents engine powertrain failures caused by inadequate warm-up. Fuel injection is performed according to the preset fuel injection strategy, allowing the engine to quickly enter a warm-up state after startup, increasing exhaust temperature and enabling the particulate matter sensor, nitrogen oxide sensor, and post-processing device to enter an operational state as quickly as possible, thereby reducing environmental pollution. Furthermore, the engine warm-up time is reduced, avoiding customer complaints caused by excessive warm-up time and powertrain failures caused by inadequate warm-up, thereby improving the user experience.

[0033] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0034] refer to Figure 1 One embodiment of the present application provides an engine warm-up control method, comprising the following steps:

[0035] Step S101: Acquire engine temperature data and determine whether the temperature data is less than a preset temperature threshold;

[0036] Step S102: In response to the temperature data being less than the temperature threshold, controlling the fuel injector of the engine to cyclically execute a preset fuel injection strategy until the temperature data is greater than or equal to the temperature threshold, wherein the preset fuel injection strategy includes injecting fuel according to a specified fuel injection amount and a preset period.

[0037] Specifically, a determination is made as to whether the temperature data is less than a preset temperature threshold. If so, the engine warm-up is immediately executed to ensure stable engine startup. Furthermore, if the temperature data is less than the threshold, the engine's fuel injectors are controlled to cyclically execute a preset injection strategy until the temperature data reaches or exceeds the threshold. This ensures sufficient engine warm-up and prevents engine powertrain failures caused by incomplete warm-up. Fuel injection according to the preset injection strategy allows the engine to quickly enter a hot state. Fuel injection according to the specified injection amount and preset period enables rapid warm-up, saves fuel, and reduces warm-up time, avoiding customer complaints caused by prolonged warm-up times and improving the user experience.

[0038] Among them, in step S101, the temperature data includes cooling water temperature and engine oil temperature. When it is determined that the temperature data is less than the temperature threshold, it is necessary to simultaneously determine whether the cooling water temperature is less than a first preset temperature threshold and whether the engine oil temperature is less than a second preset temperature threshold.

[0039] Furthermore, when the cooling water temperature is lower than a first preset temperature and the engine oil temperature is lower than a second preset temperature threshold, the engine's injector is controlled to cyclically execute a preset injection strategy, wherein the first preset temperature threshold is a preset cooling water temperature threshold, and the second preset temperature threshold is a preset engine oil temperature threshold. The engine only needs to be warmed up when both the cooling water temperature and the engine oil temperature are lower than the corresponding preset thresholds, so that the engine quickly enters a hot engine state and thus quickly enters a working state; if one of the temperatures is greater than or equal to the corresponding preset threshold, it means that the engine does not need to be warmed up, thereby saving warm-up time and achieving rapid start-up of the engine.

[0040] In some embodiments, in response to the temperature data being less than the temperature threshold, a common rail system of the engine is controlled to supply fuel to an injector of the engine according to a preset common rail pressure.

[0041] Specifically, the high-pressure common rail system includes a high-pressure common rail oil pump and a common rail pipe. The high-pressure oil pump continuously supplies oil to the common rail pipe according to a preset oil volume, and the pressure inside the common rail pipe is continuously maintained. The greater the pressure inside the common rail pipe, the higher the atomization quality of the fuel injected by the injector.

[0042] The common rail system supplies fuel to the injector according to the preset common rail pressure, increasing the pressure in the common rail pipe, which can achieve the atomization degree of the injector's fuel injection, make the fuel burn more completely, and make the warm-up speed faster.

[0043] For example, the common rail pressure is 100 MPa.

[0044] In some embodiments, in step S102 , the prescribed fuel injection amount includes a plurality of preset fuel injection amounts, and the preset period includes a plurality of fuel injection periods;

[0045] The execution of the preset strategy includes: injecting fuel according to the corresponding preset fuel injection amount in each fuel period.

[0046] Specifically, each fuel period is injected according to its corresponding preset injection amount, which can achieve rapid warm-up, save injection amount, and at the same time reduce the warm-up time and avoid excessive warm-up time.

[0047] In some embodiments, the prescribed fuel injection amount includes a first preset fuel injection amount, a second preset fuel injection amount, and a third preset fuel injection amount, and the preset period includes a pre-combustion period, a rapid combustion period, and a post-combustion period;

[0048] The injecting of fuel according to the corresponding preset fuel injection amount in each fuel period includes:

[0049] Injecting fuel with the first preset fuel injection amount during the combustion preparation period;

[0050] injecting fuel with the second preset fuel injection amount during the rapid combustion period;

[0051] Fuel is injected with the third preset fuel injection amount during the afterburning period.

[0052] Specifically, fuel is injected according to corresponding preset fuel amounts during the pre-combustion period, rapid combustion period, and after-combustion period, so that the engine temperature and exhaust temperature rise rapidly, thereby achieving the purpose of rapid warm-up.

[0053] Exemplarily, the first preset fuel injection amount has a value range of 20%-30% of the total circulating fuel supply of the engine's injector; the second preset fuel injection amount has a value range of 70%-80% of the total circulating fuel supply of the engine's injector; and the third preset fuel amount has a value range of 20%-30% of the total circulating fuel supply of the engine's injector.

[0054] In some embodiments, injecting fuel with the first preset injection amount during the pre-combustion period includes: increasing the injection advance angle of the pre-combustion period by a preset angle, and injecting fuel with the first preset injection amount based on the increased injection advance angle during the pre-combustion period.

[0055] Specifically, the injector increases the advance angle by a preset angle during the pre-combustion period, and injects fuel with the first preset injection amount based on the increased injection advance angle during the pre-combustion period, so that the fuel burns in advance to achieve the purpose of rapid warm-up.

[0056] Exemplarily, the preset angle is 2°-5°.

[0057] Furthermore, the fuel injector increases the advance angle at the starting point of normal fuel injection in the pre-combustion period and injects 20%-30% of the total circulating fuel supply of the fuel injector of the engine. Since the injection timing is advanced (i.e., the advance angle is increased), the mixing efficiency of the fuel in the cylinder can be improved, and the heat absorption of the fuel injection atomization at the end of compression can be avoided, the compression end temperature is reduced, and the fuel combustion efficiency is improved; the fuel injector injects 70%-80% of the total circulating fuel supply of the fuel injector of the engine during the rapid combustion period, that is, the remaining fuel amount of the total circulating fuel supply of the fuel injector of the engine. Since the injection amount is relatively increased, the heat release of fuel combustion increases, and the engine temperature rises; the fuel injector again injects 20%-30% of the total circulating fuel supply of the fuel injector of the engine during the afterburning period, and the injected fuel is burned again, so that the engine temperature and the exhaust temperature rise rapidly.

[0058] Furthermore, the preset period also includes a slow combustion period, during which fuel is injected with the fourth preset fuel amount. The fourth preset fuel amount is provided by the ECU as a normal fuel injection amount based on the throttle position sensor data, and the fuel injection amount is continuously corrected based on the intake pressure sensor, water temperature sensor, intake air temperature sensor, and oxygen sensor, wherein the normal fuel amount is 20%-30% of the total circulating fuel supply of the injector.

[0059] The preset periods are the four periods of diesel combustion, refer to Figure 4 The diesel engine combustion process includes four periods: pre-combustion period I: from the fuel injection (point A) to the appearance of the flame center (point B); rapid combustion period II: from the appearance of the flame center (point B) to the maximum pressure point (point C); slow combustion period III: from the highest pressure point (point C) to the highest temperature point (point D); afterburning period IV: from the highest temperature point (point D) to the basic combustion of the fuel (point E).

[0060] As mentioned above, the advance angle refers to the crankshaft angle from the start of fuel injection during the compression process (indicated by the light of the injector needle rising) to the time the piston reaches top dead center. Increasing the injection advance angle results in poor physical and chemical preparation conditions, prolonging the pre-combustion period because the fuel is injected into air at lower pressure and temperature. This increases the rate of pressure rise during the rapid combustion phase, leading to rough engine operation. Decreasing the injection advance angle, meaning that the fuel is injected into the combustion chamber closer to the end of compression, shortens the pre-combustion period due to the higher pressure and temperature of the air within the combustion chamber, resulting in smoother engine operation and lower NOx concentrations in the exhaust. However, if the injection is too late, combustion occurs during the expansion phase, resulting in a lower rate of pressure rise, lower peak combustion pressure, increased exhaust temperature and heat loss, and a significant decrease in thermal efficiency. Therefore, every diesel engine has an optimal injection advance angle. However, the optimal injection advance angle for any diesel engine is not constant but varies with the fuel supply and engine speed.

[0061] Further, refer to Figure 4 The period from the start of fuel injection to the start of ignition is called the priming period, which occurs from point A to point B. During this period, the injected fuel undergoes physical preparations such as atomization, heating, evaporation, diffusion, and mixing with air, as well as chemical preparations before the flame. In diesel engines, the higher the temperature, pressure, and cetane number of the diesel, the shorter the priming period, typically ranging from 0.0007 to 0.003 seconds.

[0062] The rapid combustion period, from the start of fuel ignition to the point where rapid combustion reaches peak pressure, is called the rapid combustion phase (points B to C). This period is characterized by a high heat release rate (dQ / dч) and a rapid increase in cylinder pressure and temperature. The pressure rise rate (Δp / Δч) depends on the amount of combustible mixture formed during the pre-combustion period. To ensure smooth diesel engine operation, the maximum pressure rise rate (dQ / dч) should not exceed 0.40 to 0.60 MPa / °C.

[0063] The slow burn period, from peak pressure to peak temperature, is known as the slow burn period, from point C to point D. This period is characterized by combustion occurring with increasing cylinder volume. Controlled primarily by the rate at which the mixture forms, the combustion rate is slower than during the rapid burn period. Gas temperatures rise to a maximum of 1973-2273K, while pressure decreases slightly. By the end of the slow burn period, heat release typically reaches 70-80% of the total cycle heat release.

[0064] The afterburn period, from the peak temperature point to the point where combustion is essentially complete, is called the afterburn period, i.e., from point D to point E. This period is characterized by combustion occurring along the expansion line. During this period, oxygen levels are significantly reduced, the heat release rate slows, and the heat released by the fuel cannot be effectively utilized, resulting in increased exhaust temperatures and reduced fuel economy. By the end of the afterburn period, heat release has reached 96% to 98% of the total cycle heat release. The higher the diesel engine speed, the longer the afterburn period.

[0065] In some embodiments, the method further includes: in response to the temperature data being greater than or equal to the temperature threshold, controlling the fuel injector of the engine to inject fuel according to a preset normal fuel injection mode.

[0066] Specifically, when the temperature data is greater than or equal to the temperature threshold, the engine does not need to be warmed up and can be started directly, thus eliminating the engine warm-up time and enabling the engine to work quickly; at the same time, when the cooling water temperature is greater than or equal to the first preset temperature threshold, and the engine oil temperature is greater than or equal to the second preset temperature threshold, the engine injector is controlled to inject fuel according to the preset conventional injection mode, thus eliminating the warm-up time and allowing the engine to quickly enter the working state; when one of the cooling water temperature and the engine oil temperature is greater than or equal to the corresponding preset threshold, and the other temperature is less than the corresponding preset temperature threshold, the engine injector is also controlled to inject fuel according to the preset conventional injection mode, thus eliminating the warm-up time and ensuring the rapid start of the engine.

[0067] For example, conventional fuel injection modes can include two types of injection methods. The first is simultaneous injection: fuel is injected into the cylinder twice simultaneously during each engine operating cycle. Specifically, during each cylinder's engine operating cycle, a pulse signal of equal pulse width is sent from the engine control unit (ECU) twice simultaneously to each injector. The second is sequential injection: fuel is injected into each cylinder sequentially according to the ignition sequence during one engine operating cycle. However, during engine startup, fuel is injected into each cylinder twice simultaneously during one engine operating cycle to increase fuel supply. During deceleration or high-speed operation, fuel supply to each cylinder is cut off.

[0068] The specific method for controlling the amount of fuel injected in the above-mentioned injection method is as follows: For the same type of electronic fuel injection vehicle, the gasoline pump pressure is constant. Regardless of throttle opening, as long as the fuel pressure regulator adjusts the fuel injector pressure, the pressure remains constant. The fuel injector is strictly matched to the fuel pump and fuel pressure regulator. The injector achieves optimal atomization by pre-setting the pressure. If the pressure is lower than the set pressure, the sprayed fuel will be columnar rather than mist, making it difficult to mix with air. If the pressure is too high, the sprayed fuel will form a conical surface, making it difficult to mix. Moreover, the injection force will be too strong, causing a large amount of fuel to be directly sprayed onto the pipe wall, directly affecting the mixing ratio parameters. The pressure should be constant regardless of acceleration or idling, and the pressure will vary depending on the vehicle model.

[0069] For example, the conventional fuel injection mode may also adopt a pilot injection plus main injection fuel injection mode, as follows:

[0070] (1) Pre-injection. When the straight section of the camshaft in the engine contacts the rocker arm in the engine, the engine control unit supplies power to the electromagnetic control valve, causing the electromagnetic control valve needle to move to the left, cutting off the passage between the high-pressure oil chamber and the low-pressure oil channel. At the same time, the oil pump plunger, under the action of the rocker arm, overcomes the elastic force of the oil pump plunger return spring and moves downward, causing the oil pressure in the high-pressure oil chamber to rise rapidly. When the oil pressure rises to 18MPa, the upward thrust generated by the fuel on the cone surface in the middle of the injection needle valve is greater than the preload force of the injection needle valve return spring, which will push up the injection needle valve and start pre-injection.

[0071] (2) End of pre-injection. After the pre-injection begins, the injection needle valve continues to move upward. When the camshaft rotates through 1 / 3 of the injection stroke, the lower end of the injection needle valve damper enters the injection needle valve damper hole. The fuel on the top of the injection needle valve can only flow into the injection needle valve return spring chamber through a small gap. In this way, a so-called "hydraulic gasket" is formed on the top of the injection needle valve, preventing the injection needle valve from continuing to move upward, thereby limiting the pre-injection amount of fuel. As the pump plunger continues to move downward, the oil pressure in the high-pressure oil chamber continues to rise. When the oil pressure reaches the specified value, the auxiliary plunger moves downward under the action of the high-pressure fuel, and the volume of the high-pressure oil chamber suddenly increases, and the fuel pressure drops instantly. At this time, the upward thrust on the cone surface in the middle of the injection needle valve decreases, and the injection needle valve returns to its original position under the action of the injection needle valve return spring (due to the increase in elastic force due to the compression of the auxiliary plunger), and the pre-injection ends.

[0072] (3) Main injection. After the pre-injection, the pump plunger continues to move downward, causing the oil pressure in the high-pressure oil chamber to rise rapidly. When the oil pressure rises to a level greater than the pre-injection pressure (30 MPa), the injection needle moves upward, and the main injection begins. Because the fuel pressure in the high-pressure oil chamber rises so quickly, the oil pressure in the high-pressure oil chamber will continue to rise to approximately 205 MPa.

[0073] (4) The main injection ends. When the engine control unit stops supplying power to the solenoid control valve, the solenoid control valve needle moves to the right under the action of the solenoid control needle valve return spring, connecting the high-pressure oil chamber and the low-pressure oil channel. At this time, the fuel in the high-pressure oil chamber flows to the low-pressure oil channel through the solenoid control valve, and the fuel pressure in the high-pressure oil chamber drops. The injection needle valve is reset under the action of the injection needle valve return spring, and the auxiliary plunger closes the oil channel between the high-pressure oil chamber and the injection needle valve return spring under the action of the injection needle valve return spring, and the main injection ends.

[0074] (5) Oil enters the high-pressure oil chamber. When the descending section of the camshaft contacts the rocker arm, the pump plunger moves upward under the action of the pump plunger return spring. The high-pressure oil chamber increases in volume, creating a vacuum. At this time, the fuel in the low-pressure oil channel (connected to the oil inlet pipe) flows into the high-pressure oil chamber through the electromagnetic control valve until the high-pressure oil chamber is filled, thus preparing for the next injection.

[0075] In some embodiments, after responding that the temperature data is less than the temperature threshold, the method further includes:

[0076] The torque power output value of the engine is limited to be less than a preset torque power output threshold.

[0077] Specifically, limiting the engine's torque and power output occurs after determining that the cooling water temperature is less than a first preset temperature threshold and the engine oil temperature is less than a second preset temperature threshold, that is, after determining that the engine requires warm-up, and before controlling the engine's injectors to cycle and execute a preset injection strategy. This prevents excessive engine torque and power output from causing powertrain malfunctions due to insufficient warm-up. If the cooling water temperature is less than the first preset temperature threshold and the engine oil temperature is less than the second preset temperature threshold, it is known that the engine requires warm-up. By accurately monitoring the cooling water and oil temperatures in real time, it is possible to accurately determine whether the engine requires warm-up and simultaneously limit the engine's torque and power output to less than the preset torque and power output threshold. If the engine's torque and power output is not limited, due to the low in-cylinder temperature, the torque and power output would be excessive, potentially causing powertrain malfunctions. Therefore, limiting the torque and power output prevents powertrain malfunctions due to insufficient warm-up. For example, the first preset temperature threshold may be 76°C, the second preset temperature threshold may be 60°C, and the preset torque and power output threshold may be 245 N·m.

[0078] In some embodiments, the method further includes: in response to the temperature data being greater than or equal to the temperature threshold, releasing the limit on the torque power output value of the engine.

[0079] Specifically, during the warm-up process, the cooling water temperature and the engine oil temperature continue to rise. When the cooling water temperature is greater than or equal to the first preset temperature threshold, and the engine oil temperature is greater than or equal to the second preset temperature threshold, the restriction on the torque power output value of the engine is released, that is, the warm-up is completed. By real-time detection of the cooling water temperature and the engine oil temperature, the restriction on the torque output value of the engine can be accurately controlled, and at the same time, the injection mode of the injector can be accurately controlled to ensure the normal operation of the power system and play a role in maintaining the power system.

[0080] Exemplarily, the engine torque is obtained through a torque sensor, wherein the torque sensor may be an eth torque sensor.

[0081] In some embodiments, the method further includes: in response to the temperature data being greater than or equal to the temperature threshold, sending detection instructions to a plurality of sensors.

[0082] Specifically, when the cooling water temperature is greater than or equal to a first preset temperature threshold and the engine oil temperature is greater than or equal to a second preset temperature threshold, that is, warm-up is completed, detection instructions are sent to multiple sensors to control the multiple sensors to work.

[0083] Among them, due to the low engine exhaust temperature, multiple sensors only perform heating and do not perform measurement and diagnosis. Therefore, by sending detection instructions to multiple sensors, multiple sensors are controlled to immediately perform measurement and diagnosis work. The above-mentioned multiple sensors include particulate matter sensors, nitrogen oxides sensors and exhaust after-treatment devices. The preset injection strategy is executed through the engine's injector cycle, so that the engine quickly enters the hot engine state after starting. By increasing the exhaust temperature, the particulate matter sensors, nitrogen oxides sensors and after-treatment devices enter the working state as soon as possible, reducing environmental pollution.

[0084] Particulate matter sensors, nitrogen oxide sensors and exhaust after-treatment devices play an important role in the power and health of the engine.

[0085] The particulate matter sensor is used to obtain the engine's particulate matter emissions, which can help the engine better control fuel injection.

[0086] Nitrogen oxide sensors are used to monitor the engine's catalytic efficiency, engine power and even the engine's health.

[0087] When high-temperature engine exhaust passes through an exhaust aftertreatment device, the three pollutants, carbon monoxide, non-methane hydrocarbons, and nitrogen oxides, undergo a chemical reaction. At high temperatures, carbon monoxide oxidizes to form colorless, non-toxic carbon dioxide; non-methane hydrocarbons oxidize to form water and carbon dioxide; and nitrogen oxides are reduced to nitrogen and oxygen. These three harmful gases are rendered harmless, purifying vehicle exhaust. The typical ignition temperature for an exhaust aftertreatment device is between 400 and 800 degrees Celsius. Within this temperature range, the catalyst's conversion efficiency for exhaust pollutants exceeds 95%, effectively reducing engine exhaust pollutants by converting them into water, nitrogen, and oxygen. However, if the catalyst temperature falls below this threshold, the conversion efficiency drops dramatically, approaching zero below 200 degrees Celsius, effectively rendering exhaust pollutants inoperable. Therefore, by executing the preset injection strategy, the engine can quickly enter the hot engine state after starting. When the cooling water and oil temperatures reach the set temperature, the particulate matter sensor, nitrogen oxide sensor and emission after-treatment device can enter the working state as soon as possible, reducing environmental pollution.

[0088] It should be noted that the embodiments of the present application can be further described in the following manner:

[0089] refer to Figure 2The engine warm-up control method includes: the engine control unit 203 receives the oil temperature and cooling water temperature transmitted by the oil temperature sensor 201 and the water temperature sensor 202, and determines whether the cooling water temperature is less than 76°C and whether the oil temperature is less than 60°C.

[0090] If the above judgment conditions are met and it is considered that the engine needs to be warmed up, the preset injection strategy is executed. While executing the preset injection strategy, the torque power output value of the engine is limited to be less than the preset torque power output threshold of 155kw / 4300-6000rpm, wherein the preset injection strategy includes: 20% of the total circulating fuel supply of the engine's injector is injected at an advance angle (which can take a value of 2°-5°) of the normal injection starting point (point A) during the pre-combustion period, the remaining fuel of the total circulating fuel supply of the engine's injector is injected during the rapid combustion period, and 20%-30% of the total circulating fuel supply of the engine's injector is injected during the slow combustion period. During the afterburning period, 20%-30% of the total circulating fuel supply of the engine's injector is injected again, and the injected fuel is burned again, causing the engine temperature and the exhaust temperature to rise rapidly until the cooling water temperature is greater than or equal to 76°C and the engine oil temperature is greater than or equal to 60°C. Then, the injector is controlled to spray fuel according to a preset conventional injection mode combined with the pressure of the common rail system; at the same time, the engine control unit 203 sends a detection instruction to the particulate matter sensor, the nitrogen oxides sensor, and the post-processing device. After the particulate matter sensor, the nitrogen oxides sensor, and the post-processing device receive the detection instruction, they enter the working state as soon as possible, and at the same time, the restriction on the torque power output value of the engine is released.

[0091] If the above judgment conditions are not met and it is considered that the engine does not need to be warmed up, the engine injector is controlled to inject fuel according to the preset normal injection mode. At the same time, the particulate matter sensor, nitrogen oxide sensor and post-processing device enter the working state as soon as possible after receiving the detection instruction.

[0092] The engine control unit 203 receives the cooling water temperature and the engine oil temperature, and determines whether the cooling water temperature is less than a preset cooling water temperature threshold, and whether the engine oil temperature is less than a preset oil temperature threshold; based on the determination result, the high-pressure oil pump 204 is controlled to supply oil to the injector 206, thereby controlling the injector 206 to perform fuel injection according to a preset fuel injection strategy or a preset conventional fuel injection mode, wherein the common rail system 205 is used to provide the common rail system pressure to the engine control unit 203; the engine control unit 203 controls the injector 206 to execute the preset conventional fuel injection mode according to the pressure value provided by the common rail system 206, and performs fuel injection at a timed and quantitative manner.

[0093] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0094] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0095] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides an engine warm-up control device.

[0096] refer to Figure 3 , the engine warm-up control device comprises:

[0097] The acquisition module 301 is configured to acquire temperature data of the engine and determine whether the temperature data is less than a preset temperature threshold;

[0098] The execution module 302 is configured to, in response to the temperature data being less than the temperature threshold, control the injector of the engine to cyclically execute a preset injection strategy until the temperature data is greater than or equal to the temperature threshold, wherein the preset injection strategy includes injecting fuel according to a specified injection amount and a preset period.

[0099] In some embodiments, the prescribed fuel injection amount includes a plurality of preset fuel injection amounts, and the preset period includes a plurality of fuel periods; and the execution of the preset strategy includes: injecting fuel according to the corresponding preset fuel injection amount in each fuel period.

[0100] In some embodiments, the prescribed fuel injection amount includes a first preset fuel injection amount, a second preset fuel injection amount and a third preset fuel injection amount, and the preset periods include a pre-combustion period, a rapid combustion period and a post-combustion period; the execution module is also configured to inject fuel with the first preset fuel injection amount before the pre-combustion period; inject fuel with the second preset fuel injection amount during the rapid combustion period; and inject fuel with the third preset fuel injection amount during the post-combustion period.

[0101] In some embodiments, the execution module is further configured to control a common rail system of the engine to supply fuel to an injector of the engine according to a preset common rail pressure in response to the temperature data being less than the temperature threshold.

[0102] In some embodiments, the execution module is further configured to control the fuel injector of the engine to inject fuel according to a preset normal fuel injection mode in response to the temperature data being greater than or equal to the temperature threshold.

[0103] In some embodiments, the system further includes a torque limiting module configured to limit the torque power output value of the engine to be less than a preset torque power output threshold in response to the temperature data being less than the temperature threshold.

[0104] In some embodiments, the system further includes a detent module configured to release a limit on a torque power output value of the engine in response to the temperature data being greater than or equal to the temperature threshold.

[0105] In some embodiments, the system further includes a sending instruction module, which is configured to send detection instructions to multiple sensors in response to the temperature data being greater than or equal to the temperature threshold.

[0106] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0107] The device of the above embodiment is used to implement the corresponding engine warm-up control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0108] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the engine warm-up control method described in any of the above embodiments is implemented.

[0109] Figure 5 10 is a schematic diagram showing a more specific hardware structure of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0110] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0111] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0112] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0113] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WiFi, Bluetooth, etc.).

[0114] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0115] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0116] The electronic device of the above embodiment is used to implement the corresponding engine warm-up control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0117] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable the computer to execute the engine warm-up control method described in any of the above embodiments.

[0118] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0119] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the engine warm-up control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0120] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. Within the scope of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0121] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0122] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the embodiments discussed.

[0123] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of this application.

Claims

1. An engine warm-up control method, characterized in that: include: Obtaining engine temperature data, and determining whether the temperature data is less than a preset temperature threshold; In response to the temperature data being less than the temperature threshold, controlling the fuel injector of the engine to cyclically execute a preset fuel injection strategy until the temperature data is greater than or equal to the temperature threshold, wherein the preset fuel injection strategy includes injecting fuel according to a specified fuel injection amount and a preset period; The prescribed fuel injection amount includes a first preset fuel injection amount, a second preset fuel injection amount and a third preset fuel injection amount, the preset period includes a plurality of fuel injection periods, and the plurality of fuel injection periods include a pre-combustion period, a rapid combustion period and a post-combustion period; The execution of the preset strategy includes: injecting fuel according to the corresponding preset fuel injection amount in each fuel period, injecting fuel at the first preset fuel injection amount in the pre-combustion period; injecting fuel at the second preset fuel injection amount in the rapid combustion period; and injecting fuel at the third preset fuel injection amount in the post-combustion period; Among them, the first preset injection amount value range is 20%-30% of the total circulating fuel supply of the engine's injector, the second preset injection amount value range is 70%-80% of the total circulating fuel supply of the engine's injector, and the third preset injection amount value range is 20%-30% of the total circulating fuel supply of the engine's injector.

2. The method according to claim 1, characterized in that In response to the temperature data being less than the temperature threshold, a common rail system of the engine is controlled to supply fuel to an injector of the engine according to a preset common rail pressure.

3. The method according to claim 1, characterized in that Injecting fuel with the first preset fuel injection amount during the pre-combustion period includes: increasing the injection advance angle during the pre-combustion period by a preset angle, and injecting fuel with the first preset fuel injection amount based on the increased injection advance angle during the pre-combustion period.

4. The method according to claim 1, wherein After responding that the temperature data is less than the temperature threshold, the method further includes: The torque power output value of the engine is limited to be less than a preset torque power output threshold.

5. The method according to claim 4, characterized in that The method further includes releasing the limit on the torque power output value of the engine in response to the temperature data being greater than or equal to the temperature threshold.

6. The method according to claim 1, characterized in that The method further includes sending detection instructions to a plurality of sensors in response to the temperature data being greater than or equal to the temperature threshold.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the method according to any one of claims 1 to 6 is implemented.

8. A vehicle, characterized in that: The electronic device comprising the electronic device according to claim 7.

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