Engine starting control method, device and equipment and storage medium

Abstract

The invention discloses an engine starting control method, device and equipment and a storage medium, relates to the technical field of engine control, and discloses an engine starting control method which comprises the steps that when an engine starting request is received, the engine starting water temperature and the environment pressure are obtained, based on the engine starting water temperature and the environment pressure, whether catalytic converter heating is activated or not is determined, and a catalytic converter heating activation result is obtained; the air inlet pressure and the engine rotating speed are obtained, and the air inlet flow and the starting ignition angle are determined based on at least one of the catalytic converter heating activation result, the engine starting water temperature, the air inlet pressure and the engine rotating speed; oil injection times and shutdown duration are obtained, and a starting target air-fuel ratio is determined based on the engine starting water temperature, the environment pressure, the oil injection times and the shutdown duration; and the engine is controlled to be started according to the air inlet flow, the starting ignition angle and the starting target air-fuel ratio. According to the scheme, the starting process of the engine can be accurately controlled, and efficient and safe starting of the engine is achieved.

Description

Technical Field

[0001] The present application relates to the field of engine control technology, and in particular to an engine starting control method, device, equipment and storage medium. Background Art

[0002] With the changes in the automotive industry, REEV (Range-Extended Electric Vehicle) has developed rapidly. For REEV, when the SOC (State of Charge) is high, the vehicle runs in pure electric mode; when the SOC is lower than a certain set threshold, the engine will start and run. At this time, the engine will not drive the wheels, and the output power is only used to charge the battery pack. When the battery pack SOC rises to a certain threshold, the engine will stop until the SOC is lower than the threshold again, and the engine will start again... In this way, the battery pack SOC can be stabilized within a certain range.

[0003] Therefore, during long-distance driving of REEV, the engine will be started multiple times. The engine performance during starting needs to be carefully calibrated by setting a precise starting control strategy taking into account NVH (Noise, Vibration and Harshness), fuel consumption, and starting safety and speed.

[0004] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0005] The main purpose of the present application is to provide an engine starting control method, device, equipment and storage medium, aiming to solve the technical problem of how to accurately control the engine starting process to achieve efficient and safe starting of the engine.

[0006] To achieve the above objectives, the present application proposes an engine starting control method, the method comprising:

[0007] When an engine start request is received, the engine start water temperature and the ambient pressure are obtained, and based on the engine start water temperature and the ambient pressure, it is determined whether to activate catalyst heating, thereby obtaining a catalyst heating activation result;

[0008] Acquiring intake pressure and engine speed, and determining intake flow and starting ignition angle based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure and the engine speed;

[0009] Obtaining the number of fuel injections and the shutdown duration, and determining a startup target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown duration;

[0010] The engine start is controlled based on the intake air flow rate, the start ignition angle, and the start target air-fuel ratio.

[0011] In one embodiment, the step of determining the intake flow rate and the starting ignition angle based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure, and the engine speed comprises:

[0012] determining an intake air flow rate based on the catalyst heating activation result, the engine starting water temperature, and the intake air pressure;

[0013] An ignition angle is determined based on the engine starting water temperature, the engine speed, and the intake air pressure.

[0014] In one embodiment, the step of determining the intake air flow rate based on the catalyst heating activation result, the engine starting water temperature and the intake air pressure includes:

[0015] determining a corresponding intake air flow map based on the catalyst heating activation result;

[0016] An intake air flow rate is determined from the intake air flow rate map based on the engine starting water temperature and the intake air pressure.

[0017] In one embodiment, the step of determining the starting ignition angle based on the engine starting water temperature, the engine speed and the intake pressure includes:

[0018] determining a basic starting ignition angle based on the engine starting water temperature and the engine speed;

[0019] determining a compensated starting ignition angle based on the engine starting water temperature and the intake air pressure;

[0020] A starting ignition angle is determined based on the basic starting ignition angle and the compensation starting ignition angle.

[0021] In one embodiment, the step of determining the starting target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown time includes:

[0022] Determining a starting air-fuel ratio, a plateau compensation coefficient, and a repeated start correction coefficient based on at least one of the engine starting water temperature, the ambient pressure, the number of injections, and the shutdown duration;

[0023] A starting target air-fuel ratio is determined based on the starting air-fuel ratio, the plateau compensation coefficient, and the repeated start correction coefficient.

[0024] In one embodiment, the step of determining the starting air-fuel ratio, the plateau compensation coefficient and the repeated start correction coefficient based on at least one of the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown duration comprises:

[0025] determining a starting air-fuel ratio based on the engine starting water temperature and the number of fuel injections;

[0026] determining a plateau compensation coefficient based on the engine starting water temperature and the ambient pressure;

[0027] A repeated start correction factor is determined based on the engine starting water temperature and the shutdown duration.

[0028] In one embodiment, after the step of controlling the engine start according to the intake air flow rate, the starting ignition angle and the starting target air-fuel ratio, the method further includes:

[0029] When the catalyst heating activation result is activating catalyst heating, determining a catalyst heating speed based on the engine starting water temperature and the ambient pressure;

[0030] When the engine is started, the engine is controlled based on the catalyst heating speed to perform catalyst heating.

[0031] In addition, to achieve the above-mentioned purpose, the present application also proposes an engine starting control device, the engine starting control device comprising:

[0032] a request start module, configured to obtain the engine starting water temperature and the ambient pressure when receiving the engine starting request, and determine whether to activate the catalyst heating based on the engine starting water temperature and the ambient pressure, and obtain a catalyst heating activation result;

[0033] a speed control module, configured to obtain an intake pressure and an engine speed, and determine an intake flow rate and a starting ignition angle based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure, and the engine speed;

[0034] an air-fuel ratio control module, configured to obtain the number of fuel injections and the shutdown duration, and determine a startup target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown duration;

[0035] A start control module is used to control the engine start according to the intake air flow, the start ignition angle and the start target air-fuel ratio.

[0036] In addition, to achieve the above-mentioned purpose, the present application also proposes an engine start control device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the engine start control method described above.

[0037] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the engine start control method described above are implemented.

[0038] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the engine start control method as described above are implemented.

[0039] One or more technical solutions proposed in this application have at least the following technical effects:

[0040] When an engine start request is received, the engine starting water temperature and the ambient pressure are obtained, and based on the engine starting water temperature and the ambient pressure, it is determined whether to activate catalyst heating to obtain a catalyst heating activation result; the intake pressure and the engine speed are obtained, and the intake flow rate and the starting ignition angle are determined based on the catalyst heating activation result, the engine starting water temperature, the intake pressure and the engine speed; the number of injections and the shutdown time are obtained, and the starting target air-fuel ratio is determined based on the engine starting water temperature, the ambient pressure, the number of injections and the shutdown time; the engine start is controlled according to the intake flow rate, the starting ignition angle and the starting target air-fuel ratio, and by taking into account various factors such as low temperature, plateau environment, the number of injections and the influence of repeated starts on the engine starting process when calibrating the engine starting control parameters, the engine starting process can be accurately controlled to achieve efficient and safe starting of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0042] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0043] Figure 1 A flow chart of the first embodiment of the engine starting control method of the present application;

[0044] Figure 2 An intake air flow mapping diagram when the catalyst heating is activated and set for a certain vehicle model provided in the first embodiment of the engine start control method of the present application;

[0045] Figure 3 An intake air flow mapping diagram when the catalyst heating is not activated and set for a certain vehicle model provided in the first embodiment of the engine start control method of the present application;

[0046] Figure 4 A basic starting ignition angle mapping diagram set for a certain vehicle type provided in the first embodiment of the engine starting control method of the present application;

[0047] Figure 5 A compensating starting ignition angle mapping diagram set for a certain vehicle type provided in the first embodiment of the engine starting control method of the present application;

[0048] Figure 6 A catalyst heating speed mapping diagram for a certain vehicle type set in a plain area provided in the first embodiment of the engine starting control method of the present application;

[0049] Figure 7 A schematic diagram of catalyst heating speed correction for a certain vehicle type in a plateau area provided in the first embodiment of the engine start control method of the present application;

[0050] Figure 8 A schematic diagram of the speed when the catalyst heating is activated provided in the first embodiment of the engine starting control method of the present application;

[0051] Fig. 9 A schematic diagram of the speed when the catalyst heating is not activated provided in the first embodiment of the engine starting control method of the present application;

[0052] Fig.10 A flow chart of the second embodiment of the engine starting control method of the present application;

[0053] Fig.11 A starting air-fuel ratio mapping diagram set for a certain vehicle type provided in the second embodiment of the engine starting control method of the present application;

[0054] Fig.12 A plateau compensation coefficient mapping diagram for a certain vehicle type provided in the second embodiment of the engine starting control method of the present application;

[0055] Fig.13 A repeated start correction coefficient mapping diagram for a certain vehicle type set in the second embodiment of the engine start control method of the present application;

[0056] Fig.14 A schematic diagram of the starting air-fuel ratio provided for the second embodiment of the engine starting control method of the present application;

[0057] Fig.15 This is a schematic diagram of the module structure of the engine starting control device according to an embodiment of the present application;

[0058] Fig.16 Schematic diagram of the device structure of the hardware operating environment involved in the engine starting control method in the embodiment of the present application.

[0059] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0060] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0061] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0062] The main solution of the embodiment of the present application is: when an engine start request is received, the engine starting water temperature and the ambient pressure are obtained, and based on the engine starting water temperature and the ambient pressure, it is determined whether to activate catalyst heating to obtain a catalyst heating activation result; the intake pressure and the engine speed are obtained, and the intake flow rate and the starting ignition angle are determined based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure and the engine speed; the number of injections and the shutdown time are obtained, and the starting target air-fuel ratio is determined based on the engine starting water temperature, the ambient pressure, the number of injections and the shutdown time; the engine start is controlled according to the intake flow rate, the starting ignition angle and the starting target air-fuel ratio.

[0063] In this embodiment, for the convenience of description, the following description is made by taking the identification of the engine starting control device as the execution subject.

[0064] The present application provides a solution that can accurately control the starting process of the engine taking into account the safety and rapidity of starting.

[0065] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, an engine starting control device, etc. The following takes the engine starting control device as an example to illustrate this embodiment and the following embodiments.

[0066] Based on this, the embodiment of the present application provides an engine starting control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the engine starting control method of the present application.

[0067] In this embodiment, the engine start control method includes steps S10 to S40:

[0068] Step S10, when an engine start request is received, obtaining the engine start water temperature and the ambient pressure, and determining whether to activate catalyst heating based on the engine start water temperature and the ambient pressure, to obtain a catalyst heating activation result;

[0069] It should be noted that the engine start control strategy for the extended-range hybrid vehicle proposed in this application can control the engine start process from two aspects: the starting speed and the starting air-fuel ratio. Among them, the engine start speed, that is, the starting speed, can be achieved by controlling the intake air flow Air_Flow (unit: kg / h) of the throttle and the ignition angle zwout.

[0070] In addition, it should be noted that the catalyst is a device installed in the exhaust system of an automobile, which is used to convert harmful gases emitted by the engine (such as carbon monoxide CO, hydrocarbons HC and nitrogen oxides NOx, etc.) into relatively harmless gases (such as carbon dioxide CO2, water vapor H2O and nitrogen N2, etc.). When the engine is started, especially when it is cold started, the catalyst temperature is low and cannot immediately reach the operating temperature for effectively converting harmful gases. After the engine is started, in order to allow the catalyst to reach the operating temperature range as soon as possible to reduce the emission of pollutants, it is necessary to increase the engine idle speed to heat the catalyst.

[0071] In addition, it should be noted that catalyst heating is not required for engine starting within the entire temperature range. When the engine water temperature Water_Temp is low, the engine combustion is unstable due to fuel atomization. Catalyst heating will cause engine speed fluctuations and the risk of flameout in severe cases. Therefore, catalyst heating is prohibited when starting at low temperatures. When the engine water temperature Water_Temp is high, the fuel atomization effect is good, the engine combustion is stable, and the emission of pollutants is low, so catalyst heating is not required. Therefore, only when the engine water temperature Water_Temp is in the normal temperature range, catalyst heating is required for engine starting. In addition, environmental pressure usually varies with altitude. Considering the plateau situation, when the vehicle altitude is very low, the air is thin and the engine combustion is unstable, so catalyst heating is prohibited.

[0072] It should be understood that since there are two situations after the engine is started, the catalyst is heated and the catalyst is not heated, different characteristic curves need to be set for these two working conditions to control the intake volume and ignition angle of the throttle during the start. Therefore, when an engine start request is received, before starting the engine, the EMS (Engine Management System) will first collect the engine start water temperature and ambient pressure through sensors, and determine whether the activation conditions for catalyst heating are met based on the engine start water temperature and ambient pressure, and obtain the catalyst heating activation result. The engine start water temperature refers to the engine water temperature Water_Temp when the engine start request is received.

[0073] In a specific implementation, three calibration quantities can be set to control whether the catalyst heating is activated, namely: the upper limit of the water temperature for catalyst heating Water_Temp_CatHeat_Max (unit: ° C), the lower limit of the water temperature for catalyst heating Water_Temp_CatHeat_Min (unit: ° C) and the lower limit of the ambient pressure for catalyst heating Ambient_Pressure_Min (unit: kpa). Catalyst heating is allowed when the engine water temperature Water_Temp and the ambient pressure simultaneously meet the following conditions, otherwise catalyst heating is not allowed: (1) Water_Temp_CatHeat_Min≤engine water temperature Water_Temp≤Water_Temp_CatHeat_Max; (2) ambient pressure>Ambient_Pressure_Min. Among them, under normal circumstances, Water_Temp_CatHeat_Min can be set to 10°C, Water_Temp_CatHeat_Max can be set to 60°C, and Ambient_Pressure_Min can be set to 70kpa, and this embodiment does not limit this.

[0074] Step S20, obtaining the intake pressure and the engine speed, and determining the intake flow rate and the starting ignition angle based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure and the engine speed;

[0075] It should be noted that the intake air flow Air_Flow refers to the amount of air entering the engine cylinder, which is usually controlled by the opening of the throttle valve, and can also be further adjusted by the VVT ​​(Variable Valve Timing) system. During the process of starting the engine, the EMS will increase the intake air flow to ensure that there is enough air to mix with the fuel to form a combustible mixture. The starting ignition angle zwout refers to the ignition timing set to ensure that the mixture can ignite at the best time when the engine starts. This timing is usually expressed in crankshaft angle, that is, how many degrees before the piston reaches the top dead center, the ignition will start.

[0076] It should be understood that the intake air flow Air_Flow and the starting ignition angle zwout are used to control the starting speed when starting the engine. The larger the intake air flow during starting, the higher the starting speed; the larger the ignition angle during starting, the higher the starting speed. Too high a speed when the engine is started will cause loud noise, vibration, high fuel consumption, and high emission of pollutants, so it is necessary to control the starting speed of the engine within an appropriate range. In order to accurately control the starting speed of the engine, it is necessary to collect the intake pressure and engine speed when the start request is received, so as to determine the intake flow and the starting ignition angle according to at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure, and the engine speed.

[0077] In a feasible implementation, step S20 may include steps S21 to S22:

[0078] Step S21, determining the intake air flow rate based on the catalyst heating activation result, the engine starting water temperature and the intake air pressure;

[0079] It should be noted that a unique corresponding intake flow rate can be determined according to the catalyst heating activation result, the engine starting water temperature and the intake pressure.

[0080] In a feasible implementation, step S21 may include: determining a corresponding intake flow map based on the catalyst heating activation result; and determining the intake flow from the intake flow map based on the engine starting water temperature and the intake pressure.

[0081] It should be noted that different catalyst heating activation results correspond to different intake flow mapping diagrams. After determining the corresponding intake flow mapping diagram according to the catalyst heating activation result, the unique corresponding intake flow can be determined from the intake flow mapping diagram according to the engine starting water temperature and intake pressure. In order to ensure that the engine can start normally, the lower the engine starting water temperature, the higher the starting speed is required, and the larger the corresponding intake volume in the intake flow mapping diagram is required; similarly, in order to ensure that the engine can start normally, the lower the intake pressure, the higher the starting speed is required, and the larger the corresponding intake volume in the intake flow mapping diagram is.

[0082] For example, please refer to Figure 2 , Figure 2 The intake air flow map when the catalyst heating is activated is provided in the first embodiment of the engine start control method of the present application. Figure 2 As shown, the intake flow map during engine starting when catalyst heating is activated has an abscissa that is the engine starting water temperature (unit: ° C), an ordinate that is the intake pressure (unit: kPa), and a Z coordinate that is the intake flow rate Intake_Cat Heat_Map (unit: kg / h).

[0083] For example, please refer to Figure 3 , Figure 3 The intake air flow map when the catalyst heating is not activated is provided in the first embodiment of the engine start control method of the present application. Figure 3 As shown, the intake flow map during engine start when catalyst heating is not activated has the horizontal axis as engine start water temperature (unit: ° C), the vertical axis as intake pressure (unit: kpa), and the Z axis as intake flow Intake_NoC atHeat_Map (unit: kg / h). If the catalyst heating activation result is to activate catalyst heating, the intake flow is determined according to the following formula when the engine is started: Air_Flow = Intake_CatHeat_Map. If the catalyst heating activation result is to not activate catalyst heating, the intake flow is determined according to the following formula when the engine is started: Air_Flow = Intake_NoCatHeat_Map.

[0084] Step S22, determining a starting ignition angle based on the engine starting water temperature, the engine speed and the intake pressure.

[0085] It should be noted that, by determining the starting ignition angle according to the engine starting water temperature, the engine speed and the intake pressure, a unique corresponding starting ignition angle can be determined.

[0086] In a feasible implementation, step S22 may include: determining a basic starting ignition angle based on the engine starting water temperature and the engine speed; determining a compensated starting ignition angle based on the engine starting water temperature and the intake pressure; determining a starting ignition angle based on the basic starting ignition angle and the compensated starting ignition angle.

[0087] It should be noted that during the process of starting the engine, the starting ignition angle needs to be dynamically adjusted according to the engine starting water temperature and the engine speed. When starting the engine, the lower the engine water temperature, the worse the fuel atomization effect will be. At this time, it is more difficult to start the engine, and a larger ignition angle is required to provide greater torque so that the engine can start quickly. In the early stage of starting the engine, due to the low engine speed, a larger ignition advance angle is required to provide greater torque to enable the engine to overcome the starting resistance. As the engine speed increases, if the ignition advance angle is too large, it may cause incomplete combustion or excessive acceleration of the engine. At this time, it is necessary to appropriately reduce the ignition advance angle to ensure that the engine speed can drop normally.

[0088] In addition, it should be noted that the unique corresponding basic starting ignition angle can be determined from the basic starting ignition angle map according to the engine starting water temperature and the engine speed. Taking into account that the lower atmospheric pressure in plateau areas will lead to a reduction in the amount of air entering the engine cylinder, in order to adapt to this change, the starting ignition angle needs to be compensated. The smaller the intake pressure, the greater the plateau compensation required for the starting ignition angle in order to ensure that the engine can obtain sufficient power to start in plateau areas. In this regard, a compensatory starting ignition angle is added on the basis of the basic starting ignition angle, and the compensatory starting ignition angle can be uniquely determined from the compensatory starting ignition angle map according to the engine starting water temperature and the intake pressure. The starting ignition angle finally determined is equal to the sum of the basic starting ignition angle and the compensatory starting ignition angle.

[0089] For example, please refer to Figure 4 , Figure 4 This is a basic starting ignition angle mapping diagram for a certain vehicle model set in the first embodiment of the engine starting control method of this application. Figure 4 As shown, the horizontal coordinate of the basic starting ignition angle map is the engine speed (unit: rpm), the vertical coordinate is the engine starting water temperature (unit: ° C), and the Z coordinate is the basic starting ignition angle Ignition_Angle_Start_Map.

[0090] For example, please refer to Figure 5 , Figure 5 The compensation starting ignition angle mapping diagram for a certain vehicle type is provided in the first embodiment of the engine starting control method of this application. Figure 5As shown, the horizontal coordinate of the compensation starting ignition angle mapping diagram is the intake pressure (unit: kpa), the vertical coordinate is the engine starting water temperature (unit: ℃), and the Z coordinate is the compensation starting ignition angle Ignition_Angle_Corr_Altitude.

[0091] Exemplarily, the final starting ignition angle is determined according to the following formula: zwout=Ignition_Angle_Start_Map+Ignition_Angle_Corr_Altitude.

[0092] Step S30, obtaining the number of fuel injections and the shutdown duration, and determining a startup target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown duration;

[0093] It should be understood that the starting target air-fuel ratio refers to the target air-fuel ratio Air-F uel_Ratio_Target when the engine is started. When the air-fuel ratio is 1.0, it means that the injection amount and the intake amount can be completely burned. The air-fuel ratio at this time is called the theoretical air-fuel ratio; when the air-fuel ratio is 0.9, compared with the theoretical air-fuel ratio, 10% more fuel is injected, and it is in a rich state at this time. The same applies to other air-fuel ratios less than 1.0; when the air-fuel ratio is 1.1, compared with the theoretical air-fuel ratio, 10% less fuel is injected, and it is in a lean state at this time. The same applies to other air-fuel ratios greater than 1.0.

[0094] It should be noted that, considering that when starting the engine at low temperature, it is difficult to atomize the fuel, so starting is more difficult. Compared with starting the engine at normal temperature, more gasoline needs to be sprayed, that is, the lower the engine starting water temperature, the greater the amount of fuel injection; considering that the air is relatively thin in plateau conditions, more fuel needs to be sprayed at this time to ensure that the engine can start normally, that is, the greater the ambient pressure, the greater the amount of fuel injection; considering that the engine may need to spray fuel multiple times during the starting process to ensure successful starting, the increase in the number of injections will increase the temperature of the mixed gas and improve the evaporation efficiency of the fuel, that is, the greater the number of injections, the smaller the amount of fuel injection; considering that the engine has repeated starts (repeated starts refer to starting the engine again in a short time after the engine is turned off), when repeated starts, there is still unburned fuel in the cylinder or intake manifold during the last shutdown, so repeated starts require less fuel injection, that is, the longer the shutdown time, the smaller the amount of fuel injection. Therefore, in order to accurately calibrate the engine's starting target air-fuel ratio, it is necessary to determine the engine's starting target air-fuel ratio based on the engine starting water temperature, ambient pressure, number of injections, and shutdown time.

[0095] Step S40, controlling the engine start according to the intake air flow rate, the starting ignition angle and the starting target air-fuel ratio.

[0096] It should be noted that during the engine starting process, by adjusting the throttle to control the intake flow, the appropriate air mixture ratio can be ensured, thereby improving the combustion efficiency. At the same time, adjusting the starting ignition angle can optimize the ignition timing, so that the fuel is ignited at the best time and the power output is enhanced. The coordinated adjustment of the calibrated intake flow and the starting ignition angle can effectively control the starting speed of the engine, ensure the smooth start of the engine, achieve smooth start and reduce wear. The calibrated intake flow and starting target air-fuel ratio can accurately control the fuel injection amount during the engine starting process, avoid the mixture being too rich or too lean, optimize the combustion process, improve the combustion efficiency and reduce fuel waste.

[0097] In a feasible implementation manner, after step S40, steps S50 to S60 may also be included:

[0098] Step S50, when the catalyst heating activation result is activating catalyst heating, determining a catalyst heating speed based on the engine starting water temperature and the ambient pressure;

[0099] It should be understood that if the EMS determines that the current engine meets the activation conditions for catalyst heating based on the engine water temperature and ambient pressure before the engine is started, that is, when the catalyst heating activation result is to activate catalyst heating, the catalyst heating speed will be determined based on the engine starting water temperature and ambient pressure. The catalyst heating speed refers to the engine speed set to enable the catalyst to quickly reach its operating temperature, which is used for catalyst heating after the engine is started.

[0100] It should be noted that there are two characteristic curves for controlling the catalyst heating speed, including the catalyst heating speed EngineSpeed_CatHeat in the plain area and the catalyst heating speed correction EngineSpeed_Corr_Altitude in the plateau area. Among them, the catalyst heating speed EngineSpeed_CatHeat in the plain area can be determined according to the engine starting water temperature, and the catalyst heating speed correction EngineSpeed_Corr_Altitude in the plateau area can be determined according to the ambient pressure. The final catalyst heating speed is the sum of the catalyst heating speed EngineSpeed_CatHeat in the plain area and the catalyst heating speed correction EngineSpeed_Corr_Altitude in the plateau area. That is: catalyst heating speed = EngineSpeed_CatHeat + EngineSpeed_Corr_Altitude.

[0101] For example, please refer to Figure 6 , Figure 6The schematic diagram of the catalyst heating speed in a plain area for a certain vehicle type is provided in the first embodiment of the engine starting control method of the present application. Figure 6 As shown in the figure, the horizontal axis of EngineSpeed_CatHeat is the engine starting water temperature (unit: °C), and the vertical axis is the plain catalyst heating speed (unit: rpm). The setting of EngineSpeed_CatHeat needs to be set according to the characteristics of the catalyst and the performance of the pollutants emitted during the Type I test emission process. The higher the engine water temperature, the lower the catalyst heating speed.

[0102] For example, please refer to Figure 7 , Figure 7 The schematic diagram of catalyst heating speed correction for a certain vehicle type in a plateau area provided in the first embodiment of the engine starting control method of the present application is as follows. Figure 7 As shown, the horizontal axis of Engin eSpeed_Corr_Altitude is the ambient pressure (unit: kpa), and the vertical axis is the speed increment (rpm) of catalyst heating.

[0103] Exemplarily, the catalyst heating speed=the plain catalyst heating speed+the speed increment of the catalyst heating.

[0104] Step S60, when starting the engine, controlling the engine based on the catalyst heating speed to heat the catalyst.

[0105] It should be understood that after the catalyst heating speed is determined according to the engine starting water temperature and the ambient pressure, after starting the engine, the engine idle speed will be adjusted to reach the catalyst heating speed to generate more exhaust heat. The exhaust heat generated by the engine is transferred to the catalyst through the exhaust system, which can increase the catalyst temperature and heat the catalyst, ensuring that the catalyst can reach the operating temperature as soon as possible, and efficiently convert the exhaust pollutants shortly after the engine is started, meeting environmental protection requirements.

[0106] It should be noted that in the process of controlling the engine starting by starting speed, the quantities that need to be calibrated include:

[0107] (1) EngineSpeed_CatHeat: Catalyst heating speed in plain areas, which needs to be set based on the emission results of Type I test and the characteristics of the engine;

[0108] (2) EngineSpeed_Corr_Altitude: Catalyst heating speed correction in high altitude areas, which needs to be set according to the catalyst heating performance in different altitude areas;

[0109] (3) Intake_CatHeat_Map: The intake air flow rate when the catalyst heating is activated needs to be set when the catalyst heating is activated, at different starting water temperatures and at different altitudes;

[0110] (4) Intake_NoCatHeat_Map: Intake flow when catalyst heating is not activated. It is necessary to set the starting performance at different starting water temperatures and altitudes when catalyst heating is not activated.

[0111] (5) Ignition_Angle_Start_Map: basic starting ignition angle, which needs to be set according to the starting performance under different starting water temperatures;

[0112] (6) Ignition_Angle_Corr_Altitude: Compensates the starting ignition angle and needs to be set based on the starting speed performance at different altitudes.

[0113] For example, please refer to Figure 8 , Figure 8 This is a schematic diagram of the speed when the catalyst heating is activated provided in the first embodiment of the engine starting control method of this application. Figure 8 As shown in the figure, the engine starting water temperature is 20℃, and the catalyst heating is activated after starting. It is necessary to set the values ​​of the intake flow Intake_CatHeat_Map and the basic starting ignition angle Ignition_Angle_Start_Map when the catalyst heating is activated to ensure that the speed does not drop during the starting process and the peak of the starting speed is smoothly connected with the speed of the catalyst heating.

[0114] For example, please refer to Fig. 9 , Fig. 9 This is a schematic diagram of the speed when the catalyst heating is not activated provided in the first embodiment of the engine start control method of the present application. Fig. 9 As shown, the engine starting water temperature is 80℃, and the catalyst heating is not activated after starting. After the start is successful, the speed reaches the starting peak, and then the speed will rise to the series power generation speed at the slope EngineSpeed_Gradient (unit: rpm / s). The series power generation speed is set by the HCU (Hybrid Control Unit) according to the current SOC, vehicle speed and other conditions. It is necessary to set the values ​​of the intake flow Intake_NoCatHeat_Map and the basic starting ignition angle Ignition_Angle_Start_Map when the catalyst heating is not activated to ensure that the engine speed peak is within 1000rpm-1400rpm, and the speed will not drop during the start process.

[0115] The present embodiment provides an engine starting control method, which obtains the engine starting water temperature and the ambient pressure when an engine starting request is received, and determines whether to activate catalyst heating based on the engine starting water temperature and the ambient pressure to obtain a catalyst heating activation result; obtains the intake pressure and the engine speed, and determines the intake flow rate and the starting ignition angle based on the catalyst heating activation result, the engine starting water temperature, the intake pressure and the engine speed; obtains the number of injections and the shutdown time, and determines the starting target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of injections and the shutdown time; controls the engine starting according to the intake flow rate, the starting ignition angle and the starting target air-fuel ratio, and by taking into account various factors such as low temperature, plateau environment, the number of injections and the influence of repeated starts on the engine starting process when calibrating the engine starting control parameters, the engine starting process can be accurately controlled to achieve efficient and safe starting of the engine.

[0116] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Fig.10 , step S30 may include steps S31 to S32:

[0117] Step S31, determining a starting air-fuel ratio, a plateau compensation coefficient, and a repeated start correction coefficient based on at least one of the engine starting water temperature, the ambient pressure, the number of injections, and the shutdown duration;

[0118] It should be understood that, taking into account the effects of low temperature environment, altitude in plateau areas, number of fuel injections and repeated starts on the engine starting process, it is necessary to determine the corresponding unique starting air-fuel ratio, plateau compensation coefficient and repeated start correction coefficient according to at least one of the engine starting water temperature, ambient pressure, number of fuel injections and shutdown time.

[0119] In a feasible implementation, step S31 may include steps B11 to B13:

[0120] Step B11, determining a starting air-fuel ratio based on the engine starting water temperature and the number of fuel injections;

[0121] It should be understood that the unique corresponding starting air-fuel ratio Air-Fuel_Ratio_Start_MAP can be determined from the starting air-fuel ratio map according to the engine starting water temperature and the number of injections. Fig.11 , Fig.11 The starting air-fuel ratio mapping diagram of a certain vehicle model provided in the second embodiment of the engine starting control method of this application is as follows. Fig.11As shown in the figure, Air-Fuel_Ratio_Start_MAP is the main MAP for the starting target air-fuel ratio, the horizontal axis is the engine starting water temperature (unit: °C), the vertical axis is the number of injections (unit: times), and the Z axis is the starting air-fuel ratio. The Z axis should be set to less than or equal to 1.0, indicating that rich injection is required under all operating conditions.

[0122] Step B12, determining a plateau compensation coefficient based on the engine starting water temperature and the ambient pressure;

[0123] It should be understood that the unique corresponding altitude compensation coefficient Altitude_Corr_MAP can be determined from the altitude compensation coefficient map according to the engine starting water temperature and the ambient pressure. Fig.12 , Fig.12 This is a plateau compensation coefficient map for a certain vehicle type set in the second embodiment of the engine starting control method of this application. Fig.12 As shown in the figure, Altitude_Corr_MAP is the plateau compensation of the starting target air-fuel ratio, the horizontal axis is the engine starting water temperature (unit: ℃), the vertical axis is the ambient pressure (unit: kpa), and the Z coordinate is the plateau compensation coefficient of the starting target air-fuel ratio. The Z coordinate should be set to greater than or equal to 1, indicating that the injection needs to be enriched under plateau conditions.

[0124] Step B13, determining a repeated start correction coefficient based on the engine starting water temperature and the shutdown duration.

[0125] It should be understood that a unique corresponding plateau compensation coefficient can be determined from the repeated start correction coefficient map according to the engine starting water temperature and the shutdown time. Fig.13 , Fig.13 The following is a repeated start correction coefficient map for a certain vehicle type set in the second embodiment of the engine start control method of this application. Fig.13 As shown in the figure, Repeat_Start_MAP is the repeated start correction of the starting target air-fuel ratio, the horizontal axis is the engine starting water temperature (unit: ℃), the vertical axis is the engine shutdown time (unit: s), and the Z coordinate is the repeated start correction coefficient of the starting target air-fuel ratio. The Z coordinate should be set to less than or equal to 1.0, indicating that the injection should be diluted during repeated starts.

[0126] Step S32, determining a starting target air-fuel ratio based on the starting air-fuel ratio, the plateau compensation coefficient and the repeated start correction coefficient.

[0127] It should be noted that the starting target air-fuel ratio is the starting air-fuel ratio of the engine. After obtaining the starting air-fuel ratio Fuel_Ratio_Start_MAP, the plateau compensation coefficient Altitude_Corr_MAP and the repeated start correction coefficient Repeat_Start_MAP, the starting target air-fuel ratio Air-Fuel_Ratio_Target can be calculated according to the following formula: Air-Fuel_Ratio_Target = (1.0-Air-Fuel_Ratio_Start_MAP·Altitude_Corr_MAP·Repeat_Start_MAP)+1.0.

[0128] In addition, it should be noted that the starting air-fuel ratio Fuel_Ratio_Start_MAP, the plateau compensation coefficient Altitude_Corr_MAP and the repeated start correction coefficient Repeat_Start_MAP can be calibrated according to the following method:

[0129] (1) For the calibration of the starting air-fuel ratio Air-Fuel_Ratio_Start_MAP, you can set the Z coordinates of Altitud e_Corr_MAP and Repeat_Start_MAP to 1, and then refer to the preset version of Air-Fuel_Ratio_Start_MAP data of similar models. At each water temperature defined by the horizontal axis, perform a starting test to observe the performance of the air-fuel ratio during the starting process. The acceptance criteria are as follows: the air-fuel ratio has a reasonable downward trend, the air-fuel ratio bottoms out between 0.7-1.0, the air-fuel ratio has a reasonable upward trend, and the air-fuel ratio remains near 1.0 after it recovers. Please refer to Fig.14 , Fig.14 A schematic diagram of the starting air-fuel ratio provided for the second embodiment of the engine starting control method of the present application.

[0130] (2) For the calibration of the plateau compensation coefficient Altitude_Corr_MAP, after the calibration of Air-Fuel_Ratio_Start_MAP is completed, a starting test can be carried out on plateaus at different altitudes and at each water temperature defined by the horizontal axis to observe the air-fuel ratio performance during the starting process. The acceptance criteria are consistent with Air-Fuel_Ratio_Start_MAP.

[0131] (3) For the calibration of the repeated start correction factor Repeat_Start_MAP, after the calibration of Air-Fuel_Ratio_Start_MAP is completed, a repeated start test can be carried out at each water temperature defined by the horizontal axis and each shutdown time defined by the vertical axis to observe the air-fuel ratio performance during the starting process. The acceptance standard is consistent with Air-Fuel_Ratio_Start_MAP.

[0132] This embodiment determines the starting air-fuel ratio, the plateau compensation coefficient and the repeated start correction coefficient based on at least one of the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown time, determines the starting target air-fuel ratio based on the starting air-fuel ratio, the plateau compensation coefficient and the repeated start correction coefficient, dynamically adjusts the starting target air-fuel ratio according to specific conditions when the engine is started, such as the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown time, and accurately controls the fuel injection amount to ensure that the engine can start smoothly and reduce emissions in various environments.

[0133] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the engine starting control method of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0134] This application also provides an engine starting control device, please refer to Fig.15 , the engine starting control device comprises:

[0135] The request start module 10 is used to obtain the engine starting water temperature and the ambient pressure when receiving the engine starting request, and determine whether to activate the catalyst heating based on the engine starting water temperature and the ambient pressure to obtain the catalyst heating activation result;

[0136] The speed control module 20 is used to obtain the intake pressure and the engine speed, and determine the intake flow rate and the starting ignition angle based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure and the engine speed;

[0137] The air-fuel ratio control module 30 is used to obtain the number of fuel injections and the shutdown duration, and determine a startup target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown duration;

[0138] The starting control module 40 is used to control the engine starting according to the intake air flow rate, the starting ignition angle and the starting target air-fuel ratio.

[0139] The engine starting control device provided by the present application adopts the engine starting control method in the above embodiment, and can solve the technical problem of how to accurately control the engine starting process to achieve efficient and safe engine starting. Compared with the prior art, the beneficial effects of the engine starting control device provided by the present application are the same as the beneficial effects of the engine starting control method provided by the above embodiment, and the other technical features in the engine starting control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0140] In one embodiment, the speed control module 20 is further used to determine the intake flow rate based on the catalyst heating activation result, the engine starting water temperature and the intake pressure; and determine the starting ignition angle based on the engine starting water temperature, the engine speed and the intake pressure.

[0141] In one embodiment, the speed control module 20 is further used to determine a corresponding intake flow map based on the catalyst heating activation result; and determine the intake flow from the intake flow map based on the engine starting water temperature and the intake pressure.

[0142] In one embodiment, the speed control module 20 is further used to determine a basic starting ignition angle based on the engine starting water temperature and the engine speed; determine a compensated starting ignition angle based on the engine starting water temperature and the intake pressure; and determine a starting ignition angle based on the basic starting ignition angle and the compensated starting ignition angle.

[0143] In one embodiment, the air-fuel ratio control module 30 is further used to determine the starting air-fuel ratio, the plateau compensation coefficient and the repeated start correction coefficient based on at least one of the engine starting water temperature, the ambient pressure, the number of injections and the shutdown time; and determine the starting target air-fuel ratio based on the starting air-fuel ratio, the plateau compensation coefficient and the repeated start correction coefficient.

[0144] In one embodiment, the air-fuel ratio control module 30 is further used to determine the starting air-fuel ratio based on the engine starting water temperature and the number of injections; determine a plateau compensation coefficient based on the engine starting water temperature and the ambient pressure; and determine a repeated start correction coefficient based on the engine starting water temperature and the shutdown duration.

[0145] In one embodiment, the control start module 40 is further used to determine the catalyst heating speed based on the engine starting water temperature and the ambient pressure when the catalyst heating activation result is to activate the catalyst heating; when starting the engine, control the engine based on the catalyst heating speed to perform catalyst heating.

[0146] The present application provides an engine start control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the engine start control method in the above-mentioned embodiment one.

[0147] Reference below Fig.16 , which shows a schematic diagram of the structure of an engine start control device suitable for implementing the embodiment of the present application. The engine start control device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Fig.16 The engine start control device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0148] like Fig.16As shown, the engine start control device may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM 1004, various programs and data required for the operation of the engine start control device are also stored. The processing device 1001, ROM 1002, and RAM 1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 can allow the engine start control device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows an engine start control device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have alternatively.

[0149] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0150] The engine start control device provided by the present application adopts the engine start control method in the above embodiment, which can solve the technical problem of how to accurately control the engine start process to achieve efficient and safe engine start. Compared with the prior art, the beneficial effects of the engine start control device provided by the present application are the same as the beneficial effects of the engine start control method provided by the above embodiment, and the other technical features in the engine start control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0151] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0152] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0153] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the engine starting control method in the above-mentioned embodiment.

[0154] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0155] The computer-readable storage medium may be included in the engine starting control device; or may exist independently without being assembled into the engine starting control device.

[0156] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the engine starting control device, the engine starting control device: upon receiving an engine starting request, obtains the engine starting water temperature and the ambient pressure, and determines whether to activate catalyst heating based on the engine starting water temperature and the ambient pressure, and obtains a catalyst heating activation result; obtains the intake pressure and the engine speed, and determines the intake flow and the starting ignition angle based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure and the engine speed; obtains the number of injections and the shutdown time, and determines the starting target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of injections and the shutdown time; controls the engine starting according to the intake flow, the starting ignition angle and the starting target air-fuel ratio.

[0157] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0158] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0159] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0160] The readable storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned engine start control method, and can solve the technical problem of how to accurately control the engine start process to achieve efficient and safe engine start. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the engine start control method provided in the above-mentioned embodiment, and will not be repeated here.

[0161] The present application also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the engine start control method as described above are implemented.

[0162] The computer program product provided by the present application can solve the technical problem of how to accurately control the engine starting process to achieve efficient and safe engine starting. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the engine starting control method provided by the above embodiment, which will not be described in detail here.

[0163] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. An engine starting control method, characterized in that: The engine start control method comprises: When an engine start request is received, the engine start water temperature and the ambient pressure are obtained, and based on the engine start water temperature and the ambient pressure, it is determined whether to activate catalyst heating, thereby obtaining a catalyst heating activation result; Acquiring intake pressure and engine speed, and determining intake flow and starting ignition angle based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure and the engine speed; Obtaining the number of fuel injections and the shutdown duration, and determining a startup target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown duration; The engine start is controlled based on the intake air flow rate, the start ignition angle, and the start target air-fuel ratio.

2. The method according to claim 1, characterized in that The step of determining the intake flow rate and the starting ignition angle based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure and the engine speed comprises: determining an intake air flow rate based on the catalyst heating activation result, the engine starting water temperature, and the intake air pressure; An ignition angle is determined based on the engine starting water temperature, the engine speed, and the intake air pressure.

3. The method according to claim 2, characterized in that The step of determining the intake air flow rate based on the catalyst heating activation result, the engine starting water temperature and the intake air pressure comprises: determining a corresponding intake air flow map based on the catalyst heating activation result; An intake air flow rate is determined from the intake air flow rate map based on the engine starting water temperature and the intake air pressure.

4. The method according to claim 2, characterized in that The step of determining the starting ignition angle based on the engine starting water temperature, the engine speed and the intake pressure comprises: determining a basic starting ignition angle based on the engine starting water temperature and the engine speed; determining a compensated starting ignition angle based on the engine starting water temperature and the intake air pressure; A starting ignition angle is determined based on the basic starting ignition angle and the compensation starting ignition angle.

5. The method according to claim 1, characterized in that The step of determining the starting target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown duration includes: Determining a starting air-fuel ratio, a plateau compensation coefficient, and a repeated start correction coefficient based on at least one of the engine starting water temperature, the ambient pressure, the number of injections, and the shutdown duration; A starting target air-fuel ratio is determined based on the starting air-fuel ratio, the plateau compensation coefficient, and the repeated start correction coefficient.

6. The method according to claim 5, characterized in that The step of determining the starting air-fuel ratio, the plateau compensation coefficient and the repeated starting correction coefficient based on at least one of the engine starting water temperature, the ambient pressure, the number of injections and the shutdown duration comprises: determining a starting air-fuel ratio based on the engine starting water temperature and the number of fuel injections; determining a plateau compensation coefficient based on the engine starting water temperature and the ambient pressure; A repeated start correction factor is determined based on the engine starting water temperature and the shutdown duration.

7. The method according to any one of claims 1 to 6, characterized in that After the step of controlling the engine start according to the intake air flow rate, the starting ignition angle and the starting target air-fuel ratio, the method further includes: When the catalyst heating activation result is activating catalyst heating, determining a catalyst heating speed based on the engine starting water temperature and the ambient pressure; When the engine is started, the engine is controlled based on the catalyst heating speed to perform catalyst heating.

8. An engine starting control device, characterized in that: The device comprises: a request start module, configured to obtain the engine starting water temperature and the ambient pressure when receiving the engine starting request, and determine whether to activate the catalyst heating based on the engine starting water temperature and the ambient pressure, and obtain a catalyst heating activation result; a speed control module, configured to obtain an intake pressure and an engine speed, and determine an intake flow rate and a starting ignition angle based on at least one of the catalyst heating activation result, the engine starting water temperature, the intake pressure, and the engine speed; an air-fuel ratio control module, configured to obtain the number of fuel injections and the shutdown duration, and determine a startup target air-fuel ratio based on the engine starting water temperature, the ambient pressure, the number of fuel injections and the shutdown duration; A start control module is used to control the engine start according to the intake air flow, the start ignition angle and the start target air-fuel ratio.

9. An engine starting control device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the engine start control method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the engine start control method according to any one of claims 1 to 7 are implemented.

Images