Control method, system and device for engine starting in vehicle and vehicle

Abstract

The invention discloses a control method, system and device for engine starting in a vehicle and the vehicle. The method comprises the steps that the target rotating speed is obtained, and the target rotating speed is the rotating speed obtained in the process that the enhanced starter continuously adjusts the rotating speed of an engine in the vehicle; determining a first oil injection strategy in response to the fact that the target rotating speed is within the first rotating speed threshold range; in response to the fact that the target rotating speed enters a second rotating speed threshold range from the first rotating speed threshold range, the first oil injection strategy is switched into a second oil injection strategy, the combustion torque generated in the mixed gas combustion process of the engine is in positive correlation with the second rotating speed threshold range, and the second oil injection strategy is used for indicating that the engine is allowed to execute oil injection operation; under the second oil injection strategy, the ignition angle corresponding to the second rotating speed threshold range is determined; and controlling the engine to start according to the second oil injection strategy and the ignition angle. The technical problem that the impact force is large when the engine in the vehicle is started is solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a control method, system, device and vehicle for starting an engine in a vehicle. Background Art

[0002] At present, the engine starting condition is a key link in the vehicle starting stage, affecting the user's driving experience and the vehicle's performance. In the engine starting process of the related technology, the torque provided by the ordinary starter is limited, and the engine can only be dragged to a relatively low speed range, such as between 200-300rpm. In this speed range, the internal resistance of the engine is relatively large. In order to ensure that the engine can start smoothly, a larger ignition advance angle is required.

[0003] Although the above method can increase the instantaneous combustion torque of the mixture (mixed gas) and help the engine overcome the resistance during starting, it also brings a significant impact feeling during the first combustion, namely the so-called "starting shock". The starting shock not only affects the user's comfort, but also may cause excessive stress to certain parts of the engine. In the long run, it may accelerate the wear of the engine and reduce its service life. Therefore, there is still a technical problem of large impact force when the engine is started in the vehicle.

[0004] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0005] Embodiments of the present invention provide a control method, system, device and vehicle for starting an engine in a vehicle, so as to at least solve the technical problem of large impact force when starting the engine in the vehicle.

[0006] According to one aspect of an embodiment of the present invention, a control method for starting an engine in a vehicle is provided, wherein an enhanced starter is deployed in the vehicle, the method comprising: obtaining a target speed, wherein the target speed is a speed obtained during a process in which the enhanced starter continuously adjusts the engine speed in the vehicle; in response to the target speed being within a first speed threshold range, determining a first injection strategy, wherein the first injection strategy is used to indicate that the engine is prohibited from performing an injection operation; in response to the target speed entering a second speed threshold range from the first speed threshold range, switching the first injection strategy to a second injection strategy, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine in the process of burning a mixed gas is positively correlated with the second speed threshold range, and the second injection strategy is used to indicate that the engine is allowed to perform an injection operation; under the second injection strategy, determining an ignition angle corresponding to the second speed threshold range, wherein the ignition angle is positively correlated with the second speed threshold range; and controlling the engine start according to the second injection strategy and the ignition angle.

[0007] Optionally, the second speed threshold range includes multiple sub-speed threshold ranges, and the multiple sub-speed threshold ranges do not overlap. In response to the target speed entering the second speed threshold range from the first speed threshold range, the first injection strategy is switched to the second injection strategy, including: in response to the target speed entering the first sub-speed threshold range among the multiple sub-speed threshold ranges from the first speed threshold range, the first injection strategy is switched to the second injection strategy.

[0008] Optionally, under the second injection strategy, determining an ignition angle corresponding to a second speed threshold range includes: under the second injection strategy, determining a first ignition angle corresponding to a first sub-speed threshold range, wherein the first ignition angle is less than the angle threshold, and the first ignition angle is used to make the engine unburned mixture.

[0009] Optionally, the method also includes: obtaining a first duration during which the target speed does not enter a first sub-speed threshold range from a first speed threshold range; in response to the first duration exceeding the duration threshold, controlling the enhanced starter to stop adjusting the engine speed and prohibiting the engine from performing fuel injection operations.

[0010] Optionally, the method further includes: in response to the target speed entering a second sub-speed threshold range among multiple sub-speed threshold ranges from the first sub-speed threshold range, maintaining the second injection strategy, wherein the second sub-speed threshold range is greater than the first sub-speed threshold range.

[0011] Optionally, under the second injection strategy, an ignition angle corresponding to a second speed threshold range is determined, including: under the second injection strategy, a second ignition angle corresponding to a second sub-speed threshold range is determined, wherein the second ignition angle is greater than the first ignition angle corresponding to the first sub-speed threshold range, and the second ignition angle is used to enable the engine to generate a first combustion torque during the process of burning the mixture, and the first combustion torque is less than the first torque threshold.

[0012] Optionally, the method also includes: obtaining a second time duration during which the target speed has not entered a second sub-speed threshold range from a first sub-speed threshold range; in response to the second time duration exceeding the time duration threshold, controlling the enhanced starter to stop adjusting the engine speed and prohibiting the engine from performing fuel injection operations.

[0013] Optionally, the method further includes: in response to the target speed entering a third sub-speed threshold range among multiple sub-speed threshold ranges from the second sub-speed threshold range, maintaining the second injection strategy, wherein the third sub-speed threshold range is greater than the second sub-speed threshold range.

[0014] Optionally, under the second injection strategy, an ignition angle corresponding to a second speed threshold range is determined, including: under the second injection strategy, a third ignition angle corresponding to a third sub-speed threshold range is determined, wherein the third ignition angle is greater than the second ignition angle corresponding to the second sub-speed threshold range, and the third ignition angle is used to enable the engine to generate a second combustion torque in the process of burning the mixture gas, the second combustion torque exceeds the first combustion torque corresponding to the second ignition angle and is less than the second torque threshold, and the second ignition angle is used to enable the engine to generate the first combustion torque in the process of burning the mixture gas.

[0015] Optionally, the method also includes: obtaining a third time duration during which the target speed has not entered a third sub-speed threshold range from a second sub-speed threshold range; in response to the third time duration exceeding the time duration threshold, controlling the enhanced starter to stop adjusting the engine speed and prohibiting the engine from performing fuel injection operations.

[0016] According to another aspect of an embodiment of the present invention, a control system for engine starting in a vehicle is also provided, and the system may include: an enhanced starter, used to continuously adjust the speed of the engine in the vehicle to obtain a target speed; a controller, used to determine a first injection strategy in response to the target speed being within a first speed threshold range, wherein the first injection strategy is used to indicate that the engine is prohibited from performing an injection operation; in response to the target speed entering a second speed threshold range from the first speed threshold range, the first injection strategy is switched to a second injection strategy, wherein the second speed threshold range is greater than the first speed threshold range, and the combustion torque generated by the engine in the process of burning the mixed gas is positively correlated with the second speed threshold range, and the second injection strategy is used to indicate that the engine is allowed to perform an injection operation; under the second injection strategy, an ignition angle corresponding to the second speed threshold range is determined, wherein the ignition angle is positively correlated with the second speed threshold range; and the engine start is controlled according to the second injection strategy and the ignition angle.

[0017] According to another aspect of an embodiment of the present invention, a control device for starting an engine in a vehicle is also provided, wherein an enhanced starter is deployed in the vehicle, comprising: an acquisition unit, for acquiring a target speed, wherein the target speed is a speed obtained during the process of the enhanced starter continuously adjusting the engine speed in the vehicle; a first determination unit, for determining a first injection strategy in response to the target speed being within a first speed threshold range, wherein the first injection strategy is used to indicate that the engine is prohibited from performing an injection operation; a switching unit, for switching the first injection strategy to a second injection strategy in response to the target speed entering a second speed threshold range from the first speed threshold range, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine in the process of burning a mixed gas is positively correlated with the second speed threshold range, and the second injection strategy is used to indicate that the engine is allowed to perform an injection operation; a second determination unit, for determining an ignition angle corresponding to the second speed threshold range under the second injection strategy, wherein the ignition angle is positively correlated with the second speed threshold range; and a control unit, for controlling the engine start according to the second injection strategy and the ignition angle.

[0018] According to another aspect of an embodiment of the present invention, a vehicle is provided, including: a memory and a processor, wherein the memory stores an executable program; and the processor is used to run the program, wherein any one of the above methods is executed when the program is run.

[0019] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored program, wherein when the program is executed, a processor of a device is controlled to execute any one of the above methods.

[0020] According to another aspect of an embodiment of the present invention, there is also provided an electronic device, comprising: one or more processors; a storage device for storing one or more programs; and a method in which, when the one or more programs are executed by the one or more processors, the one or more processors execute any one of the above methods.

[0021] In an embodiment of the present invention, an enhanced starter can be deployed in a vehicle. In the process of continuously adjusting the engine speed of the vehicle using the enhanced starter, the target speed of the engine can be obtained in real time. When it is detected that the target speed is in the first speed threshold range, the first injection strategy can be determined, that is, when the target speed is in the first speed threshold range, the engine is prohibited from performing the injection operation. When it is detected that the target speed increases and enters the larger second speed threshold range from the first speed threshold range, the first injection strategy can be switched to the second injection strategy, that is, when the target speed is in the second speed threshold range, the engine can be allowed to perform the injection operation. Under the second injection strategy, the ignition angle corresponding to the second speed threshold range can be determined. And according to the second injection strategy and the ignition angle, the engine is controlled to perform the injection operation and the engine is controlled to start.

[0022] In this embodiment, an enhanced starter is introduced to control the engine start, so as to improve the user's comfort experience under the engine start condition. Specifically, in the initial stage of starting, due to the low target speed, the fuel injection operation can be prohibited to avoid the premature combustion of the mixture at low speed, thereby reducing the combustion torque impact during the first combustion, that is, reducing unnecessary combustion torque consumption in the initial stage of starting, reducing the starting energy consumption, and ensuring the full combustion of the engine in the later stage of starting, thereby increasing the success rate of starting. When the target speed is high, the fuel injection operation can be allowed to be performed, and the ignition angle can be gradually increased according to the increase of the target speed, so that the combustion torque of the engine increases slightly, which can not only reduce the starting impact, but also ensure the stability of the combustion process, that is, by gradually adjusting the ignition angle, a smooth transition of the combustion torque of the engine is achieved, and additional impact caused by unstable combustion is avoided. Through the above method, the technical effect of reducing the impact force when the engine starts in the vehicle is achieved, and the technical problem of large impact force when the engine starts in the vehicle is solved. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0024] Figure 1 is a flow chart of a method for controlling engine starting in a vehicle according to an embodiment of the present invention;

[0025] Figure 2 is a flow chart of a control method for reducing impact during engine starting conditions according to an embodiment of the present invention;

[0026] Figure 3 is a system block diagram of a control system for engine starting in a vehicle according to an embodiment of the present invention;

[0027] Figure 4 is a structural block diagram of a control device for starting an engine in a vehicle according to an embodiment of the present invention;

[0028] Figure 5 is a structural block diagram of an autonomous driving vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0029] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0031] According to an embodiment of the present invention, a method embodiment of controlling engine starting in a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0032] Figure 1 FIG. 1 is a flow chart of a method for controlling engine starting in a vehicle according to an embodiment of the present invention. Figure 1 As shown, the method may include the following steps:

[0033] Step S102, obtaining the target rotation speed.

[0034] In the technical solution provided in the above step S102 of the present invention, an enhanced starter can be deployed in the vehicle. The enhanced starter is designed to address the performance and functional limitations of ordinary starters. Its main features are that it has a higher torque output capacity and can adopt the engine starting control method of the embodiment of the present invention to alleviate the impact force of the engine during the starting process. The target speed can be the speed obtained in the process of the enhanced starter continuously adjusting the engine speed in the vehicle.

[0035] In this embodiment, during the process of continuously adjusting the engine speed in the vehicle by the enhanced starter, the target speed of the engine may be obtained.

[0036] Optionally, the process of adjusting the engine speed by the enhanced starter is detected in real time by an electronic control unit (ECU) in the vehicle, that is, the real-time state of the engine can be detected by the ECU, for example, the real-time target speed during the engine speed adjustment process can be detected.

[0037] It should be noted that the above method for obtaining the target speed is only an example and is not specifically limited here. As long as the process and method can detect the enhanced starter to adjust the engine speed, it is within the protection scope of the embodiments of the present invention.

[0038] Step S104: in response to the target speed being within a first speed threshold range, determining a first fuel injection strategy.

[0039] In the technical solution provided in the above step S104 of the present invention, the first injection strategy can be used to indicate that the engine is prohibited from performing the injection operation. The first speed threshold range can be used to indicate the initial stage of engine starting, when the speed is relatively low (low speed), and the first speed threshold range of the target speed in this stage can be at a relatively low value. The maximum value of the first speed threshold range can be represented by the A speed. The first speed threshold range can be a preset speed range, or it can be a speed range set by itself according to the actual situation of the engine of different vehicles, for example, it can be preset to 0rpm to 600rpm. That is, the A speed can be 600rpm.

[0040] It should be noted that the setting method and speed range of the above-mentioned first speed threshold range are only for illustration and are not specifically limited here. As long as it can ensure that before the engine speed reaches the suitable combustion condition, premature injection and ignition are avoided, and the impact and possible engine damage caused by incomplete combustion are prevented, the first speed threshold range with a lower speed is set within the protection scope of the embodiment of the present invention.

[0041] In this embodiment, after obtaining the target speed, it can be determined whether the target speed is still within the first speed threshold range. When the target speed is within the first speed threshold range, the first injection strategy can be determined. That is, in the early stage of engine starting, although the enhanced starter is working to increase the engine speed, the injection operation is not allowed to be performed on the engine.

[0042] Optionally, at low speeds, the combustion conditions inside the engine (e.g., air intake volume, mixture quality, etc.) are often poor, and premature fuel injection and ignition may result in incomplete combustion of the mixture, generating a greater impact force, affecting the user experience and the long-term health of the engine. At low speeds, the fuel injection operation may be prohibited until the engine speed reaches a level more suitable for combustion, and then the fuel injection operation may be performed. The above method can help optimize combustion conditions and reduce the impact on other components and users in the vehicle.

[0043] In an embodiment of the present invention, at the initial stage of engine starting, it is considered that excessive fuel injection may cause excessive mixture in the combustion chamber of the engine, which will not only have a negative impact on combustion, but may also cause flooding, that is, the mixture cannot be completely burned and accumulates inside the engine, affecting the normal operation of the engine. In the above case, the injection operation can be prohibited until the speed reaches a preset threshold (for example, A speed), which can effectively prevent flooding and ensure the reliability and safety of the engine. By delaying the injection operation until the engine speed reaches a higher level, it can help to improve the starting efficiency. This is because a higher speed means that the resistance inside the engine has been overcome, and at this time, the injection and ignition will be more effective, which helps to quickly reach a stable operating state and reduce the starting time.

[0044] Step S106 , in response to the target speed entering the second speed threshold range from the first speed threshold range, switching the first injection strategy to the second injection strategy.

[0045] In the technical solution provided in the above step S106 of the present invention, the second injection strategy can be used to indicate that the engine is allowed to perform injection operations. The combustion torque generated by the engine in the process of burning the mixed gas is positively correlated with the second speed threshold range. The second speed threshold range is greater than the first speed threshold range, that is, the second speed threshold range is a speed interval higher than the maximum value (A speed) of the first speed threshold range. For example, the second speed threshold range can be a speed range higher than 600rpm. This is only an example and is not specifically limited. The second speed threshold range can be used to indicate the stage when the engine begins to have stable combustion conditions and can safely perform injection and ignition operations. The combustion torque (referred to as torque in the embodiment of the present invention) generated by the engine in the process of burning the mixed gas is positively correlated with the second speed threshold range, indicating that as the engine speed increases, the combustion torque will gradually increase.

[0046] In this embodiment, during the process of continuously adjusting the engine speed through the enhanced starter, the target speed will gradually increase. If the target speed enters the second speed threshold range from the first speed threshold range, the first injection strategy can be switched to the second injection strategy, allowing the engine to perform injection operations.

[0047] Optionally, within the second speed threshold range, the intake volume and the quality of the mixture of the engine are improved, and allowing the injection operation helps to establish a stable combustion process, so that the engine can smoothly transition to the running state. In the case where the engine speed enters the second speed threshold range, the injection operation can be allowed to be performed, and the continuous increase and time limit of the engine speed are detected. If the speed cannot continuously exceed the subsequent speed threshold, or the time exceeds the preset time limit, the injection and starter operation can be stopped immediately to protect the engine and starter from damage.

[0048] Optionally, when the engine speed reaches the second speed threshold range, the second injection strategy can be switched to allow the injection operation to be performed, thereby controlling the increase in the combustion torque, ensuring the smoothness and safety of the engine starting process, effectively reducing the starting shock, and improving the user's driving experience. The above method can accurately control the combustion process of the engine and achieve effective management of the starting shock (impact force).

[0049] Step S108: determining an ignition angle corresponding to a second speed threshold range under a second injection strategy.

[0050] In the technical solution provided in the above step S108 of the present invention, the ignition angle is positively correlated with the second speed threshold range. That is, as the engine speed increases, the ignition angle will gradually increase. The ignition angle may refer to the advance angle (degree) of the ignition system ignition before the engine piston is at the top dead center.

[0051] In this embodiment, when the target speed enters the second speed threshold range, an ignition angle corresponding to the second speed threshold range may be determined under the second injection strategy.

[0052] Alternatively, when the engine speed is low, due to the limitations of factors such as the intake volume and the quality of the mixture, even if a larger ignition angle is used, the combustion efficiency and torque output may not necessarily be significantly improved, but may lead to incomplete combustion. However, when the engine speed is increased to the second speed threshold range, the combustion conditions are improved. At this time, a moderate increase in the ignition angle can improve the combustion efficiency and ensure that the mixture is ignited at the right time, thereby obtaining a smoother and more efficient combustion process and reducing the starting impact on other components in the vehicle and the user.

[0053] Optionally, the increase in combustion torque is closely related to the adjustment of the ignition angle. Under the second injection strategy, as the ignition angle increases moderately, the combustion torque will gradually increase. By controlling the increase in the ignition angle, the increase in combustion torque can be accurately controlled to avoid the shock caused by the sudden increase in torque and ensure a smooth start of the engine.

[0054] Optionally, during the engine starting process, the ignition angle can be dynamically adjusted according to the real-time changes in the engine speed. When the engine speed just enters the second speed threshold range, the initial ignition angle may be set to a minimum value (for example, -30 degrees) to control the increase in combustion torque. As the engine speed further increases, the ignition angle will gradually increase until it reaches a larger value (for example, 5 degrees) that can ensure combustion stability. This dynamic adjustment mechanism allows the ignition angle to be flexibly adjusted according to the real-time state of the engine, thereby achieving precise control of the combustion process.

[0055] In the embodiment of the present invention, by determining the ignition angle corresponding to the second speed threshold range, the engine starting process is further optimized. The above-mentioned dynamic adjustment strategy of the ignition angle ensures a smooth increase in combustion torque, reduces the starting shock, and improves the engine starting performance and the user driving experience.

[0056] Optionally, the combustion torque generated by the engine during the combustion of the mixed gas is positively correlated with the second speed threshold range. This means that as the engine speed increases, the combustion torque will gradually increase, but in order to reduce the starting shock, a smaller ignition angle (for example, -30 degrees) can be provided when the fuel injection begins to control the initial increase in the combustion torque and ensure the smoothness of the engine starting process. In the process of transitioning from the first speed threshold range to the second speed threshold range, the ignition angle can be adjusted, starting from a smaller ignition angle (for example, -30 degrees), and gradually increasing the ignition angle as the engine speed further increases (for example, when the speed reaches speed B, the ignition angle is adjusted from -30 degrees to 0 degrees). Through the above-mentioned dynamic adjustment strategy, the sudden increase in combustion torque is avoided, and the shock that may be caused by premature ignition is prevented.

[0057] In the embodiment of the present invention, when the enhanced starter is used to control the engine starting process, the target speed of the engine can be continuously monitored and compared with the second speed threshold range. Once the target speed is in the second speed threshold range, that is, it reaches or exceeds the A speed (for example, 600rpm), it can automatically switch to the subsequent second injection strategy, allowing appropriate injection and gradually adjusting the ignition angle to achieve a smoother starting process. Through the above dynamic adjustment mechanism, it is ensured that the engine starting control strategy can be optimized in real time according to the actual state of the engine, so as to achieve a suitable starting effect.

[0058] Step S110, controlling the engine to start according to the second fuel injection strategy and ignition angle.

[0059] In the technical solution provided in the above step S110 of the present invention, after determining the ignition angle corresponding to the second speed threshold range under the second injection strategy, the engine start can be controlled according to the second injection strategy and the ignition angle.

[0060] Optionally, the second injection strategy and the determined ignition angle are applied to the actual operation of the engine to optimize the starting process and reduce the impact on other components and users in the vehicle.

[0061] Optionally, the engine starting process is optimized under the combined effect of the second injection strategy and the ignition angle. The precise control of the start of the injection operation and the ignition timing ensures that the engine can start combustion at a higher speed, thereby reducing the impact of the combustion moment. Through the above method, not only the smoothness of the starting process is improved, but also the comfort of the engine starting is improved by controlling the increase of the combustion torque, and the vibration and noise impact on the user are reduced.

[0062] In the above steps S102 to S110 of the present application, an enhanced starter can be deployed in the vehicle. In the process of continuously adjusting the engine speed of the vehicle using the enhanced starter, the target speed of the engine can be obtained in real time. When the target speed is within the first speed threshold range, the engine is prohibited from performing the injection operation. When the target speed is within the second speed threshold range, the engine can be allowed to perform the injection operation. Under the second injection strategy, the ignition angle corresponding to the second speed threshold range can be determined. And according to the second injection strategy and the ignition angle, the engine is controlled to perform the injection operation and the engine is controlled to start. In this embodiment, an enhanced starter is introduced to control the engine start to improve the user's comfort experience under the engine start condition. In this embodiment, at the initial start, due to the low target speed, the injection operation can be prohibited to avoid the premature combustion of the mixture at low speed, thereby reducing the combustion torque impact during the first combustion, that is, reducing unnecessary combustion torque consumption at the initial start, reducing the starting energy consumption, and at the same time ensuring the full combustion of the engine in the later stage of starting, increasing the success rate of starting. When the target speed is high, the fuel injection operation can be allowed to be performed, and the ignition angle can be gradually increased according to the increase in the target speed, so that the combustion torque of the engine increases slightly, which can not only reduce the starting shock, but also ensure the stability of the combustion process, that is, by gradually adjusting the ignition angle, a smooth transition of the combustion torque of the engine is achieved, avoiding additional shocks caused by unstable combustion. Through the above method, the technical effect of reducing the impact force when the engine is started in the vehicle is achieved, and the technical problem of large impact force when the engine is started in the vehicle is solved.

[0063] The following further describes how to adjust the fuel injection strategy when the target speed enters the second speed threshold range from the first speed threshold range of this embodiment.

[0064] As an optional implementation method, step S106, the second speed threshold range includes multiple sub-speed threshold ranges, the multiple sub-speed threshold ranges do not overlap, and in response to the target speed entering the second speed threshold range from the first speed threshold range, the first injection strategy is switched to the second injection strategy, including: in response to the target speed entering the first sub-speed threshold range among the multiple sub-speed threshold ranges from the first speed threshold range, the first injection strategy is switched to the second injection strategy.

[0065] In an embodiment, when the target speed enters the second speed threshold range from the first speed threshold range, if the target speed enters the first sub-speed threshold range of the multiple sub-speed threshold ranges in the second speed threshold range, the first injection strategy can be switched to the second injection strategy. The second speed threshold range may include multiple sub-speed threshold ranges (sub-ranges), for example, the interval of the speed exceeding 600rpm can be divided into multiple intervals. There is no overlap between the multiple sub-speed threshold ranges. The first sub-speed threshold range may be an interval just passed from the first speed threshold range, for example, it may be an interval exceeding the speed A but not reaching the speed B (for example, 800rpm).

[0066] It should be noted that the size of the sub-speed threshold range in the above-mentioned second speed threshold range, and the minimum and maximum speeds in the first sub-speed threshold range, are only for illustration and are not specifically limited here.

[0067] In an embodiment of the present invention, the adjustment of the injection strategy can be further refined in the engine starting control method. By splitting the second speed threshold range into multiple sub-speed threshold ranges, the combustion process of the engine can be more accurately controlled to achieve smoother starting and smaller starting shock.

[0068] Optionally, the second speed threshold range is subdivided into a plurality of sub-speed threshold ranges, each sub-speed threshold range corresponds to each stage of engine starting, and each sub-speed threshold range corresponds to an ignition angle of a corresponding size. Through the above-mentioned refinement method of the second speed threshold range, more precise control can be implemented according to slight changes in the actual engine speed at each stage of engine starting. For example, the second speed threshold range can be set between 600rpm and 1000rpm. The second speed threshold range can be subdivided into two sub-speed threshold ranges. Among them, the first sub-speed threshold range can be set between 600rpm and 800rpm. The second sub-speed threshold range can be set between 800rpm and 1000rpm. Through the subdivision of the above-mentioned second speed threshold range, it is possible to adjust parameters such as the injection amount and the ignition angle according to the engine state in different sub-ranges, so as to achieve refined management of the combustion process.

[0069] In the embodiment of the present invention, by subdividing the second speed threshold range into multiple sub-ranges and implementing different injection strategies and ignition angle adjustments in each sub-range, the above method can significantly improve the user's driving experience under the engine starting condition. During the engine starting process, the torque increases smoothly, reducing unnecessary impact. At the same time, by optimizing the combustion process, the engine performance and efficiency are improved, fuel consumption and emissions are reduced, and the user's comfort and satisfaction are enhanced.

[0070] The following further describes how to determine the ignition angle corresponding to the second speed threshold range under the second injection strategy of this embodiment.

[0071] As an optional embodiment, under the second injection strategy, an ignition angle corresponding to a second speed threshold range is determined, including: under the second injection strategy, a first ignition angle corresponding to a first sub-speed threshold range is determined, wherein the first ignition angle is less than the angle threshold, and the first ignition angle is used to make the engine unburned mixture.

[0072] In an embodiment, under the second injection strategy, in the process of determining the ignition angle corresponding to the second speed threshold range, a first ignition angle corresponding to the first sub-speed threshold range can be determined. Among them, the first ignition angle is less than the angle threshold, and the first ignition angle can be used to make the engine unburned mixed gas. The first ignition angle is set to be less than an angle threshold, in order to ensure that the mixed gas is established inside the engine, but does not immediately trigger combustion. The angle threshold can be an extremely small negative value, such as -30 degrees. The first ignition angle can also be called the minimum ignition angle or the minimum ignition angle. It should be noted that the size of the above-mentioned angle threshold is only for example, and no specific limitation is made here.

[0073] Optionally, when the target speed of the engine enters the first sub-speed threshold range (e.g., 600 rpm to 800 rpm) in the second speed threshold range from the first speed threshold range (e.g., less than 600 rpm), the first injection strategy can be switched to the second injection strategy. The second injection strategy allows the engine to start injecting fuel, but the fuel injection amount and ignition angle of the engine are still in an initial stage of control to ensure that the engine smoothly transitions to the combustion state. Within the first sub-speed threshold range, the fuel injection amount and ignition angle can be adjusted according to the actual engine speed to control the initial increase in combustion torque, ensuring that the engine can run smoothly with a smaller torque when it just enters the combustion state, avoiding the strong impact caused by the sudden increase in torque.

[0074] Optionally, as the engine speed further increases, the fuel injection strategy and ignition angle may be dynamically adjusted according to the different sub-speed threshold ranges that the engine is in. For example, when the engine speed enters the second sub-speed threshold range (e.g., 800rpm to 1000rpm), the fuel injection amount and ignition angle may be increased to adapt to the higher speed requirement and further improve the combustion efficiency, but at the same time, the increase in torque is still controlled to ensure the smoothness of the engine starting process.

[0075] Optionally, the adjustment of the ignition angle under the second injection strategy is further refined to adapt to the different stages of engine speed increase, ensuring the optimization of the combustion process and the reduction of the starting shock.

[0076] Optionally, when the engine enters the second speed threshold range (e.g., more than 600 rpm) from the first speed threshold range (e.g., less than 600 rpm), it is detected that the engine speed first enters the first sub-speed threshold range (e.g., 600 rpm to 800 rpm). At this time, the first ignition angle corresponding to the first sub-speed threshold range can be determined.

[0077] Optionally, when the engine just starts to allow fuel injection, a very small first ignition angle (which may even be a negative value) is used to ensure that the fuel forms an oil film in the intake manifold and inside the engine, and the mixture is established, but it does not burn immediately. The purpose of the above method is to create a more stable and optimized combustion environment inside the engine to prepare for subsequent combustion. By controlling the first ignition angle to be less than the angle threshold, premature combustion of the mixture can be avoided when the engine speed is low, thereby reducing the impact caused by the sudden increase in combustion torque. For users, this means a smoother engine starting process and an improved driving experience.

[0078] Optionally, the setting of the first ignition angle is not static. As the engine speed further increases, the ignition angle can be dynamically adjusted according to the different sub-speed threshold ranges in which the engine is located. For example, when the engine speed first enters the first sub-speed threshold range, the first ignition angle may be set to a very small negative value (for example, -30 degrees). However, when the engine speed continues to increase and enters the second sub-speed threshold range (for example, 800rpm to 1000rpm), the ignition angle can be adjusted to an angle that can ensure that the mixture begins to burn (such as 0 degrees or a positive value) to achieve a smooth start of the engine.

[0079] In the embodiment of the present invention, by using the first ignition angle at the initial stage of engine starting, the embodiment can effectively optimize the initial stage of the engine combustion process, reduce the starting shock, and improve the user's driving experience. The control strategy of the first ignition angle not only ensures a smooth transition of the combustion process, but also helps to improve combustion efficiency, reduce fuel consumption and emissions, thereby improving the performance and environmental protection of the engine as a whole.

[0080] In summary, by determining the first ignition angle corresponding to the first sub-speed threshold range under the second injection strategy, the embodiment of the present invention can achieve more refined control of the engine combustion process. This strategy not only reduces the starting shock and improves the driving experience, but also optimizes the combustion efficiency of the engine and reduces fuel consumption and emissions.

[0081] The following further describes the process of how to control the vehicle when the target speed does not enter the first sub-speed threshold range from the first speed threshold range in this embodiment.

[0082] As an optional embodiment, the method also includes: obtaining a first duration during which the target speed does not enter a first sub-speed threshold range from a first speed threshold range; in response to the first duration exceeding the duration threshold, controlling the enhanced starter to stop adjusting the engine speed and prohibiting the engine from performing fuel injection operations.

[0083] In an embodiment, if the target speed does not enter the first sub-speed threshold range from the first speed threshold range, the first duration that does not enter the first sub-speed threshold range can be obtained. It can be determined whether the first duration exceeds the duration threshold, that is, whether the time is exceeded. If the first duration exceeds the duration threshold, the enhanced starter can be controlled to stop adjusting the engine speed, and the engine is prohibited from performing fuel injection operations. Among them, the duration threshold can be a pre-set duration, or it can be a duration set by itself according to the actual engine starting situation. The duration threshold is set based on the performance of the engine and the starter and safety considerations during the starting process. It should be noted that the above-mentioned setting method of the duration threshold is only for example, and no specific limitation is made here.

[0084] Optionally, the above method can further enhance the safety and reliability of the engine starting control strategy, that is, by introducing a time detection mechanism to ensure that during the starting process, if the engine speed fails to reach the first sub-speed threshold range within a preset time, protective measures will be taken to prevent damage to the engine or starter.

[0085] Optionally, at the initial stage of engine start-up, when the target speed is in a first speed threshold range (e.g., below 600 rpm) and fails to enter a first sub-speed threshold range (e.g., 600 rpm to 800 rpm) within the expected time, timing can be started to monitor the duration of the state in which the engine fails to reach the first sub-speed threshold range, i.e., the first duration.

[0086] Optionally, a time threshold is preset, and if the first time exceeds the time threshold, it indicates that the engine encounters some resistance or obstacle during the starting process, resulting in a slow increase in speed. At this time, a protection mechanism can be activated to control the enhanced starter to stop working and prohibit the engine from performing a fuel injection operation.

[0087] In the embodiment of the present invention, the enhanced starter has its maximum continuous working time and power limit when it is set. If the engine speed fails to reach the first sub-speed threshold range for a long time, the starter will be in a high-load state and there is a risk of overheating or damage. By setting the duration threshold, overloading of the starter can be avoided and the starter can be protected from damage. When the engine fails to reach a speed suitable for combustion, long-term continuous fuel injection may cause excessive mixture, excessively thick oil film, and even the fuel inside the engine cannot be fully burned, resulting in flooding of the cylinder, affecting the normal starting and operation of the engine. By prohibiting the fuel injection operation, this potential damage can be avoided to ensure that the engine runs under safe conditions.

[0088] In summary, the introduction of the above time detection and protection mechanism not only enhances the safety of the engine starting process and reduces the possible failures caused by starter overload or engine flooding, but also plays a positive role in improving the user's driving experience. In the event of engine starting obstruction, it can quickly identify and take measures, avoiding long waiting times and unnecessary noise or vibration, and improving the smoothness and reliability of the starting process.

[0089] The following further describes the process of how to control the vehicle when the target speed enters the second sub-speed threshold range from the first sub-speed threshold range of this embodiment.

[0090] As an optional embodiment, the method also includes: in response to the target speed entering a second sub-speed threshold range among multiple sub-speed threshold ranges from a first sub-speed threshold range, maintaining a second injection strategy, wherein the second sub-speed threshold range is greater than the first sub-speed threshold range.

[0091] In an embodiment, when the target speed enters a second sub-speed threshold range from the first sub-speed threshold range in the plurality of sub-speed threshold ranges, the second injection strategy may be maintained, wherein the second sub-speed threshold range is greater than the first sub-speed threshold range. The second sub-speed threshold range may be 800 rpm to 1000 rpm. It should be noted that the size of the second sub-speed threshold range, as well as the maximum and minimum values ​​of the range are only for illustration and are not specifically limited herein.

[0092] Optionally, the above method deepens the dynamic adjustment mechanism of the engine starting control strategy. By maintaining the second injection strategy when the target speed is increased to a higher sub-speed threshold range, the engine combustion process can be managed more finely to ensure the smoothness and efficiency of the starting process.

[0093] Optionally, during the engine starting process, when the target speed crosses from a first sub-speed threshold range (e.g., 600 rpm to 800 rpm) to a higher second sub-speed threshold range (e.g., 800 rpm to 1000 rpm), this state change can be identified. The above crossing means that the engine starting process has entered a new stage, and the injection and ignition parameters can be adjusted to adapt to the higher speed requirement.

[0094] Optionally, even though the target speed of the engine has entered the second sub-speed threshold range, the second injection strategy used in the first sub-speed threshold range can be maintained. This means that fuel injection can continue, but the injection amount and injection timing will be fine-tuned according to the current speed and the second sub-speed threshold range to ensure that the engine can burn the mixture smoothly and efficiently at this stage.

[0095] The following further describes how to determine the ignition angle corresponding to the second speed threshold range under the second fuel injection strategy in this embodiment.

[0096] As an optional embodiment, under a second injection strategy, an ignition angle corresponding to a second speed threshold range is determined, including: under the second injection strategy, a second ignition angle corresponding to a second sub-speed threshold range is determined, wherein the second ignition angle is greater than the first ignition angle corresponding to the first sub-speed threshold range, and the second ignition angle is used to enable the engine to generate a first combustion torque during the process of burning the mixture, and the first combustion torque is less than the first torque threshold.

[0097] In an embodiment, in the process of determining the ignition angle corresponding to the second speed threshold range under the second injection strategy, a second ignition angle corresponding to the second speed threshold range may be determined. The second ignition angle is greater than the first ignition angle corresponding to the first sub-speed threshold range, and the second ignition angle is used to enable the engine to generate a first combustion torque during combustion of the mixed gas. The second ignition angle may also be referred to as a smaller ignition angle or a smaller value of the ignition angle, such as 0 degrees. The first combustion torque is less than the first torque threshold.

[0098] Optionally, the above method can further refine the adjustment mechanism of the ignition angle in the engine starting control strategy, with the aim of controlling the combustion process to produce a smaller first combustion torque by adjusting the ignition angle when the engine enters the second sub-speed threshold range, thereby further reducing the starting shock while ensuring smooth operation of the engine.

[0099] Optionally, under the second injection strategy, when the target speed of the engine enters a second sub-speed threshold range (e.g., 800 rpm to 1000 rpm), a second ignition angle corresponding to the sub-speed threshold range can be determined according to the current engine operation state. The second ignition angle is set to ensure that the engine can start to burn the mixture, but at the same time, the first combustion torque generated is less than the preset first torque threshold to avoid the impact caused by the sudden increase of torque.

[0100] Optionally, the second ignition angle is larger than the first ignition angle corresponding to the first sub-speed threshold range (e.g., the minimum ignition angle at 600 rpm to 800 rpm). This is because as the engine speed increases, the combustion conditions become more stable, and the ignition angle can be safely increased to ensure the combustion of the mixture. However, the increase is limited in order to control the first combustion torque and avoid excessive torque increments.

[0101] Optionally, the first combustion torque, i.e., the torque generated when the engine first stably burns the mixture within the second sub-speed threshold range, is a key parameter for controlling the starting shock. By adjusting the second ignition angle, it is possible to ensure that the first combustion torque is less than the first torque threshold. This torque threshold is set based on the engine performance and user comfort requirements to avoid excessive shock when the engine is started, while ensuring that the engine can smoothly transition to normal operation.

[0102] In the embodiment of the present invention, by controlling the second ignition angle, the engine generates a first combustion torque less than the first torque threshold within the second sub-speed threshold range. This embodiment can significantly optimize the combustion efficiency during the engine starting process, reduce the starting shock, and improve the user's driving experience. At the same time, this strategy can also avoid damage to the engine that may be caused by excessive torque at the initial start, such as excessive wear or shock, thereby protecting the engine.

[0103] The following further describes the process of how to control the vehicle when the target speed does not enter the second sub-speed threshold range from the first sub-speed threshold range in this embodiment.

[0104] As an optional embodiment, the method also includes: obtaining a second time duration during which the target speed has not entered a second sub-speed threshold range from a first sub-speed threshold range; in response to the second time duration exceeding the time duration threshold, controlling the enhanced starter to stop adjusting the engine speed and prohibiting the engine from performing fuel injection operations.

[0105] In an embodiment, when the target speed does not enter the second sub-speed threshold range from the first sub-speed threshold range, a second time duration during which the target speed does not enter the second sub-speed threshold range may be obtained. When the second time duration exceeds the time duration threshold, the enhanced starter may be controlled to stop adjusting the speed of the engine, and the engine may be prohibited from performing a fuel injection operation.

[0106] Optionally, the above method further improves the safety characteristics of engine starting control. By introducing a second time detection mechanism, it can effectively prevent possible damage to the starter and engine if the engine fails to reach the expected second sub-speed threshold range within a reasonable time during the starting process.

[0107] Optionally, during the engine starting process, when the target speed increases from the first sub-speed threshold range (e.g., 600 rpm to 800 rpm) but does not enter the second sub-speed threshold range (e.g., 800 rpm to 1000 rpm) within the expected time, the second duration of this state can be monitored. This duration reflects the time it takes for the speed of the engine to increase to a specific threshold during the starting process, and is one of the indicators for evaluating whether the starting process is normal.

[0108] Optionally, a duration threshold is preset, and when the second duration exceeds the duration threshold, the protection mechanism will be activated. The setting of this threshold is based on the performance parameters of the starter and the engine, as well as safety considerations during the starting process, and is intended to prevent excessive loads that may occur during the starting process, such as starter overheating or engine flooding. If the second duration exceeds the duration threshold, protective measures can be taken immediately, including controlling the enhanced starter to stop adjusting the engine speed and prohibiting the engine from performing fuel injection operations. The above measures can quickly reduce the load on the starter, avoid overheating or damage to the starter, and at the same time prevent excessive mixture in the engine due to long-term fuel injection, reduce the risk of flooding, ensure that the engine does not burn under inappropriate conditions, and protect the healthy state of the engine.

[0109] The following further describes the process of how to control the vehicle when the target speed enters the third sub-speed threshold range from the second sub-speed threshold range in this embodiment.

[0110] As an optional embodiment, the method also includes: in response to the target speed entering a third sub-speed threshold range among multiple sub-speed threshold ranges from a second sub-speed threshold range, maintaining a second injection strategy, wherein the third sub-speed threshold range is greater than the second sub-speed threshold range.

[0111] In an embodiment, when the target speed enters the third sub-speed threshold range from the second sub-speed threshold range, the second injection strategy can be maintained, wherein the third sub-speed threshold range is greater than the second sub-speed threshold range. The third sub-speed threshold range can be a preset speed range, for example, a speed range exceeding the C speed (for example, 1000 rpm). It should be noted that the size of the third sub-speed threshold range and the minimum value of the speed range are only for example and are not specifically limited here.

[0112] Optionally, the above method further expands the dynamic adjustment range of the engine starting control strategy by maintaining the second injection strategy when the target speed enters the third sub-speed threshold range, so that the engine combustion process can be managed more finely, especially when the engine approaches or reaches a higher operating speed.

[0113] Optionally, during the engine starting process, when the target speed is further increased from the second sub-speed threshold range (e.g., 800 rpm to 1000 rpm) to enter a higher third sub-speed threshold range (e.g., exceeding 1000 rpm), the above state change can be identified. This indicates that the engine starting process has entered a new stage, and the combustion conditions can be further optimized to adapt to higher speeds and more complex operating environments.

[0114] Optionally, even though the target engine speed has entered the third sub-speed threshold range, the second injection strategy will continue to be maintained. This means that within this speed range, the injection amount and injection timing can continue to be adjusted based on the current speed and the empirical parameters of the second sub-speed threshold range to ensure that the engine can burn the mixture smoothly and efficiently at high speeds. The above method ensures the continuity and stability of the combustion process and avoids the decrease in combustion efficiency that may be caused by frequent switching of strategies.

[0115] Optionally, within the third sub-speed threshold range, not only the second injection strategy is maintained, but also parameters such as the ignition angle can be fine-tuned according to the further increase in engine speed. The above process is intended to ensure that the efficiency of the engine's combustion mixture and torque output are within a controllable range at high speeds, while reducing vibration and noise to improve driving experience.

[0116] The following further describes the process of how to determine the ignition angle corresponding to the second speed threshold under the second fuel injection strategy of this embodiment.

[0117] As an optional embodiment, under the second injection strategy, the ignition angle corresponding to the second speed threshold range is determined, including: under the second injection strategy, a third ignition angle corresponding to the third sub-speed threshold range is determined, wherein the third ignition angle is greater than the second ignition angle corresponding to the second sub-speed threshold range, and the third ignition angle is used to enable the engine to generate a second combustion torque in the process of burning the mixture gas, the second combustion torque exceeds the first combustion torque corresponding to the second ignition angle The torque is less than the second torque threshold, and the second ignition angle is used to enable the engine to generate the first combustion torque in the process of burning the mixture gas.

[0118] In an embodiment, under the second injection strategy, in the process of determining the ignition angle corresponding to the second speed threshold range, a third ignition angle corresponding to the third sub-speed threshold range can be determined. The third ignition angle is greater than the second ignition angle corresponding to the second sub-speed threshold range, and the third ignition angle is used to enable the engine to generate a second combustion torque in the process of burning the mixed gas. The third ignition angle can also be referred to as a larger ignition angle, such as 5 degrees. The second combustion torque exceeds the first combustion torque corresponding to the second ignition angle by less than the second torque threshold. The second ignition angle is used to enable the engine to generate a first combustion torque in the process of burning the mixed gas.

[0119] Optionally, the above-mentioned dynamic adjustment mechanism of the ignition angle is intended to further optimize the combustion process by determining the third ignition angle when the engine target speed enters the third sub-speed threshold range, thereby ensuring the combustion efficiency and torque control of the engine at high speed, while reducing the starting shock and improving the user's driving experience.

[0120] Optionally, under the second injection strategy, when the target speed of the engine is further increased and enters a third sub-speed threshold range (e.g., exceeding 1000 rpm) that is higher than the second sub-speed threshold range (e.g., 800 rpm to 1000 rpm), a third ignition angle corresponding thereto is determined. The third ignition angle is set larger than the second ignition angle in the second sub-speed threshold range, which reflects that as the engine speed increases, the ignition angle also needs to be adjusted accordingly to ensure that the mixture can burn stably at a higher speed.

[0121] Optionally, the third ignition angle is set to enable the engine to generate a second combustion torque during combustion of the mixture. The second combustion torque is increased compared to the first combustion torque (the torque generated in the second sub-speed threshold range), but this increased torque needs to be controlled within a range less than the second torque threshold. The second torque threshold is preset based on the performance and safety requirements of the engine, and is used to limit the increment of the combustion torque at high speeds to avoid shock or damage that may be caused by a sudden increase in torque.

[0122] In the embodiment of the present invention, by adjusting the third ignition angle, the second combustion torque can be controlled within the limit range of the second torque threshold, so as to achieve a smooth increase in torque and avoid excessive impact when the engine is started at a high speed. At the same time, the above method also ensures the combustion efficiency of the engine within the third sub-speed threshold range, optimizes the combustion process, reduces fuel consumption and emissions, and improves engine performance by finely controlling the ignition angle.

[0123] The following further describes the process of how to control the vehicle when the target speed does not enter the third sub-speed threshold range from the second sub-speed threshold range in this embodiment.

[0124] As an optional embodiment, the method also includes: obtaining a third time duration during which the target speed has not entered a third sub-speed threshold range from a second sub-speed threshold range; in response to the third time duration exceeding the time duration threshold, controlling the enhanced starter to stop adjusting the engine speed and prohibiting the engine from performing fuel injection operations.

[0125] In an embodiment, if the target speed does not enter the third sub-speed threshold range from the second sub-speed threshold range, a third time duration for not entering the third sub-speed threshold range can be obtained. If the third time duration exceeds the time duration threshold, the enhanced starter can be controlled to stop adjusting the speed of the engine, and the engine is prohibited from performing a fuel injection operation.

[0126] Optionally, the safety and stability of the engine starting control strategy are enhanced by the above method. By monitoring and controlling the third time period when the target speed fails to enter the third sub-speed threshold range from the second sub-speed threshold range, timely protection measures can be taken to prevent the starter and the engine from being damaged under abnormal conditions.

[0127] Optionally, during the engine start-up process, when the target speed has been increased to the second sub-speed threshold range (e.g., 800 rpm to 1000 rpm), but has not been further increased to the third sub-speed threshold range (e.g., exceeding 1000 rpm) within the expected time, the third duration of this state can be monitored. The acquisition of the third duration is a key indicator for evaluating whether the engine can smoothly transition to a higher speed operation, and is also a prerequisite for triggering protection measures.

[0128] Optionally, a duration threshold is preset to determine whether the failure of the target speed to enter the third sub-speed threshold range within a reasonable time is an abnormal state. The setting of the duration threshold is based on a comprehensive consideration of the starter and engine performance, and is intended to prevent overload or failure that may occur during the starting process, such as starter overheating, carbon deposits inside the engine, or poor combustion. If the third duration exceeds the duration threshold, it indicates that the engine has encountered an obstacle in the process of increasing from the second sub-speed threshold range to the third sub-speed threshold range, and the protection mechanism can be immediately activated, including controlling the enhanced starter to stop adjusting the engine speed and prohibiting the engine from continuing to perform fuel injection operations. This measure can quickly relieve the load on the starter, avoid overheating or damage to the starter, and at the same time prevent excessive mixture inside the engine due to long-term fuel injection, reduce the risk of flooding, protect the healthy state of the engine, and ensure the safe operation of the vehicle.

[0129] In an embodiment of the present invention, an enhanced starter can be deployed in a vehicle. In the process of continuously adjusting the engine speed of the vehicle using the enhanced starter, the target speed of the engine can be obtained in real time. When the target speed is within the first speed threshold range, the engine is prohibited from performing the injection operation. When the target speed is within the second speed threshold range, the engine can be allowed to perform the injection operation. Under the second injection strategy, the ignition angle corresponding to the second speed threshold range can be determined. And according to the second injection strategy and the ignition angle, the engine is controlled to perform the injection operation and the engine is controlled to start. In this embodiment, an enhanced starter is introduced to control the engine start. In the early stage of starting, due to the low target speed, the injection operation can be prohibited to avoid the premature combustion of the mixture at a low speed, thereby reducing the combustion torque impact during the first combustion. When the target speed is high, the injection operation can be allowed to be performed, and the ignition angle can be gradually increased according to the increase in the target speed, so that the combustion torque of the engine increases slightly, which can not only reduce the starting impact, but also ensure the stability of the combustion process. Through the above method, the technical effect of reducing the impact force when the engine starts in the vehicle is achieved, and the technical problem of large impact force when the engine starts in the vehicle is solved.

[0130] The technical solution of the embodiment of the present invention is illustrated below in conjunction with preferred implementation modes.

[0131] At present, in ordinary engine starting conditions, the engine resistance is large, and the starting air intake volume is large, the mixture is rich, and the ignition angle is advanced. At the moment of mixture ignition, the impact is large, and customers are likely to have an uncomfortable experience. Therefore, there is still a technical problem of large impact force when the engine is started in the vehicle.

[0132] However, the embodiment of the present invention proposes a control method for reducing the impact of the engine starting condition, introduces an enhanced starter to control the engine starting, and improves the user's comfort experience under the engine starting condition. In the early stage of starting, due to the low target speed, the injection operation can be prohibited to avoid the premature combustion of the mixture at a low speed, thereby reducing the combustion torque impact during the first combustion, that is, reducing unnecessary combustion torque consumption in the early stage of starting, reducing the starting energy consumption, and ensuring the full combustion of the engine in the later stage of starting, and increasing the success rate of starting. When the target speed is high, the injection operation can be allowed to be performed, and the ignition angle can be gradually increased according to the increase of the target speed, so that the combustion torque of the engine increases slightly, which can not only reduce the starting impact, but also ensure the stability of the combustion process, that is, by gradually adjusting the ignition angle, the engine's combustion torque is smoothly transitioned, and the additional impact caused by unstable combustion is avoided. Through the above method, the impact of the mixture ignition moment is weakened, the purpose of improving the user's comfort experience during the engine starting process is achieved, the technical effect of reducing the impact force when the engine starts in the vehicle is achieved, and the technical problem of large impact force when the engine starts in the vehicle is solved.

[0133] The method of the embodiment of the present invention is further illustrated below.

[0134] In this embodiment, an enhanced engine may be configured in the vehicle to drag the engine speed to a higher speed. Figure 2 FIG. 1 is a flow chart of a control method for reducing impact during engine starting conditions according to an embodiment of the present invention. Figure 2 As shown, the method may include the following steps:

[0135] Step S201, controlling the enhanced starter to drive the engine.

[0136] In this embodiment, if the engine needs to be started, the enhanced engine can be controlled to tow the vehicle engine to increase the engine speed.

[0137] Step S202, determining whether the engine speed exceeds A speed.

[0138] In this embodiment, it can be determined whether the engine speed exceeds the A speed (eg, 600 rpm). If the engine speed exceeds the A speed, step S203 can be executed, otherwise, step S208 can be executed.

[0139] Step S203, determining that the engine allows fuel injection, and adjusting the ignition angle to a minimum ignition angle value.

[0140] In this embodiment, after the engine speed is higher than the A speed, fuel injection is allowed, and a very small ignition angle (for example, -30 degrees) is provided to establish the initial oil film of the intake manifold and the engine without burning the mixed gas.

[0141] Step S204, determining whether the engine speed exceeds the B speed.

[0142] In this embodiment, it can be determined whether the engine speed exceeds the B speed (eg, 800 rpm). If the engine speed exceeds the B speed, step S205 can be executed, otherwise, step S210 can be executed.

[0143] Step S205, determining that the engine allows fuel injection, and adjusting the ignition angle to a smaller ignition angle value.

[0144] In this embodiment, when the engine speed increases to a higher value B speed (eg, 800 rpm), a smaller but ignitable ignition angle (eg, 0 degree) can be provided, so that the engine's first combustion torque is smaller, thereby reducing the impact.

[0145] Step S206, determining whether the engine speed exceeds the C speed.

[0146] In this embodiment, it can be determined whether the engine speed exceeds the C speed (eg, 1000 rpm). If the engine speed exceeds the C speed, step S207 can be executed, otherwise, step S211 can be executed.

[0147] Step S207, determining that the engine allows fuel injection, and adjusting the ignition angle to a larger ignition angle value.

[0148] In this embodiment, the engine speed is further increased to C speed (eg, 1000 rpm), and a larger ignition angle (eg, 5 degrees) is provided to slightly increase the engine combustion torque and ensure combustion stability.

[0149] Step S208, determining whether the time limit has been exceeded.

[0150] In this embodiment, it can be determined whether the time during which the engine speed does not exceed the speed A exceeds the limit. If so, step S212 can be executed, otherwise, step S209 can be executed.

[0151] Step S209, controlling the engine to prohibit fuel injection.

[0152] In this embodiment, after the time limit is exceeded, protective measures such as stopping the starter and stopping the engine from injecting fuel can be taken.

[0153] Step S210, determining whether the time limit has been exceeded.

[0154] In this embodiment, it can be determined whether the time during which the engine speed does not exceed the speed B exceeds the limit. If so, step S212 can be executed, otherwise, step S203 can be executed.

[0155] Step S211, determine whether the time limit has been exceeded.

[0156] In this embodiment, it can be determined whether the time during which the engine speed does not exceed the C speed exceeds the limit. If so, step S212 can be executed, otherwise, step S205 can be executed.

[0157] Step S212, controlling the starter to stop dragging and the engine to stop fuel injection.

[0158] In this embodiment, after the time limit is exceeded, protective measures such as stopping the starter and stopping the engine from injecting fuel can be taken.

[0159] In the related art, the engine can only be dragged to 200-300rpm by using an ordinary starter, and the starting resistance is relatively large. In order to ensure successful starting, a larger ignition angle is required to make the mixture burn to produce a larger torque, thereby overcoming the starting resistance, but at the same time it also causes a larger impact of the first combustion. However, the difference between the engine start in the embodiment of the present invention and the above-mentioned related art is that the enhanced starter is used to drag the engine speed to a higher speed before allowing fuel injection ignition, and at the same time the initial ignition angle is set to a smaller value and then gradually increased, which can effectively reduce the impact caused by the first combustion of the mixture.

[0160] In the embodiment of the present invention, an enhanced starter is introduced to drag the engine to a higher speed, and the starter is utilized to effectively overcome the engine starting resistance. At the same time, by reducing the ignition angle, the first combustion torque is effectively reduced while ensuring engine combustion, thereby effectively reducing the starting impact, thereby greatly improving the user's starting experience and increasing the user's satisfaction with the vehicle.

[0161] In an embodiment of the present invention, an enhanced starter can be deployed in a vehicle. In the process of continuously adjusting the engine speed of the vehicle using the enhanced starter, the target speed of the engine can be obtained in real time. When the target speed is within the first speed threshold range, the engine is prohibited from performing the injection operation. When the target speed is within the second speed threshold range, the engine can be allowed to perform the injection operation. Under the second injection strategy, the ignition angle corresponding to the second speed threshold range can be determined. And according to the second injection strategy and the ignition angle, the engine is controlled to perform the injection operation and the engine is controlled to start. In this embodiment, an enhanced starter is introduced to control the engine start. In the early stage of starting, due to the low target speed, the injection operation can be prohibited to avoid the premature combustion of the mixture at a low speed, thereby reducing the combustion torque impact during the first combustion. When the target speed is high, the injection operation can be allowed to be performed, and the ignition angle can be gradually increased according to the increase in the target speed, so that the combustion torque of the engine increases slightly, which can not only reduce the starting impact, but also ensure the stability of the combustion process. Through the above method, the technical effect of reducing the impact force when the engine starts in the vehicle is achieved, and the technical problem of large impact force when the engine starts in the vehicle is solved.

[0162] According to another aspect of the embodiment of the present invention, corresponding to the embodiment of the control method for starting an engine in a vehicle, the present specification also provides an engine control system, Figure 3 is a system block diagram of a control system for engine starting in a vehicle according to an embodiment of the present invention. Figure 3 As shown, the control system 300 for engine starting in the vehicle may include: an enhanced starter 302 and a controller 304 .

[0163] The enhanced starter 302 is used to continuously adjust the speed of the engine in the vehicle to obtain a target speed.

[0164] The controller 304 is used to determine a first injection strategy in response to a target speed being within a first speed threshold range, wherein the first injection strategy is used to indicate that the engine is prohibited from performing an injection operation; in response to the target speed entering a second speed threshold range from the first speed threshold range, the first injection strategy is switched to a second injection strategy, wherein the second speed threshold range is greater than the first speed threshold range, and the combustion torque generated by the engine in the process of burning the mixed gas is positively correlated with the second speed threshold range, and the second injection strategy is used to indicate that the engine is allowed to perform an injection operation; under the second injection strategy, an ignition angle corresponding to the second speed threshold range is determined, wherein the ignition angle is positively correlated with the second speed threshold range; and the engine start is controlled according to the second injection strategy and the ignition angle.

[0165] In the control system for engine starting in the vehicle of this embodiment, the target speed of the engine can be obtained in real time during the process of continuously adjusting the engine speed of the vehicle by using the enhanced starter. When the target speed is within the first speed threshold range, the engine is prohibited from performing the injection operation. When the target speed is within the second speed threshold range, the engine can be allowed to perform the injection operation. Under the second injection strategy, the ignition angle corresponding to the second speed threshold range can be determined. And according to the second injection strategy and the ignition angle, the engine is controlled to perform the injection operation and the engine is controlled to start. In this embodiment, an enhanced starter is introduced to control the engine start. In the early stage of starting, due to the low target speed, the injection operation can be prohibited to avoid the premature combustion of the mixture at low speed, thereby reducing the combustion torque impact during the first combustion. When the target speed is high, the injection operation can be allowed to be performed, and the ignition angle can be gradually increased according to the increase of the target speed, so that the combustion torque of the engine increases slightly, which can not only reduce the starting impact, but also ensure the stability of the combustion process. Through the above method, the technical effect of reducing the impact force when the engine starts in the vehicle is achieved, and the technical problem of large impact force when the engine starts in the vehicle is solved.

[0166] According to another aspect of the embodiment of the present invention, corresponding to the embodiment of the control method for starting an engine in a vehicle, the present specification also provides a control device for starting an engine in a vehicle, Figure 4 is a structural block diagram of a control device for starting an engine in a vehicle according to an embodiment of the present invention. Figure 4 As shown, the control device 400 for starting the engine in the vehicle may include: an acquisition unit 402 , a first determination unit 404 , a switching unit 406 , a second determination unit 408 and a control unit 410 .

[0167] The acquisition unit 402 is used to acquire a target rotation speed.

[0168] The first determination unit 404 is configured to determine a first fuel injection strategy in response to the target speed being within a first speed threshold range.

[0169] The switching unit 406 is configured to switch the first injection strategy to the second injection strategy in response to the target speed entering the second speed threshold range from the first speed threshold range.

[0170] The second determination unit 408 is configured to determine an ignition angle corresponding to a second speed threshold range under a second injection strategy.

[0171] The control unit 410 is used to control the engine start according to the second injection strategy and ignition angle.

[0172] In this embodiment, the following units are provided in the control device 400 for starting the engine in the vehicle: a first injection strategy is determined by a first determination unit 404 in response to the target speed being in the first speed threshold range. The first injection strategy is switched to a second injection strategy by a switching unit 406 in response to the target speed entering the second speed threshold range from the first speed threshold range. An ignition angle corresponding to the second speed threshold range is determined under the second injection strategy by a second determination unit 408. The engine start is controlled by a control unit 410 according to the second injection strategy and the ignition angle. Thus, the technical effect of reducing the impact force when starting the engine in the vehicle is achieved, and the technical problem of large impact force when starting the engine in the vehicle is solved.

[0173] According to another aspect of an embodiment of the present invention, a vehicle is further provided, which may be an autonomous driving vehicle, comprising: a memory storing an executable program; and a processor for running the program, wherein the steps in the above method are executed when the program is running.

[0174] Figure 5 is a structural block diagram of an automatic driving vehicle according to an embodiment of the present invention. Figure 5 As shown, the components of the autonomous driving vehicle 500 include but are not limited to a memory 510 and a processor 520. The processor 520 and the memory 510 are connected via a bus 530, and a database 560 is used to store data.

[0175] The autonomous vehicle 500 may also include an access device 540 that enables the autonomous vehicle 500 to communicate via one or more networks 550. Examples of these networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or a combination of communication networks such as the Internet. The access device 540 may include one or more of any type of wired or wireless network interface (e.g., a network interface card (NIC)), such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a World Wide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC) interface, and the like.

[0176] In one embodiment of the present disclosure, the above components of the autonomous driving vehicle 500 and Figure 5 Other components not shown in the figure may also be connected to each other, such as through a bus. It should be understood that Figure 5 The structure block diagram of the autonomous driving vehicle shown is for illustrative purposes only and is not intended to limit the scope of the present disclosure. Those skilled in the art may add or replace other components as needed.

[0177] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium including a stored executable program, wherein when the executable program runs, the device where the storage medium is located is controlled to execute any one of the above methods.

[0178] According to another aspect of an embodiment of the present invention, a computer program product is provided. The computer program product includes a computer program. When the computer program is executed by a processor, any one of the above methods is implemented.

[0179] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0180] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic, such as the division of units, which can be a logical function division, and there can be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0181] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed over multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0182] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0183] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the various embodiments of the present invention. The aforementioned storage medium includes: U disk, read-only memory (Read-Only Memory, referred to as ROM), random access memory (Random Access Memory, referred to as RAM), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0184] The above are only preferred embodiments of the present invention. It should be pointed out that, for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for controlling engine starting in a vehicle, characterized in that: An enhanced starter is deployed in a vehicle, and the method includes: Acquiring a target speed, wherein the target speed is a speed obtained during the process in which the enhanced starter continuously adjusts the engine speed in the vehicle; In response to the target speed being within a first speed threshold range, determining a first fuel injection strategy, wherein the first fuel injection strategy is used to indicate prohibiting the engine from performing a fuel injection operation; In response to the target speed entering a second speed threshold range from the first speed threshold range, switching the first fuel injection strategy to a second fuel injection strategy, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine in the process of burning the mixed gas is positively correlated with the second speed threshold range, and the second fuel injection strategy is used to indicate that the engine is allowed to perform a fuel injection operation; Under the second fuel injection strategy, determining an ignition angle corresponding to the second speed threshold range, wherein the ignition angle is positively correlated with the second speed threshold range; The engine start is controlled according to the second injection strategy and the ignition angle.

2. The method according to claim 1, characterized in that The second speed threshold range includes a plurality of sub-speed threshold ranges, and the plurality of sub-speed threshold ranges do not overlap with each other. In response to the target speed entering the second speed threshold range from the first speed threshold range, the first injection strategy is switched to the second injection strategy, including: In response to the target speed entering a first sub-speed threshold range from the first speed threshold range into a first sub-speed threshold range of the plurality of sub-speed threshold ranges, the first injection strategy is switched to the second injection strategy.

3. The method according to claim 2, characterized in that Under the second fuel injection strategy, determining an ignition angle corresponding to the second speed threshold range includes: Under the second injection strategy, a first ignition angle corresponding to the first sub-speed threshold range is determined, wherein the first ignition angle is less than an angle threshold, and the first ignition angle is used to prevent the engine from burning the mixture.

4. The method according to claim 2, characterized in that: The method further comprises: Acquire a first duration during which the target speed does not enter the first sub-speed threshold range from the first speed threshold range; In response to the first time period exceeding a time period threshold, the enhanced starter is controlled to stop adjusting the speed of the engine, and the engine is prohibited from performing a fuel injection operation.

5. The method according to claim 2, characterized in that: The method further comprises: In response to the target speed entering a second sub-speed threshold range from the first sub-speed threshold range into a second sub-speed threshold range among the plurality of sub-speed threshold ranges, the second injection strategy is maintained, wherein the second sub-speed threshold range is greater than the first sub-speed threshold range.

6. The method according to claim 5, characterized in that Under the second fuel injection strategy, determining an ignition angle corresponding to the second speed threshold range includes: Under the second injection strategy, a second ignition angle corresponding to the second sub-speed threshold range is determined, wherein the second ignition angle is greater than the first ignition angle corresponding to the first sub-speed threshold range, and the second ignition angle is used to enable the engine to generate a first combustion torque during combustion of the mixture, and the first combustion torque is less than a first torque threshold.

7. The method according to claim 5, characterized in that The method further comprises: acquiring a second time duration during which the target speed does not enter the second sub-speed threshold range from the first sub-speed threshold range; In response to the second time period exceeding a time period threshold, the enhanced starter is controlled to stop adjusting the speed of the engine, and the engine is prohibited from performing a fuel injection operation.

8. The method according to claim 5, characterized in that The method further comprises: In response to the target speed entering a third sub-speed threshold range from the second sub-speed threshold range into a third sub-speed threshold range among the plurality of sub-speed threshold ranges, the second injection strategy is maintained, wherein the third sub-speed threshold range is greater than the second sub-speed threshold range.

9. The method according to claim 8, characterized in that Under the second fuel injection strategy, determining an ignition angle corresponding to the second speed threshold range includes: Under the second injection strategy, a third ignition angle corresponding to the third sub-speed threshold range is determined, wherein the third ignition angle is greater than the second ignition angle corresponding to the second sub-speed threshold range, and the third ignition angle is used to enable the engine to generate a second combustion torque during the process of burning the mixture gas, the torque of the second combustion torque exceeding the first combustion torque corresponding to the second ignition angle is less than a second torque threshold, and the second ignition angle is used to enable the engine to generate the first combustion torque during the process of burning the mixture gas.

10. The method according to claim 8, characterized in that The method further comprises: acquiring a third time duration during which the target speed does not enter the third sub-speed threshold range from the second sub-speed threshold range; In response to the third time period exceeding a time period threshold, the enhanced starter is controlled to stop adjusting the speed of the engine, and the engine is prohibited from performing a fuel injection operation.

11. A control system for starting an engine in a vehicle, characterized in that: include: an enhanced starter for continuously adjusting the speed of an engine in the vehicle to obtain a target speed; A controller, for determining a first fuel injection strategy in response to the target speed being within a first speed threshold range, wherein the first fuel injection strategy is used to indicate that the engine is prohibited from performing a fuel injection operation; in response to the target speed entering a second speed threshold range from the first speed threshold range, switching the first fuel injection strategy to a second fuel injection strategy, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine in the process of burning the mixed gas is positively correlated with the second speed threshold range, and the second fuel injection strategy is used to indicate that the engine is allowed to perform a fuel injection operation; under the second fuel injection strategy, determining an ignition angle corresponding to the second speed threshold range, wherein the ignition angle is positively correlated with the second speed threshold range; and controlling the engine start according to the second fuel injection strategy and the ignition angle.

12. A control device for starting an engine in a vehicle, characterized in that: An enhanced starter is deployed in a vehicle, the device comprising: an acquisition unit, configured to acquire a target speed, wherein the target speed is a speed obtained during the process in which the enhanced starter continuously adjusts the engine speed in the vehicle; a first determination unit, configured to determine a first fuel injection strategy in response to the target speed being within a first speed threshold range, wherein the first fuel injection strategy is used to indicate prohibiting the engine from performing a fuel injection operation; a switching unit, configured to switch the first fuel injection strategy to a second fuel injection strategy in response to the target speed entering a second speed threshold range from the first speed threshold range, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine in the process of burning the mixed gas is positively correlated with the second speed threshold range, and the second fuel injection strategy is used to indicate that the engine is allowed to perform a fuel injection operation; a second determination unit, configured to determine an ignition angle corresponding to the second speed threshold range under the second injection strategy, wherein the ignition angle is positively correlated with the second speed threshold range; A control unit is used to control the starting of the engine according to the second injection strategy and the ignition angle.

13. A vehicle, characterized in that: include: A memory storing a program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 10 when running.

14. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored executable program, wherein when the executable program is executed, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 10.

15. A computer program product, characterized in that It comprises a computer program which, when executed by a processor, implements the method according to any one of claims 1 to 10.

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