Engine starting control method and device, vehicle and storage medium

Abstract

The invention relates to an engine starting control method and device, a vehicle and a storage medium. According to the engine starting control method, in the engine starting process, if the water temperature of an engine is larger than or equal to the preset temperature for optimizing starting control, the opening degree of a throttle valve is adjusted to the first opening degree; the method comprises the following steps of: controlling a throttle valve to rotate at a first opening degree, dragging an engine to run to a target rotating speed by a generator at the first opening degree, controlling the throttle valve opening degree to be reduced from the first opening degree to a second opening degree when the target rotating speed is reached, and controlling the engine to inject oil and ignite for starting at the second opening degree, and reducing air inlet resistance by performing dynamic smooth control on the throttle valve opening degree in the starting process. And therefore, the rotating speed fluctuation problem of the engine in the starting stage is reduced, and the driving experience of a user is improved.

Description

Technical Field

[0001] This application relates to the technical field of engine control, and particularly to an engine starting control method, device, vehicle, and storage medium. Background Art

[0002] Driven by the continuous development of automotive technology and the gradual enhancement of people's environmental awareness, hybrid vehicles have stood out with their unique power architectures and are increasingly favored by users. However, current hybrid vehicles more or less have problems with rotational speed fluctuations during the engine starting phase, specifically manifested in two key operating conditions: one is the non-steady-state fluctuation during the rotational speed climbing process when the generator drags the engine before fuel injection, and the other is the instantaneous rotational speed disturbance generated at the moment of fuel injection and ignition. Compared with traditional fuel vehicles, hybrid vehicles need to frequently handle complex scenarios such as low battery power conditions of the power battery and sudden increases in transient power demands from drivers, resulting in a significant increase in the frequency of engine start and stop. This high-frequency engine starting condition makes the rotational speed fluctuation problem during the starting phase an urgent problem to be solved. Summary of the Invention

[0003] To solve the problem of rotational speed fluctuations during engine starting of hybrid vehicles, this application provides an engine starting control method, device, vehicle, and storage medium.

[0004] In a first aspect, this application provides an engine starting control method, and the method includes:

[0005] When receiving a starting signal of the engine, obtain the current engine water temperature;

[0006] If the engine water temperature is greater than or equal to a preset temperature, adjust the current opening degree of the throttle valve to a first opening degree; wherein, at the first opening degree, the intake resistance of the throttle valve is less than a preset resistance threshold;

[0007] At the first opening degree, control the generator to drag the engine to run to a target rotational speed;

[0008] At the target rotational speed, control the current opening degree of the throttle valve to be lowered from the first opening degree to a second opening degree;

[0009] At the second opening degree, control the engine to inject fuel and start by ignition.

[0010] Optionally, adjusting the current opening degree of the throttle valve to the first opening degree includes:

[0011] Obtain the preset first opening degree;

[0012] Adjust the current opening degree of the throttle valve to the first opening degree;

[0013] Or,

[0014] Obtain the manifold pressure and ambient pressure of the throttle valve when the engine was in the previous operating state.

[0015] Determine the opening range when the throttle valve meets the preset conditions; wherein, the preset conditions include: the ratio of the manifold pressure to the ambient pressure is greater than a first preset value, and the ambient pressure is greater than a second preset value.

[0016] Determine the first opening from the opening range.

[0017] Adjust the current opening of the throttle valve to the first opening.

[0018] Optionally, at the first opening, controlling the generator to drive the engine to run to the target speed includes:

[0019] Obtain the starting speed slope.

[0020] When the opening of the throttle valve is at the first opening, control the generator to drive the engine to run to the target speed according to the starting speed slope.

[0021] Optionally, controlling the opening of the throttle valve to be lowered from the first opening to the second opening includes:

[0022] Determine the idle intake air volume according to the idle torque of the engine.

[0023] Determine the second opening of the throttle valve according to the idle intake air volume.

[0024] Control the opening of the throttle valve to be lowered from the first opening to the second opening at a preset rate.

[0025] Optionally, if the engine water temperature is greater than or equal to the preset temperature, adjusting the current opening of the throttle valve to the first opening includes:

[0026] If the engine water temperature is greater than or equal to the preset temperature, obtain the current acceleration demand of the vehicle.

[0027] If the current acceleration demand indicates that the vehicle has no urgent acceleration demand at present, adjust the current opening of the throttle valve to the first opening.

[0028] Optionally, the method further includes:

[0029] If the engine water temperature is less than the preset temperature, control the engine to start according to the preset starting method.

[0030] Optionally, at the second opening, controlling the engine to inject fuel and ignite to start includes:

[0031] At the second opening degree, continuously obtain the status of the fuel injection prohibition instruction flag bit;

[0032] When the status of the fuel injection prohibition instruction flag bit indicates fuel injection prohibition, maintain the second opening degree and do not execute fuel injection;

[0033] When the status of the fuel injection prohibition instruction flag bit indicates fuel injection enabling, control the engine to inject fuel and start by ignition.

[0034] In a second aspect, the present application provides an engine starting control device, the device includes:

[0035] An acquisition module, configured to acquire the current engine water temperature when receiving a starting signal of the engine;

[0036] A first adjustment module, configured to adjust the current opening degree of the throttle valve to a first opening degree if the engine water temperature is greater than or equal to a preset temperature; wherein, at the first opening degree, the intake resistance of the throttle valve is less than a preset resistance threshold;

[0037] A first control module, configured to control the generator to drive the engine to run to a target speed at the first opening degree;

[0038] A second adjustment module, configured to control the current opening degree of the throttle valve to be lowered from the first opening degree to a second opening degree at the target speed;

[0039] A second control module, configured to control the engine to inject fuel and start by ignition at the second opening degree.

[0040] In a third aspect, the present application provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory complete mutual communication through the communication bus;

[0041] The memory is used for storing a computer program;

[0042] The processor, when executing the program stored on the memory, implements the steps of the engine starting control method according to any one of the embodiments in the first aspect.

[0043] In a fourth aspect, the present application provides a vehicle, the vehicle applies the steps of the engine starting control method according to any one of the embodiments in the first aspect.

[0044] In a fifth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the engine starting control method according to any one of the embodiments in the first aspect.

[0045] Advantages of the present application:

[0046] For the method provided by the embodiment of the present application, when a starting signal of the engine is received, the current engine water temperature is acquired; if the engine water temperature is greater than or equal to a preset temperature, the current throttle opening is adjusted to a first opening; wherein, at the first opening, the intake resistance of the throttle is less than a preset resistance threshold; at the first opening, the generator is controlled to drive the engine to run to a target speed; at the target speed, the current throttle opening is controlled to be lowered from the first opening to a second opening; at the second opening, the engine is controlled to inject fuel and ignite for starting. During the engine starting process, if the engine water temperature is greater than or equal to the preset temperature for optimized starting control, the throttle opening is adjusted to the first opening, and at the first opening, the generator is used to drive the engine to run to the target speed. When the target speed is reached, the throttle opening is controlled to decrease from the first opening to the second opening, and at the second opening, the engine is controlled to inject fuel and ignite for starting. By dynamically and smoothly controlling the throttle opening during the starting process, the intake resistance is reduced, the intake is made stable, and thus the problem of engine speed fluctuation during the starting stage is reduced, improving the user's driving and riding experience. Description of the Drawings

[0047] The drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application.

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, other drawings can also be obtained based on these drawings without creative efforts.

[0049] Figure 1 It is a system architecture diagram of an engine starting control method provided by an embodiment of the present application;

[0050] Figure 2 It is a flowchart of an engine starting control method provided by an embodiment of the present application;

[0051] Figure 3 It is a schematic diagram of a hybrid vehicle configuration provided by an embodiment of the present application;

[0052] Figure 4 It is a schematic diagram of an engine configuration provided by an embodiment of the present application;

[0053] Figure 5Schematic diagram of the relationship among throttle opening, intake pressure and pressure ratio of a naturally aspirated engine provided by an embodiment of the present application;

[0054] Figure 6 Flow schematic diagram of an engine starting control method provided by another embodiment of the present application;

[0055] Figure 7 Flow schematic diagram of an engine starting control method provided by another embodiment of the present application;

[0056] Figure 8 Structural schematic diagram of an engine starting control device provided by an embodiment of the present application;

[0057] Figure 9 Structural schematic diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0058] The following will illustrate the implementation manners of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in this specification. The present application can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for explaining the present application, rather than for limiting the protection scope of the present application.

[0059] The first embodiment of the present application provides an engine starting control method, which can be applied to, for example Figure 1The system architecture shown includes at least an engine 101 and a starting control unit 102. A communication connection is established between the engine 101 and the starting control unit 102. The starting control unit 102 can specifically be an Engine Management System (EMS for short). This system architecture can specifically be a hybrid vehicle including an engine and a generator, such as a hybrid vehicle or a range extender vehicle in the P13 configuration, without limitation. Among them, the P13 configuration refers to a structure including a P1 motor, a P3 motor, a hybrid transmission, a controller, and a power battery, which has multiple working modes, such as pure electric mode, series mode, parallel mode, direct drive mode, etc. When the power battery of the vehicle is fully charged, the vehicle can operate in the pure electric mode and can be driven only by the P3 motor to achieve pure electric driving. At this time, the engine does not work, with zero emissions and zero fuel consumption, which is suitable for scenarios such as urban congestion or short-distance driving. When the power battery is insufficient or the vehicle needs a large power output, it can operate in the series mode. The engine starts and drives the P1 motor to generate electricity, and the generated electric energy is supplied to the P3 motor, which drives the vehicle. The engine does not directly drive the wheels. This mode can keep the engine always in an efficient working range and improve fuel economy. When the vehicle needs a large power output, such as in conditions like rapid acceleration or climbing, it can operate in the parallel mode. At this time, the engine and the P3 motor work simultaneously to jointly provide power for the vehicle to meet the power demand of the vehicle. When the vehicle is in a high-speed stable driving state, the efficiency of the engine is relatively high, and it can operate in the direct drive mode. At this time, through the switching of the electromechanical coupling mechanism, the engine directly drives the vehicle, and the P1 motor and the P3 motor can assist or stop working according to needs to improve the energy utilization efficiency.

[0060] Next, based on this system architecture, the engine starting control method will be described in detail, as Figure 2 The engine starting control method includes:

[0061] Step 201, when receiving a starting signal of the engine, obtain the current engine water temperature.

[0062] The schematic diagram of the vehicle configuration can be as Figure 3 , Figure 3 For a P13 configuration, it includes an engine, a generator, a clutch, a reduction gear, a main reducer, a battery, and a drive motor, and drives the front wheels of the vehicle. Among them, if there is no clutch, it is a range extender configuration. Based on the dynamic control of the throttle opening, the smoothness of the generator dragging the engine (before fuel injection and ignition) speed can be optimized and controlled.

[0063] Among them, Figure 4It is a schematic diagram of an engine configuration. The engine responds to the start signal of the Power Control Unit (PCU for short). The start signal of the PCU can be sent to the engine through the Electronic Control Unit (ECU), and during the period before and during the generator drags the engine, the Engine Management System (EMS) realizes the dynamic and refined control of the throttle opening. The engine start signal can be received from the PCU. After the EMS receives the start signal from the PCU, first, the current engine water temperature is obtained. Of course, if there is no start signal, the engine continues to maintain the shutdown state, and the current engine water temperature is obtained after a start signal appears.

[0064] Step 202, if the engine water temperature is greater than or equal to the preset temperature, adjust the current throttle opening to the first opening; where, at the first opening, the intake resistance of the throttle is less than the preset resistance threshold.

[0065] After the EMS receives the engine start signal sent by the PCU, the current engine water temperature T and the preset temperature T1 can be compared. The preset temperature can be the lowest water temperature when the engine runs stably. If the current engine temperature T is lower than the preset temperature T1, the smooth start of the engine is not the top priority. At this time, the priority is to ensure the starting success rate of the engine, and fuel injection and ignition need to be carried out as early as possible. The engine starts through a preset starting method, and the preset starting method can be the default starting method, such as the starting control strategy of a traditional internal combustion engine or the low-temperature starting control strategy of the P13 architecture, etc., without limitation. If the current engine water temperature T is greater than or equal to the preset temperature T1, first control the current throttle opening to be adjusted to the first opening position P1. When the throttle is at the first opening position P1, the intake resistance during the process of the generator dragging the engine is less than the preset resistance threshold. Or it can be understood that at the first opening, the pumping resistance of the engine is the smallest, the intake speed is small and uniform, and the intake pressure pulsation is the smallest. For example, for a certain model of naturally aspirated engine at 600 - 1800 rpm, the throttle opening is about 45%, the compression ratio can reach 0.95 and above, and the intake pressure can reach more than 95 kPa (plain).

[0066] In one embodiment, adjusting the current throttle opening to the first opening includes: obtaining the first opening where the intake resistance of the throttle is less than the preset resistance threshold; adjusting the current throttle opening to the first opening.

[0067] In this embodiment, the first opening where the intake resistance of the throttle is less than the preset resistance threshold can be obtained through at least the following two methods.

[0068] The first method: obtain the preset first opening. The first opening can be an opening set in advance, such as 40%, 45%, 50%, etc.

[0069] The second method: Obtain the manifold pressure and ambient pressure of the throttle valve in the previous operating state of the engine, and determine the opening range when the throttle valve meets the preset conditions. The preset conditions include: the ratio of the manifold pressure to the ambient pressure is greater than the first preset value, and the ambient pressure is greater than the second preset value. Determine the first opening from the opening range.

[0070] In the second method, the first opening can be the opening value determined by combining the parameters of the previous engine operating state. For example, collect the throttle manifold pressure and ambient pressure of the engine in the previous operating state. The manifold pressure is the pressure after the throttle valve, and the ambient pressure is the pressure before the throttle valve. The ratio of the manifold pressure to the ambient pressure, that is, the pressure ratio (or pressure ratio) of the pressure after the throttle valve to the pressure before the throttle valve, can obtain an opening range that satisfies the pressure ratio being greater than the first preset value and the ambient pressure being greater than the second preset value. Then determine the first opening from the opening range. For example, the minimum opening in the opening range can be used as the first opening. Among them, the first preset value can be a value between 0.9 and 1, such as 0.95. The second preset value can be 95 kPa, 96 kPa, etc., without limitation. Due to the natural conditions of different vehicle usage locations, such as different ambient pressures at different altitudes, the first opening determined in the second method combined with the ambient pressure at different altitudes can make the control of the first opening more accurate.

[0071] Further, after determining that the minimum opening in the opening range is the first opening, the preset first opening can also be updated according to this minimum opening, so that it is not necessary to use the second method every time. For example, within the preset time period after using the second method to determine the first opening, the first opening can be directly determined by using the first method after updating the preset first opening, thereby improving the efficiency of obtaining the first opening.

[0072] Figure 5 It is a schematic diagram of the relationship between the throttle opening, intake pressure, and pressure ratio of a naturally aspirated engine. Among them, the horizontal coordinate below is the percentage of the throttle opening, the left vertical coordinate is the intake pressure, with the unit of kPa, and the right vertical coordinate is the pressure ratio. It can be seen that when the throttle opening is about 45% (when the first opening P1 is at 45%, it is approximately the effect of the throttle opening at 100%), the intake pressure is already close to the ambient pressure (taking the plain as an example), and the intake resistance is also close to being reduced to the minimum. Therefore, it is not necessary to control the throttle body opening to 100% before the generator drags the engine. This has at least two advantages. One is that after the generator drags to the target speed, it can be quickly adjusted down to the second opening, avoiding the throttle response and action time from becoming longer when the opening is adjusted from 100% to the second opening. The second is that it can partially reduce unnecessary power consumption.

[0073] In one embodiment, if the engine water temperature is greater than or equal to a preset temperature, the current opening of the throttle valve is adjusted to a first opening, including: if the engine water temperature is greater than or equal to the preset temperature, obtain the current acceleration demand of the vehicle, and if the current acceleration demand indicates that the vehicle has no urgent acceleration demand, adjust the current opening of the throttle valve to the first opening.

[0074] Applying the engine starting control method in this embodiment, in addition to the engine water temperature needing to meet the condition of being greater than or equal to the preset temperature, it is also necessary that the vehicle is currently in a scenario without urgent acceleration demand, so as not to affect the normal demands of the user. If the current acceleration demand indicates that the vehicle has an urgent acceleration demand, the opening of the throttle valve is not adjusted to avoid affecting the vehicle acceleration.

[0075] Step 203, at the first opening, control the generator to drive the engine to run to the target speed.

[0076] The target speed for engine starting can be the engine starting idle speed calibrated by the PCU.

[0077] In one embodiment, at the first opening, controlling the generator to drive the engine to run to the target speed includes: obtaining the starting speed slope; when the opening of the throttle valve is at the first opening, control the generator to drive the engine to run to the target speed according to the starting speed slope.

[0078] In this embodiment, the starting speed slope can be a preset speed change rate at which the generator drives the engine. When the opening of the throttle valve is controlled to the first opening, control the generator to drive the engine to run to the target speed according to the speed change rate.

[0079] Step 204, at the target speed, control the current opening of the throttle valve to be lowered from the first opening to a second opening.

[0080] After the engine reaches the target speed for starting, the EMS then controls the throttle valve to be lowered from the first opening to the second opening at a certain rate.

[0081] In one embodiment, controlling the opening of the throttle valve to be lowered from the first opening to the second opening includes: determining the idle air intake according to the idle torque of the engine, determining the second opening of the throttle valve according to the idle air intake, and controlling the opening of the throttle valve to be lowered from the first opening to the second opening at a preset rate.

[0082] In this embodiment, the idle air intake can be determined according to the idle torque of the engine, and the second opening of the throttle valve can be determined according to the idle air intake. The second opening is relatively small, generally corresponding to an opening of less than 10%, for example, corresponding to an opening of 3 - 4%. Control the opening of the throttle valve to be lowered from the first opening to the second opening at a preset rate, so that the adjustment process of the opening of the throttle valve is smooth, and further make the intake process smooth and stable.

[0083] Step 205, at the second opening degree, control the engine to inject fuel and start by ignition.

[0084] During the engine starting process, if the engine water temperature is greater than or equal to the preset temperature for optimizing the starting control, the throttle opening degree is adjusted to the first opening degree, and the engine is driven by the generator to run to the target speed at the first opening degree. When the target speed is reached, control the throttle opening degree to decrease from the first opening degree to the second opening degree, and at the second opening degree, control the engine to inject fuel and start by ignition. By dynamically and smoothly controlling the throttle opening degree during the starting process, the intake resistance is reduced, the intake air is made stable, and further, the problem of engine speed fluctuation in the starting stage is reduced, improving the user's driving and riding experience.

[0085] In one embodiment, controlling the engine to inject fuel and start by ignition at the second opening degree includes: continuously obtaining the state of the no-fuel-injection instruction flag bit at the second opening degree. When the state of the no-fuel-injection instruction flag bit indicates no fuel injection, maintain the second opening degree and do not perform fuel injection. When the state of the no-fuel-injection instruction flag bit indicates fuel injection is enabled, control the engine to inject fuel and start by ignition.

[0086] In this embodiment, after the EMS controls the throttle opening degree to the second opening degree, the EMS continuously receives the no-fuel-injection instruction flag bit (false or true) sent by the PCU. If the flag bit remains true, maintain the throttle opening degree at the second opening degree, and at the same time, the EMS continues to perform the no-fuel-injection action. If the flag bit remains false, control the engine to inject fuel and start by ignition.

[0087] Specifically, controlling the engine to inject fuel and start by ignition includes: determining the actual intake air volume according to the second opening degree, determining the fuel injection volume according to the actual intake air volume and the target air-fuel ratio, and controlling the engine to inject fuel and start by ignition according to the fuel injection volume.

[0088] In this embodiment, the EMS calculates the actual intake air volume according to the second opening degree of the throttle, determines the fuel injection volume based on the actual intake air volume and the target air-fuel ratio, and controls the generator to inject fuel and ignite according to the fuel injection volume to complete the stable starting and running of the engine, and stable power generation or driving.

[0089] In the above embodiments of the present application, the engine starting control method specifically includes: the EMS receives the engine starting signal sent by the PCU, and compares the current engine water temperature T with the preset temperature T1: when the current engine temperature T is lower than the preset temperature T1, the engine starts by the default starting method; when the current engine water temperature T is higher than the preset temperature T1, first control the throttle opening to the first opening position P1. At this first throttle opening position, the pumping resistance is the smallest during the process of the generator dragging the engine, the intake speed is small and uniform, and the intake pressure pulsation is the smallest. After controlling the throttle to the first opening position P1, the EMS drags the engine to the target speed according to the starting speed slope set by the PCU. Then, the EMS calculates the intake air volume required for the engine to start idling and the corresponding second throttle opening P2 based on the idle torque of the engine. The EMS controls the throttle from the first opening position P1 to the second opening position P2 at a certain rate, and calculates the actual intake air volume at the throttle opening position P2 in real time. After a preset fuel injection delay time t0, the PCU stops sending the fuel injection prohibition command. The EMS calculates the target fuel injection volume according to the actual intake air volume and controls the engine to start fuel injection and ignition, completing the smooth starting of the engine. This engine starting control method can solve the problem of engine speed fluctuation caused by excessive pumping loss (intake resistance) due to too small throttle opening during the process of the generator quickly dragging the engine (before starting fuel injection), improve the smoothness of the starting speed, and reduce the starting power consumption at the same time.

[0090] In a specific embodiment, the engine starting control method is as Figure 6 , including:

[0091] When the engine is in the shutdown state, it is judged whether the EMS receives the start signal sent by the PCU. If there is no start signal, the engine continues to maintain the shutdown state. If there is a start signal, it is judged whether the engine water temperature is higher than the preset temperature T1 (the preset temperature can be the water temperature obtained through experiment and calibration, which represents a certain temperature at which it is relatively difficult to start the engine. The goal of starting the engine below this temperature is to start quickly and safely). If the engine water temperature is lower than T1, the EMS does not execute the throttle control logic and directly starts by fuel injection and ignition in the default starting mode (that is, fuel injection and ignition as early as possible). If the engine water temperature is greater than or equal to the preset temperature T1, the EMS controls the throttle opening to P1. The throttle opening of P1 corresponds to a pressure ratio of more than 0.95 before and after the throttle and an intake pressure of more than 96 kPa. At this time, the intake resistance is the smallest and the intake pressure pulsation is smaller. After the throttle opening is controlled to P1, the generator drags the engine to the target speed in response to the start target speed slope set by the PCU. After the engine reaches the start target speed, the EMS then controls the throttle opening to decrease from P1 to P2 at a certain rate (the specific method of P2 can be that the engine calculates the intake air volume required for idling according to the idling torque and then calculates it based on the intake air volume). After the EMS controls the throttle opening to P2, the EMS continuously receives the flag bit (false or true) of the no-fuel-injection instruction sent by the PCU. If the flag bit remains true, the throttle opening P2 is maintained, and at the same time, the EMS continues to perform the no-fuel-injection action. If the flag bit remains false, the EMS calculates the actual intake air volume according to the throttle opening P2 and controls the generator to inject fuel and ignite based on the target air-fuel ratio to complete the smooth starting and running of the engine, stable power generation or driving.

[0092] In a specific embodiment, the engine start control is as Figure 7 , including:

[0093] When the engine is in the shutdown state, it is judged whether the EMS receives the start signal sent by the PCU. If there is no start signal, the engine continues to maintain the shutdown state. If there is a start signal, it is judged whether the engine water temperature is higher than the preset temperature T1 and there is no urgent acceleration power demand for the vehicle. If the engine water temperature is lower than T1, the EMS does not execute the throttle control logic and directly starts fuel injection and ignition in the default start mode (that is, early fuel injection and ignition). If the engine water temperature is greater than or equal to the preset temperature T1 and there is no urgent acceleration power demand for the vehicle, the EMS controls the throttle opening to P1. The throttle opening of P1 corresponds to a pressure ratio of more than 0.95 before and after the throttle and an intake pressure of more than 96 kPa. At this time, the intake resistance is the smallest and the intake pressure pulsation is smaller. After the throttle opening is controlled to P1, the generator drags the engine to the target speed in response to the start target speed slope set by the PCU. After the engine reaches the start target speed, the EMS then controls the throttle opening to decrease from the first opening P1 to the second opening P2 at a certain rate (the specific method of P2 can be that the engine calculates the intake air volume required for idling according to the idle torque and then calculates it according to the intake air volume). After the EMS controls the throttle opening to P2, the EMS continuously receives the flag bit (false or true) of the fuel injection prohibition instruction sent by the PCU. If the flag bit is continuously true, the throttle opening P2 is maintained, and at the same time, the EMS continues to execute the non-fuel injection action. If the flag bit is continuously false, the EMS calculates the actual intake air volume according to the throttle opening P2 and controls the generator to inject fuel and ignite based on the target air-fuel ratio to complete the smooth start and operation of the engine, stable power generation or drive.

[0094] It should be noted again that the specific values exemplified in the above embodiments are only for illustrative purposes and do not represent limitations on their corresponding parameters.

[0095] Based on the same inventive concept, the second embodiment of the present application provides an engine start control device, as Figure 8 , the device includes:

[0096] An acquisition module 801, configured to acquire the current engine water temperature when receiving the start signal of the engine;

[0097] A first adjustment module 802, configured to adjust the current opening of the throttle to a first opening if the engine water temperature is greater than or equal to a preset temperature; wherein, at the first opening, the intake resistance of the throttle is less than a preset resistance threshold;

[0098] A first control module 803, configured to control the generator to drag the engine to run to a target speed at the first opening;

[0099] A second adjustment module 804, configured to control the current opening of the throttle to be lowered from the first opening to a second opening at the target speed;

[0100] A second control module 805, configured to control fuel injection and ignition starting of the engine at the second opening degree.

[0101] During the engine starting process, if the engine water temperature is greater than or equal to a preset temperature for optimizing starting control, the device adjusts the throttle opening degree to a first opening degree, and drives the engine to run to a target speed by a generator at the first opening degree. When the target speed is reached, it controls the throttle opening degree to decrease from the first opening degree to a second opening degree, and controls fuel injection and ignition starting of the engine at the second opening degree. By dynamically and smoothly controlling the throttle opening degree during the starting process, the intake resistance is reduced, the intake air is made stable, and thus the engine speed fluctuation problem during the starting stage is reduced, improving the user's driving and riding experience.

[0102] As Figure 9 shown, a third embodiment of the present application provides an electronic device, including a processor 111, a communication interface 112, a memory 113, and a communication bus 114. Among them, the processor 111, the communication interface 112, and the memory 113 complete mutual communication through the communication bus 114.

[0103] The memory 113 is used to store a computer program.

[0104] In one embodiment, when the processor 111 executes the program stored on the memory 113, it implements the engine starting control method provided by any one of the foregoing method embodiments.

[0105] The memory and the processor in the above electronic device communicate through the communication bus and the communication interface. The communication bus may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into an address bus, a data bus, a control bus, etc.

[0106] The memory may include a Random Access Memory (RAM), and may also include a non-volatile memory, such as at least one disk memory. Optionally, the memory may also be at least one storage device located far from the foregoing processor.

[0107] The above-mentioned processor may be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0108] The fourth embodiment of the present application provides a computer-readable medium having non-volatile program code executable by a processor.

[0109] Optionally, in the embodiments of the present application, the computer-readable medium is configured to store program code for a processor to execute the above method.

[0110] Optionally, the specific examples in this embodiment may refer to the examples described in the above embodiments, and will not be repeated here.

[0111] When the embodiments of the present application are specifically implemented, the above-mentioned various embodiments may be referred to, and corresponding technical effects are achieved.

[0112] It can be understood that the embodiments described herein can be implemented using hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit can be implemented in one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field-Programmable Gate Arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, other electronic units for performing the functions of the present application, or a combination thereof.

[0113] For software implementation, the technologies herein can be implemented by units that execute the functions herein. The software code can be stored in a memory and executed by a processor. The memory can be implemented inside or outside the processor.

[0114] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, or by a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Professionals can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0115] Those skilled in the art can clearly understand that for the convenience and conciseness of description, the specific working processes of the systems, devices, and units described above can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated herein.

[0116] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules is only a logical function division. In actual implementation, there may be other division methods. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces. The indirect couplings or communication connections of devices or units can be electrical, mechanical, or other forms.

[0117] The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they can be located in one place, or distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0118] In addition, the functional units in each embodiment of this application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit.

[0119] If the function 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 embodiments of this application, in essence, or the part that contributes to the prior art, or this part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in the embodiments of this application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, ROM, RAM, magnetic disks, or optical discs that can store program codes.

[0120] It should be noted that in this document, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements not only includes those elements but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0121] The above embodiments are only preferred embodiments given to fully illustrate the present application, and the protection scope of the present application is not limited thereto. Equivalent substitutions or transformations made by those skilled in the art on the basis of the present application are within the protection scope of the present application.

Claims

1. An engine starting control method, characterized in that: The method comprises: When receiving the engine start signal, obtaining the current engine water temperature; If the engine water temperature is greater than or equal to the preset temperature, the current opening of the throttle valve is adjusted to a first opening; wherein, at the first opening, the intake resistance of the throttle valve is less than a preset resistance threshold; Under the first opening degree, controlling the generator to drive the engine to run to a target speed; Under the target speed, controlling the current opening of the throttle valve to be lowered from the first opening to a second opening; At the second opening, the engine is controlled to inject fuel and ignite to start.

2. The method according to claim 1, characterized in that Adjusting the current opening of the throttle valve to the first opening includes: Obtaining the first preset opening; adjusting the current opening of the throttle valve to the first opening; or, Obtaining the manifold pressure and ambient pressure of the throttle valve when the engine was in the last running state; Determine the opening range of the throttle valve when it meets preset conditions; wherein the preset conditions include: the ratio of the manifold pressure to the ambient pressure is greater than a first preset value, and the ambient pressure is greater than a second preset value; determining the first opening from the opening range; The current opening of the throttle valve is adjusted to the first opening.

3. The method according to claim 1, characterized in that At the first opening, controlling the generator to drive the engine to run to a target speed includes: Get the starting speed slope; When the throttle opening is at the first opening, the generator is controlled to drag the engine to run to the target speed according to the starting speed slope.

4. The method according to claim 1, characterized in that: Controlling the throttle valve opening to decrease from the first opening to a second opening includes: determining an idle air intake volume according to the idle torque of the engine; determining the second opening of the throttle valve according to the idle air intake amount; The throttle valve opening is controlled to decrease from the first opening to the second opening according to a preset rate.

5. The method according to claim 1, characterized in that If the engine water temperature is greater than or equal to a preset temperature, adjusting the current opening of the throttle valve to a first opening includes: If the engine water temperature is greater than or equal to a preset temperature, obtaining a current acceleration demand of the vehicle; If the current acceleration demand indicates that the vehicle currently has no urgent acceleration demand, the current opening of the throttle valve is adjusted to the first opening.

6. The method according to claim 1, characterized in that The method further comprises: If the engine water temperature is lower than the preset temperature, the engine is controlled to start in a preset starting mode.

7. The method according to claim 1, characterized in that Under the second opening degree, controlling the engine to inject fuel and ignite and start, comprising: At the second opening, continuously obtaining the state of the fuel injection prohibition instruction flag; When the state of the fuel injection prohibition instruction flag indicates that fuel injection is prohibited, maintaining the second opening and not performing fuel injection; When the state of the fuel injection prohibition instruction flag indicates that fuel injection is turned on, the engine is controlled to inject fuel and ignite and start.

8. An engine starting control device, characterized in that: The device comprises: An acquisition module, used to acquire the current engine water temperature when receiving an engine start signal; a first adjustment module, configured to adjust the current opening of the throttle valve to a first opening if the engine water temperature is greater than or equal to a preset temperature; wherein at the first opening, the intake resistance of the throttle valve is less than a preset resistance threshold; A first control module, used for controlling the generator to drive the engine to run to a target speed at the first opening; A second adjustment module, configured to control the current opening of the throttle valve to be adjusted down from the first opening to a second opening at the target speed; The second control module is used to control the engine to inject fuel and ignite and start at the second opening degree.

9. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor, for implementing the method according to any one of claims 1 to 7 when executing a program stored in a memory.

10. A vehicle, characterized in that: The vehicle applies the method described in any one of claims 1-7.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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