Control method, device and equipment for ignition of engine and medium

Abstract

The invention relates to an engine light-off control method, device and equipment and a medium, and the method comprises the steps that whenever an engine enters a starting state, whether a catalytic converter is in a light-off state or not is judged; if the catalytic converter is not in the ignition state, the vehicle is controlled to enter a series working mode, and the engine is controlled to heat the catalytic converter in the series working mode; and if the catalytic converter is in the ignition state, the vehicle is controlled to adopt a parallel working mode, and the engine is controlled to output torque in the parallel working mode. According to the invention, the conversion rate of the catalyst during heating can be well ensured.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular to a method, device, equipment, and medium for controlling engine ignition. Background Art

[0002] The catalyst is the most important off-board purification device installed in a vehicle's exhaust system. The current catalyst ignition strategy for hybrid vehicles relies primarily on initial catalyst heating, which results in low engine torque, slow ignition, and a prolonged engine operation. Furthermore, the engine is often shut down, and catalyst ignition is not considered again after shutdown. This prolonged shutdown significantly impacts the catalyst's ignition capability. Therefore, the current catalyst's ignition capability is largely dependent on the engine's start-stop strategy, which can easily affect the conversion efficiency of exhaust pollutants and pose the risk of elevated or exceeding exhaust pollutant levels. Summary of the Invention

[0003] In order to solve the above technical problems, the present disclosure provides a method, device, equipment and medium for controlling engine ignition.

[0004] According to one aspect of the present disclosure, there is provided a method for controlling engine light-off, comprising:

[0005] Whenever the engine enters the starting state, it is determined whether the catalyst is in the ignition state;

[0006] If the catalyst is not in the light-off state, controlling the vehicle to enter a series operation mode, and controlling the engine to heat the catalyst in the series operation mode;

[0007] If the catalyst is in the light-off state, the vehicle is controlled to adopt a parallel working mode, and the engine is controlled to output torque in the parallel working mode.

[0008] According to another aspect of the present disclosure, there is also provided an engine ignition control device, comprising:

[0009] A state determination module, configured to determine whether the catalyst is in an ignition state whenever the engine enters a starting state;

[0010] a first control module, configured to control the vehicle to enter a series operation mode if the catalyst is not in the light-off state, and control the engine to heat the catalyst in the series operation mode;

[0011] The second control module is configured to control the vehicle to adopt a parallel working mode if the catalyst is in the light-off state, and control the engine output torque in the parallel working mode.

[0012] According to another aspect of the present disclosure, an electronic device is provided, comprising:

[0013] processor;

[0014] a memory for storing instructions executable by the processor;

[0015] The processor is configured to read the executable instructions from the memory and execute the instructions to implement the above method.

[0016] According to another aspect of the present disclosure, a computer-readable storage medium is provided, wherein the storage medium stores a computer program, and the computer program is used to execute the above method.

[0017] The technical solution provided by the embodiments of the present disclosure has the following advantages over the prior art:

[0018] The technical solution provided by the embodiment of the present disclosure includes: whenever the engine enters the starting state, determining whether the catalyst is in the ignition state; if the catalyst is not in the ignition state, controlling the vehicle to enter the series working mode, and controlling the engine to heat the catalyst in the series working mode; if the catalyst is in the ignition state, controlling the vehicle to adopt the parallel working mode, and controlling the engine output torque in the parallel working mode.

[0019] In this technical solution, whenever the engine enters the starting state, it will determine whether the catalyst is in the ignition state, ensuring that emission control always determines the catalyst's ignition state. In addition, during the catalyst ignition process, the series operating mode and the parallel operating mode are used in combination. Specifically, when the engine enters the starting state, the catalyst is not in the ignition state. At this time, the catalyst heating control is performed, and the engine is controlled only to heat the catalyst to reduce pollutant emissions. When the catalyst is in the ignition state, the impact of the engine load on exhaust emissions is reduced. At this time, the parallel operating mode is used to increase the engine load, improve the engine's transmission efficiency, and help the engine reserve a higher temperature. The next time the engine enters the starting state, the engine's exhaust temperature can still be maintained in the ignition state (WLTC cycle), with a high conversion rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0021] In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0022] Figure 1 This is a flow chart of the engine ignition control method according to an embodiment of the present disclosure;

[0023] Figure 2 This is a schematic diagram of the engine ignition process according to an embodiment of the present disclosure;

[0024] Figure 3 This is a schematic structural diagram of the engine ignition control device according to an embodiment of the present disclosure;

[0025] Figure 4 This is a schematic diagram of the structure of the electronic device described in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0026] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features therein can be combined with each other in the absence of conflict.

[0027] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0028] The operating conditions of engines in hybrid and conventional vehicles differ significantly. For example, hybrid vehicles experience frequent engine shutdowns, and this downtime significantly impacts the catalyst's ability to ignite. After the engine is started, operating conditions are unstable, which can easily generate emissions and lead to the risk of elevated or exceeding emission standards. The current catalyst ignition strategy for hybrid vehicles relies primarily on initial catalyst heating, a process that produces low engine torque and slow ignition speeds. This requires a long engine operation period, and after subsequent shutdowns, catalyst ignition is not considered again. The level of subsequent emission control depends largely on the energy-controlled engine start-stop strategy, resulting in poor emissions robustness.

[0029] At the same time, as hybrid vehicles gain increasing market share, customers are demanding higher fuel efficiency. This is leading to improved engine thermal efficiency, resulting in a decreasing proportion of engine operating time in the emissions cycle. This makes it difficult to fully guarantee catalyst ignition, and the catalytic converter's conversion efficiency remains below peak efficiency for extended periods. Furthermore, the start-stop timing of hybrid vehicles varies significantly across vehicles, test equipment, drivers, and operating modes, making stable emission control even more challenging and placing even higher demands on catalytic converter conversion efficiency. However, since the catalyst requires more catalyst for conversion when it is not fully ignited, this increases development costs, which are reflected in the vehicle price.

[0030] In order to improve at least one of the above problems, the embodiments of the present disclosure provide a method, device, equipment and medium for controlling engine ignition, which aims to improve the processing capacity of the catalyst without causing a reverse increase in the cost of the catalyst and without adversely affecting the fuel saving effect of hybrid vehicles.

[0031] Figure 1 This is a flowchart of a method for controlling engine ignition provided in an embodiment of the present disclosure. This method can be applied to vehicles with engines, such as HEVs (Hybrid Electric Vehicles) and PHEVs (Plug-in Hybrid Electric Vehicles), which are new energy vehicles with fuel systems. The method for controlling engine ignition can be executed by an engine ignition control device, which can be implemented using software and / or hardware, such as a vehicle control unit (VCU), an engine control unit (ECU), or any electronic device capable of executing the relevant processing of the engine ignition control method, which is not specifically limited in the embodiments of the present disclosure.

[0032] Reference Figure 1 , a method for controlling engine ignition provided by an embodiment of the present disclosure may include the following steps.

[0033] S102: Whenever the engine enters the starting state, it is determined whether the catalyst is in the ignition state.

[0034] In this embodiment, the engine typically enters the start state multiple times during the vehicle's startup and driving process. For example, the engine enters the start state when the user starts the vehicle. Alternatively, during pure electric driving of a hybrid vehicle, when the battery charge is low, the engine needs to be started to provide driving force for the vehicle; in this case, the engine is determined to have entered the start state.

[0035] When the car is in operation, every time the engine is started, the catalyst is checked to see if it is in the ignition state. The catalyst in the exhaust system can convert harmful gases such as carbon monoxide, hydrocarbons, and nitrogen compounds in the exhaust into harmless carbon dioxide, water, and nitrogen through oxidation and reduction.

[0036] In one embodiment, a method for determining whether a catalyst is in a light-off state may include:

[0037] It is determined whether the current temperature of the catalyst reaches a preset first temperature threshold; if not, it is determined that the catalyst is not in a light-off state; if so, it is determined that the catalyst is in a light-off state.

[0038] In specific implementation, during the vehicle development stage, a temperature sensor can be set in the catalyst to collect the temperature of the catalyst at various stages of engine operation, thereby obtaining the current temperature of the catalyst.

[0039] Alternatively, to save costs, a temperature sensor may not be installed in the catalyst. In this case, engine parameters can be obtained during engine operation. These parameters may include, but are not limited to, engine temperature, engine intake temperature, engine operating time, engine shutdown time, etc. Using a preset catalyst temperature analysis algorithm, the current catalyst temperature is estimated based on these engine parameters. The current catalyst temperature obtained here is the temperature estimated based on the engine parameters.

[0040] The current temperature of the catalyst is obtained in the above manner, and then it can be determined whether the current temperature of the catalyst has reached a preset first temperature threshold. The first temperature threshold refers to the temperature at which the catalyst begins to exhibit catalytic ability, and is the temperature at which the catalyst's conversion efficiency for harmful gases reaches 50%. The first temperature threshold is usually between 250°C and 350°C.

[0041] In this embodiment, the state in which the current temperature of the catalyst reaches the first temperature threshold is referred to as the catalyst's light-off state. The light-off state refers to the state in which the catalyst begins to exhibit catalytic activity upon reaching the first temperature threshold. Therefore, if the current temperature of the catalyst has not yet reached the first temperature threshold, the catalyst is determined not to be in the light-off state. For example, when a user starts a car, the catalyst temperature often falls below the first temperature threshold. Alternatively, after frequent engine starts and stops, the catalyst temperature changes, causing the current catalyst temperature to fall below the first temperature threshold. In this case, the catalyst is determined not to be in the light-off state.

[0042] If the current temperature of the catalyst reaches a first temperature threshold, the catalyst is determined to be in a light-off state. For example, during vehicle driving, the temperature of the catalyst gradually increases due to heating by the generator, and the current temperature of the catalyst reaches the first temperature threshold. At this point, the catalyst is determined to be in a light-off state.

[0043] As is well known, the conversion efficiency of a catalyst is affected by its temperature. Therefore, when the catalyst is not in the ignition state, the catalyst temperature is low, resulting in low conversion efficiency and substandard engine emissions. In this case, step S104 can be executed to control the vehicle to enter a series operating mode. In this mode, the engine is controlled to heat the catalyst, allowing it to quickly reach operating temperature. This converts harmful gases such as carbon monoxide, hydrocarbons, and nitrogen oxides emitted from the vehicle exhaust into harmless carbon dioxide, water, and nitrogen through oxidation and reduction reactions, thereby reducing engine pollutant emissions.

[0044] When the catalyst is in the light-off state, the catalyst temperature can meet high conversion efficiency requirements. As the catalyst temperature increases, the conversion rate rises, and the impact of engine load on pollutant emissions decreases. At this point, step S106 can be executed to control the vehicle to adopt a parallel operating mode and control the engine output torque in parallel operating mode. This increases the engine load, allowing the engine and motor to operate in parallel, which not only improves engine transmission efficiency but also helps the engine maintain a higher temperature.

[0045] To better understand the solution, this article briefly introduces series and parallel operation modes. These are two common powertrain architectures used in hybrid and plug-in hybrid electric vehicles (HEVs). The primary difference lies in the power transmission path and coordination between the engine and electric motor.

[0046] In series operation, the engine only drives the generator, which then directly supplies the electric motor to drive the wheels or stores it in the battery. The engine does not directly drive the vehicle, and the power transmission path is a one-way series connection.

[0047] The parallel working mode is: both the engine and the electric motor can directly drive the wheels, and the two work together in parallel through a clutch or gearbox; in actual driving, the power source can be switched according to needs (such as pure electric, pure oil or hybrid drive).

[0048] S104: If the catalyst is not in the ignition state, the vehicle is controlled to enter the series operation mode, and the engine is controlled to heat the catalyst in the series operation mode.

[0049] The vast majority of vehicle exhaust emissions come from the engine's raw emissions. The engine not only provides energy for the catalyst but also powers the vehicle, which undoubtedly increases the engine's workload and, consequently, directly increases vehicle exhaust emissions. Therefore, this embodiment controls the vehicle to enter a series operation mode when the catalyst is not in a light-off state. In this mode, the engine is controlled to heat the catalyst. In this mode, the engine only provides energy for the catalyst, eliminating the need to power the vehicle. This reduces the engine's workload and effectively reduces vehicle exhaust emissions.

[0050] An embodiment of controlling the engine to heat the catalyst in the series operating mode may include: determining a target torque corresponding to an idle state of the engine in the series operating mode; and controlling the engine exhaust to heat the catalyst using the target torque.

[0051] In practical applications, the lower the catalyst temperature, the lower the conversion efficiency, and the smaller the amount of harmful gases the catalyst can catalyze. Since exhaust emissions are positively correlated with engine torque, the catalyst's conversion efficiency is low when the catalyst is not in the ignition state. Therefore, it is desirable to keep the engine torque as low as possible to reduce vehicle exhaust emissions and the amount of gas that needs to be catalyzed by the catalyst.

[0052] For the above purpose, this embodiment can determine the target torque corresponding to the engine's idle condition. The idle condition refers to the engine's idling speed, where the engine speed matches the load and can be adjusted based on the load to maintain a stable engine speed. Specifically, the engine's idle condition can be achieved by adjusting the throttle opening and fuel injection rate.

[0053] It's easy to understand that the target torque at idle is the minimum torque required to maintain engine operation. Furthermore, by using the target torque to control engine exhaust heating of the catalyst, the engine is solely dedicated to heating the catalyst, with no other workload, effectively reducing vehicle exhaust emissions. Therefore, when the catalyst has not yet ignited, meaning its conversion efficiency is low, this embodiment effectively reduces the content of harmful gases in the exhaust by using a lower target torque, thereby reducing the amount of gas requiring catalysis by the catalyst and thereby matching the low conversion efficiency of the catalyst before ignition.

[0054] In the above embodiment, it is possible to determine whether the catalyst is in the ignition state, so that when the catalyst is not in the ignition state and the conversion efficiency is low, the vehicle is controlled to enter the series working mode. In the series working mode, the engine is controlled only to heat the catalyst, which reduces the workload of the engine and can effectively reduce the emission of automobile exhaust.

[0055] Combine Figure 2After controlling the engine to heat the catalyst in the series operation mode, the catalyst temperature will gradually rise under the heating effect of the engine. During this process, this embodiment can continue to determine whether the catalyst is in the ignition state. Accordingly, the method provided by this embodiment can also include:

[0056] When the engine heats the catalyst until the catalyst is in an ignition state, the vehicle is controlled to exit the series operating mode and switch to the parallel operating mode.

[0057] Specifically, the engine heats the catalyst so that the temperature of the catalyst gradually increases; repeatedly determines whether the current temperature of the catalyst reaches a preset first temperature threshold; if not, continues to control the engine to heat the catalyst in the series working mode; until the current temperature of the catalyst reaches the first temperature threshold, it is determined that the catalyst is in the ignition state. At this time, the vehicle is controlled to exit the series working mode and switch to the parallel working mode, and refers to the subsequent step S106 to control the engine output torque in the parallel working mode.

[0058] S106: If the catalyst is in the ignition state, the vehicle is controlled to adopt a parallel working mode, and the engine output torque is controlled in the parallel working mode.

[0059] In this embodiment, controlling the engine output torque in the parallel working mode may include: in the parallel working mode, obtaining the vehicle's driving demand torque and the motor torque of the electric motor; and controlling the engine to increase the output torque according to the driving demand torque and the motor torque.

[0060] When the catalyst is in the ignition state, its temperature gradually rises, improving conversion efficiency. Accordingly, the engine torque can gradually increase from low to high. Furthermore, in parallel operation, the engine not only provides energy to the catalyst but also works with the electric motor to drive the wheels. Based on this, the vehicle's required driving torque and the electric motor's torque are determined. Based on these two factors, the required engine torque is determined so that the sum of the engine torque and the electric motor torque meets the required driving torque.

[0061] This embodiment controls the engine to increase output torque in the parallel working mode, thereby reducing the engine load and original engine emissions while taking into account the engine fuel consumption.

[0062] In one embodiment, the engine ignition control method may further include:

[0063] When the catalyst is in the light-off state, detecting whether the catalyst meets a preset condition; wherein the preset condition includes: the temperature of the catalyst reaches a preset second temperature threshold and / or the time the catalyst is in the light-off state reaches a preset time threshold;

[0064] When the catalyst meets the preset conditions, the engine is controlled to stop heating the catalyst.

[0065] In the ignition state, the car may experience noise and vibration. To address this issue, this embodiment can determine whether the catalyst meets the preset conditions. The preset conditions can be understood as the conditions for exiting the ignition state, or the conditions for the engine to exit heating the catalyst.

[0066] In a specific example, it is possible to detect whether the temperature of the catalyst reaches a preset second temperature threshold and / or whether the catalyst has been in a light-off state for a preset time threshold. When the catalyst temperature reaches the second temperature threshold or the catalyst has been in a light-off state for a preset time threshold, or if either of these two preset conditions is met, the engine can be controlled to stop heating the catalyst.

[0067] This embodiment can avoid the noise and vibration problems caused by an excessively long and unnecessary ignition state by controlling the engine to stop heating the catalyst when the catalyst meets the preset conditions, and can improve the user's sensory experience in the car.

[0068] In addition, controlling the engine to exit heating of the catalyst can also ensure that the engine prioritizes the vehicle's power.

[0069] In summary, the engine ignition control method provided in this embodiment includes: whenever the engine enters the starting state, determining whether the catalyst is in the ignition state; if the catalyst is not in the ignition state, controlling the vehicle to enter the series working mode, and controlling the engine to heat the catalyst in the series working mode; if the catalyst is in the ignition state, controlling the vehicle to adopt the parallel working mode, and controlling the engine output torque in the parallel working mode.

[0070] In this technical solution, whenever the engine enters the starting state, it determines whether the catalyst is in the light-off state, ensuring that emissions control always determines the catalyst's light-off state. Furthermore, during the catalyst light-off process, a combination of series and parallel operating modes is utilized. Specifically, when the engine enters the starting state, the catalyst is not in the light-off state, and catalyst heating control is performed. During the initial catalyst heating phase, both engine and exhaust temperatures are low. At this time, pollutants are strongly correlated with engine load. A higher load results in more emissions. Before the catalyst is lighted, the conversion rate of emissions is lower. Therefore, the engine should be controlled to heat the catalyst only, reducing pollutant emissions. As the catalyst temperature increases, the conversion rate increases. That is, when the catalyst is in the light-off state, the impact of engine load on exhaust emissions decreases. In this case, the parallel operating mode is used to increase the engine load, improve engine transfer efficiency, and facilitate the engine's ability to maintain a higher temperature. Upon the next restart, the engine's exhaust temperature can remain in the light-off state (WLTC cycle), resulting in a higher conversion rate.

[0071] Therefore, this technical solution determines whether the catalyst is in the ignition state whenever the engine enters the starting state, ensuring that the emission control always determines the ignition state of the catalyst, and more effectively converts the emission pollutants when starting, thereby ensuring the transmission efficiency when the engine is running, achieving a more complete ignition of the catalyst without changing the comprehensive fuel consumption, and can still enter the heating condition of the catalyst again after a long period of shutdown, thereby improving emission robustness.

[0072] Figure 3 This is a schematic diagram of the structure of an engine ignition control device provided by an embodiment of the present disclosure, which includes the following modules:

[0073] A state determination module 210 is configured to determine whether the catalyst is in a light-off state whenever the engine enters a start-up state;

[0074] a first control module 220 configured to control the vehicle to enter a series operation mode if the catalyst is not in the light-off state, and control the engine to heat the catalyst in the series operation mode;

[0075] The second control module 230 is configured to control the vehicle to adopt a parallel working mode if the catalyst is in the light-off state, and control the engine output torque in the parallel working mode.

[0076] In one embodiment, the state determination module 210 is further configured to:

[0077] determining whether the current temperature of the catalyst reaches a preset first temperature threshold;

[0078] If not, determining that the catalyst is not in the light-off state;

[0079] If so, it is determined that the catalyst is in the light-off state.

[0080] The device provided in this embodiment has the same implementation principle and technical effects as those of the aforementioned method embodiment. For the sake of brief description, for matters not mentioned in the device embodiment, reference may be made to the corresponding contents in the aforementioned method embodiment.

[0081] Figure 4 This is a schematic diagram of the structure of an electronic device provided by an embodiment of the present disclosure. Figure 4 As shown, the electronic device 300 includes one or more processors 301 and a memory 302 .

[0082] The processor 301 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 300 to perform desired functions.

[0083] The memory 302 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), a hard disk, a flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 301 may execute the program instructions to implement the engine ignition control method of the embodiment of the present disclosure described above and / or other desired functions. Various contents such as input signals, signal components, noise components, etc. may also be stored in the computer-readable storage medium.

[0084] In one example, the electronic device 300 may further include an input device 303 and an output device 304 , and these components are interconnected via a bus system and / or other forms of connection mechanisms (not shown).

[0085] In addition, the input device 303 may also include, for example, a keyboard, a mouse, and the like.

[0086] The output device 304 can output various information to the outside, including determined distance information, direction information, etc. The output device 304 can include, for example, a display, a speaker, a printer, a communication network and its connected remote output device, etc.

[0087] Of course, to simplify, Figure 4Only some of the components related to the present disclosure in the electronic device 300 are shown, and components such as a bus, an input / output interface, etc. are omitted. In addition, the electronic device 300 may further include any other appropriate components according to specific application scenarios.

[0088] Furthermore, this embodiment also provides a computer-readable storage medium, wherein the storage medium stores a computer program, and the computer program is used to execute the above-mentioned engine ignition control method.

[0089] The embodiments of the present disclosure provide a computer program product of an engine ignition control method, device, electronic device, and medium, including a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the previous method embodiments. For specific implementation, please refer to the method embodiments and will not be repeated here.

[0090] It should be noted that, in this document, relational terms such as "first" and "second" are used only 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 "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0091] The foregoing description is intended only to provide specific embodiments of the present disclosure, intended to enable those skilled in the art to understand and implement the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the embodiments described herein, but rather to be construed in the broadest manner consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling engine ignition, characterized in that: include: Whenever the engine enters the starting state, it is determined whether the catalyst is in the ignition state; If the catalyst is not in the light-off state, controlling the vehicle to enter a series operation mode, and controlling the engine to heat the catalyst in the series operation mode; If the catalyst is in the light-off state, the vehicle is controlled to adopt a parallel working mode, and the engine is controlled to output torque in the parallel working mode.

2. The method according to claim 1, characterized in that The determining whether the catalyst is in the light-off state includes: determining whether the current temperature of the catalyst reaches a preset first temperature threshold; If not, determining that the catalyst is not in the light-off state; If so, it is determined that the catalyst is in the light-off state.

3. The method according to claim 1, characterized in that Controlling the engine to heat the catalyst in the series operation mode includes: In the series operation mode, determining a target torque corresponding to an idle state of the engine; The target torque is used to control the engine exhaust to heat the catalyst.

4. The method according to claim 1, wherein After controlling the engine to heat the catalyst in the series operating mode, the method further includes: When the engine heats the catalyst until the catalyst is in the light-off state, the vehicle is controlled to exit the series operation mode and switch to the parallel operation mode.

5. The method according to claim 1, wherein Controlling the engine output torque in the parallel operation mode includes: In the parallel working mode, obtaining the driving demand torque of the vehicle and the motor torque of the electric motor; The engine is controlled to increase output torque according to the driving demand torque and the motor torque.

6. The method according to claim 1, characterized in that The method further comprises: When the catalyst is in the light-off state, detecting whether the catalyst meets a preset condition; wherein the preset condition includes: the temperature of the catalyst reaches a preset second temperature threshold and / or the time the catalyst is in the light-off state reaches a preset time threshold; When the catalyst meets the preset condition, the engine is controlled to stop heating the catalyst.

7. An engine ignition control device, characterized in that: include: A state determination module, configured to determine whether the catalyst is in an ignition state whenever the engine enters a starting state; a first control module, configured to control the vehicle to enter a series operation mode if the catalyst is not in the light-off state, and control the engine to heat the catalyst in the series operation mode; The second control module is configured to control the vehicle to adopt a parallel working mode if the catalyst is in the light-off state, and control the engine output torque in the parallel working mode.

8. The device according to claim 7, characterized in that The state judgment module is also used for: determining whether the current temperature of the catalyst reaches a preset first temperature threshold; If not, determining that the catalyst is not in the light-off state; If so, it is determined that the catalyst is in the light-off state.

9. An electronic device, characterized in that: The electronic device comprises: processor; a memory for storing instructions executable by the processor; The processor is configured to read the executable instructions from the memory and execute the instructions to implement the method according to any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores instructions, and when the instructions are executed on a terminal device, the terminal device implements the method according to any one of claims 1 to 6.

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