Engine starting method, device and equipment and storage medium

Abstract

The invention discloses an engine starting method, device and equipment and a storage medium, and the method comprises the steps that if it is recognized that two camshaft sensors of a hybrid vehicle type engine break down, a vehicle control unit reduces the torque of a generator dragging the engine so as to reduce the rotating speed of the engine; if it is determined that the rotating speed of the engine is within the set range, oil injection is tried, and cylinder judgment is conducted according to the acceleration factor of the engine after oil injection; and if the cylinder is judged to be correct, igniting to start the engine, and controlling the vehicle to enter the limping mode. In the double-PG fault mode, the running rotating speed of the engine can be reduced, the fuel injection trying function is made to run normally, cylinder judgment can be successful, it is guaranteed that a vehicle runs with certain power, and the anchor dropping risk is prevented.

Description

Technical Field

[0001] This invention relates to the field of engine control technology, and in particular to an engine starting method, device, equipment and storage medium. Background Technology

[0002] The engine controller (ECU) needs to know the engine speed and the real-time position of each piston precisely. Based on the speed and piston position, it calculates the ignition timing and fuel injection timing to ensure the engine operates normally. The engine speed and piston position are collected by the crankshaft sensor (DG) and the camshaft sensor (PG). The engine has two camshaft sensors (dual PG). When the GD sensor and PG sensor are working normally, the engine can operate normally. When the dual PG sensor of a hybrid vehicle fails, the engine cannot be started and can only be driven on pure electric power, which poses a risk of breakdown.

[0003] Currently, when the dual PG sensors in hybrid vehicles malfunction, the engine control system activates fault diagnosis when starting the engine. After identifying the fault, it attempts to inject fuel. However, because the engine speed in hybrid vehicles is driven by the generator at a relatively high speed, the engine's attempt to inject fuel cannot be activated and identified properly. This results in the inability to correctly determine the cylinder's position, causing the engine to fail to start. The vehicle can only be driven in pure electric mode, posing a risk of breakdown and loss of power.

[0004] Therefore, how to ensure that the fuel injection function operates normally and that cylinder injection is successfully determined is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] The main objective of this invention is to provide an engine starting method, device, equipment, and storage medium that reduces the engine operating speed in a dual PG fault mode, allowing the fuel injection function to operate normally and the cylinder to be successfully identified. At this time, the engine can start normally and output a certain amount of power, ensuring that the vehicle has a certain power to operate and preventing the risk of breakdown.

[0006] In a first aspect, this application provides an engine starting method, wherein the method includes the steps of: If a fault is detected in the two camshaft sensors of the hybrid vehicle's engine, the vehicle controller reduces the torque that the generator uses to drive the engine, thereby reducing the engine speed. If it is determined that the engine speed is running within the set range, try injecting fuel and determine the cylinder by the acceleration factor of the engine after fuel injection; If the cylinder is correctly identified, the engine is started and the vehicle is put into limp mode.

[0007] In conjunction with the first aspect mentioned above, as an optional implementation method, based on the calculation of the time ratio of the crankshaft rotating through the same angle window before and after the injection ignition after attempting to inject fuel into the cylinder, and combined with the speed change and correction coefficient, the acceleration factor of the engine is calculated. When the acceleration factor is greater than the calibrated threshold, the engine controller determines that the current cylinder is working correctly and proceeds to determine the next cylinder injection. When the acceleration factor is less than or equal to the calibrated threshold, the engine controller determines that the cylinder has failed.

[0008] In conjunction with the first aspect mentioned above, as an optional implementation method, according to the formula: Calculate the average rotational speed during the evaluation window before ignition; According to the formula: Calculate the average rotational speed during the evaluation window after ignition, where, and This is the correction factor at the current speed. The width of the window before and after fuel injection ignition. Turn the window before ignition The time required Turn the window after ignition Time required; According to the formula: Calculate the engine's acceleration factor, where, The influence coefficient corresponding to the driving speed. The engine speed is the speed at which it is driven. To test the increase in engine speed after fuel injection.

[0009] In conjunction with the first aspect mentioned above, as an optional implementation method, fuel injection can be attempted again in the next piston cycle until cylinder identification is successful.

[0010] In conjunction with the first aspect mentioned above, as an optional implementation, the engine controller receives the target towing torque output by the vehicle controller and tows the engine to the corresponding speed in response to the target towing torque. When fault codes are detected in two camshaft sensors during engine operation, it indicates that the two camshaft sensors of the engine are malfunctioning.

[0011] In conjunction with the first aspect mentioned above, as an optional implementation, the engine sends the fault codes from the two camshaft sensors to the vehicle controller. When the vehicle controller recognizes the fault code, it actively reduces the torque of the generator-driven engine to the set torque, thereby reducing the engine speed.

[0012] In conjunction with the first aspect mentioned above, as an optional implementation method, the number of fuel injections is counted; When the number of fuel injections reaches a set threshold, the fuel injection operation is stopped.

[0013] Secondly, this application provides an engine starting device, the device comprising: The execution module is used to reduce the torque of the generator-driven engine to reduce the engine speed if a fault is detected in the two camshaft sensors of the hybrid vehicle engine. The processing module is used to determine the cylinder by attempting fuel injection and using the acceleration factor of the engine after fuel injection if it is determined that the engine speed is running within a set range. The control module is used to ignite and start the engine if the cylinder detection is correct, and to control the vehicle to enter limp mode.

[0014] Thirdly, this application also provides an electronic device, the electronic device comprising: a processor; and a memory storing computer-readable instructions, which, when executed by the processor, implement the method described in any one of the first aspects.

[0015] Fourthly, this application also provides a computer-readable storage medium storing computer program instructions that, when executed by a computer, cause the computer to perform the method described in any of the first aspects.

[0016] This application provides an engine starting method, apparatus, device, and storage medium. The method includes the following steps: if a fault is detected in two camshaft sensors of a hybrid vehicle engine, the vehicle controller reduces the torque of the generator-driven engine to reduce the engine speed; if the engine speed is determined to be within a set range, fuel injection is attempted, and cylinder identification is performed based on the engine's acceleration factor after fuel injection; if the cylinder identification is correct, the engine is ignited and started, and the vehicle is controlled to enter limp mode. This application can reduce the engine operating speed in a dual PG fault mode, allowing the fuel injection function to operate normally and successfully identify the cylinder, ensuring that the vehicle has a certain amount of power and preventing the risk of breakdown.

[0017] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit the invention. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0019] Figure 1 This is a flowchart of an engine starting method provided in an embodiment of this application; Figure 2This is a schematic diagram of an engine starting device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the dual PG fault start control logic provided in the embodiments of this application; Figure 4 This is a schematic diagram of an electronic device provided in an embodiment of this application; Figure 5 This is a schematic diagram of a computer-readable program medium provided in an embodiment of this application. Detailed Implementation

[0020] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0021] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. Some of the block diagrams shown in the drawings represent functional entities and do not necessarily correspond to physically or logically independent entities.

[0022] The embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0023] Reference Figure 1 , Figure 1 The diagram shown is a flowchart of an engine starting method provided by the present invention. Figure 1 As shown, the method includes the following steps: Step S101: If a fault is detected in the two camshaft sensors of the hybrid vehicle engine, the vehicle controller reduces the torque of the generator driving the engine to reduce the engine speed.

[0024] Specifically, if a malfunction is detected in either of the two camshaft sensors of the hybrid vehicle's engine, the vehicle controller reduces the torque that the generator uses to drive the engine, thereby lowering the engine speed, before proceeding as follows: The engine controller receives the target drag torque output by the vehicle controller and drags the engine to the corresponding speed in response to the target drag torque; when the engine detects fault codes of the two camshaft sensors during operation, it is identified that the two camshaft sensors of the engine have failed.

[0025] If a fault is detected in the two camshaft sensors of the hybrid vehicle engine, the vehicle controller reduces the torque of the generator driving the engine to reduce the engine speed. This includes: the engine sending fault codes of the two camshaft sensors to the vehicle controller; and when the vehicle controller recognizes the fault codes, it actively reduces the torque of the generator driving the engine to a set torque to reduce the engine speed.

[0026] To illustrate, the Vehicle Control Unit (VCU) outputs the target torque and control mode to the Generator Control Unit (GCU). The GCU responds by driving the engine to a certain speed based on the target torque. The target torque is 170 Nm. The VCU receives the actual engine speed from the Engine Control Unit (ECU). When the speed reaches a certain value, the VCU sends the fuel injection command and start-up mode to the ECU. The ECU then activates its internal fuel injection logic to perform fuel injection and ignition. When the engine control system detects a dual PG (Power Generation Port) fault, it reports a dual PG fault code. The ECU then sends the fault code to the VCU. Upon recognizing the fault code, the VCU reduces the torque to 110 Nm. At this point, the GCU lowers the engine's operating speed, allowing the engine to run at a lower RPM.

[0027] It needs to be explained that the target drag torque output by the current hybrid vehicle controller is relatively high. The generator controller drags the engine to 1100 rpm and maintains a stable speed. At high speeds, the acceleration factor obtained from attempting fuel injection and combustion is relatively small, making it impossible to implement the fuel injection attempt logic function. That is, N is the drag speed; with the same increase in speed, the higher the drag speed, the smaller the calculated acceleration factor. Therefore, it is necessary to reduce the engine speed.

[0028] In one embodiment, under non-fault conditions, the generator driving torque remains unchanged. When the engine control system diagnoses a dual PG fault, the engine control system sends the fault status to the vehicle controller. After the vehicle controller identifies the fault status, it reduces the generator driving torque. At the same time, the engine control system activates the Test Injection function. When the cylinder detection is successful, the engine enters limp mode, and the vehicle controller enters normal control mode.

[0029] Step S102: If it is determined that the engine speed is running within the set range, attempt to inject fuel and determine the cylinder by the acceleration factor of the engine after fuel injection.

[0030] Specifically, based on the time ratio of the crankshaft rotating through the same angle window before and after the injection ignition after attempting to inject fuel into the cylinder, and combined with the speed change and correction coefficient, the engine acceleration factor is calculated; when the acceleration factor is greater than the calibrated threshold, the engine controller determines that the current cylinder is working correctly and proceeds to the next cylinder injection judgment; when the acceleration factor is less than or equal to the calibrated threshold, the engine controller determines that the cylinder has failed.

[0031] According to the formula: Calculate the average rotational speed during the evaluation window before ignition; According to the formula: Calculate the average rotational speed during the evaluation window after ignition, where, and This is the correction factor at the current speed. The width of the window before and after fuel injection ignition. Turn the window before ignition The time required Turn the window after ignition Time required; According to the formula: Calculate the engine's acceleration factor, where, The influence coefficient corresponding to the driving speed. The engine speed is the speed at which it is driven. This represents the increase in engine speed after a fuel injection attempt. Assuming a constant driving speed N, Δ(N) is a fixed value. According to the formula, the factors affecting the acceleration factor are N and ΔN. When a single cylinder's fuel injection combustion produces the same speed increase, the higher the driving speed, the smaller the acceleration factor.

[0032] It needs to be explained that during engine dragging, the instantaneous speed actually fluctuates, caused by the resistance encountered by the piston as it passes through top and bottom dead centers. When the engine control system enters limp mode, it attempts to activate the fuel injection function, and then injects fuel and ignites at the immediate top dead center (TDC). Next, it calculates the time corresponding to the same crankshaft rotation angle before and after top dead center; the corresponding angular velocity is then calculated, and finally, the acceleration factor is calculated.

[0033] When the acceleration factor exceeds the calibrated threshold, the engine control system determines that the cylinder is correctly selected. If the engine speed does not increase, the cylinder is considered to have failed, and the system will attempt to achieve successful combustion by trying the fuel injection process in the next piston cycle. That is, it will continue to try fuel injection in the next piston cycle until the cylinder is successfully selected.

[0034] In one embodiment, the number of fuel injection attempts is counted; when the number of fuel injection attempts reaches a set threshold, the fuel injection operation is stopped. It is understood that, to prevent cylinder flooding and protect the engine, the total number of attempted fuel injection attempts is limited, and the attempted fuel injection function will not be activated if the engine speed exceeds a certain speed.

[0035] To illustrate, when the engine cannot correctly determine the cylinder position, the ECU will employ an injection attempt strategy. It observes changes in crankshaft speed (acceleration factor) to determine if the fuel injection successfully ignites the air-fuel mixture, thus indirectly determining the cylinder position and operating state. Acceleration factor: refers to the instantaneous rate of change of crankshaft speed after fuel injection and combustion. During normal combustion, the cylinder pushes the piston, and the crankshaft speed increases significantly. If the acceleration factor > a threshold, it indicates successful combustion after fuel injection, and the ECU determines that the cylinder is operating correctly. If the acceleration factor ≤ a threshold, it indicates combustion failure (such as misfire or incorrect fuel injection), and the ECU determines that the cylinder has failed. If there is no significant change in crankshaft speed after fuel injection, it indicates that combustion has not occurred or is insufficient to push the piston, and the ECU considers the fuel injection to have failed. In this case, the system will continue to attempt fuel injection in the next piston cycle (i.e., the next cylinder's operating window) until the cylinder is successfully identified.

[0036] In one embodiment, assuming a four-cylinder engine experiences a camshaft sensor malfunction, the ECU enters a fuel injection attempt mode: 1. First round of attempts: The ECU injects fuel into cylinder 1, and the engine speed changes are observed.

[0037] If the engine speed increases and the acceleration factor exceeds the threshold, cylinder 1 is considered correct.

[0038] If the engine speed does not increase, cylinder 1 is considered to have failed, and the process proceeds to the next round.

[0039] 2. Second round of attempts: The ECU injects fuel into cylinder 3, and the engine speed changes are observed.

[0040] If the engine speed increases, then cylinder 3 is correctly identified.

[0041] If it still doesn't increase, continue trying 4 cylinders and 2 cylinders.

[0042] 3. Protection Mechanism: If four consecutive attempts fail, the ECU will stop attempting to inject fuel, i.e., it will stop trying to inject fuel.

[0043] If the engine speed exceeds 2000 RPM, the ECU will automatically stop attempting to inject fuel.

[0044] When the PG sensor malfunctions, fuel injection is attempted to determine the cylinder position. For example, the PG sensor (camshaft position sensor) provides camshaft phase information, helping the ECU distinguish whether the cylinder is in the compression or exhaust stroke. When this sensor malfunctions, the ECU can only obtain piston position information through the crankshaft position sensor (CKP), but cannot distinguish between compression top dead center and exhaust top dead center. This leads to incorrect fuel injection and ignition timing, affecting normal engine operation and manifesting as difficulties starting, unstable idling, and reduced power.

[0045] The procedure for attempting fuel injection to determine cylinder characteristics: To address the cylinder identification difficulties caused by a PG sensor malfunction, the ECU will initiate an injection strategy trial. By observing the engine speed changes after injection, it indirectly determines the cylinder's operating status. Below is an example of a four-cylinder engine: When the engine starts, the ECU detects that cylinders 1 and 4 are close to top dead center using the crankshaft position sensor, but it cannot determine whether it is the compression top dead center or the exhaust top dead center.

[0046] The ECU selects cylinder 1 for injection: if cylinder 1 is in the compression stroke, the air-fuel mixture is ignited after injection, and the engine speed will increase significantly. If cylinder 1 is in the exhaust stroke, the air-fuel mixture cannot be ignited after injection, and the engine speed will not change or change only slightly.

[0047] The ECU determines the operating status of cylinder 1 by monitoring changes in engine speed: Increased speed indicates cylinder 1 is in the compression stroke, allowing for normal fuel injection and ignition. No change in speed indicates cylinder 1 is in the exhaust stroke; fuel injection should be skipped, and the system should attempt to inject into the next cylinder (e.g., cylinder 4).

[0048] The ECU sequentially attempts to inject fuel into each of the other cylinders (e.g., cylinders 4, 2, and 3) until the operating status of all cylinders is determined. Once the ECU has determined the operating status of all cylinders, the engine enters limp mode, continuing to operate with limited power to ensure the vehicle can be safely driven to a service point. Optional cylinder count: 4 cylinders (numbered 1, 2, 3, 4). Operating sequence: 1-3-4-2 (cylinder 1 performs the power stroke first, then cylinders 3, 4, and 2). Stroke sequence: Intake → Compression → Power stroke → Exhaust (cyclic). For example, after testing fuel injection, the following can be determined: Cylinder 1: Exhaust top dead center (about to enter the intake stroke); Cylinder 4: Compression top dead center (about to ignite and perform the power stroke); Cylinder 3: Intake stroke (piston descends, intake valve opens); Cylinder 2: Power stroke (piston descends, combustion and expansion). At this point, the ECU clearly knows: Cylinder 4 is about to ignite, requiring control of the spark plug ignition; Cylinder 3 is currently intake, requiring control of the fuel injector; Cylinder 1 is about to exhaust, requiring the exhaust valve to open; Cylinder 2 is currently performing power strokes, requiring neither fuel injection nor ignition. Based on the cylinder determination, the ECU performs the following operations: Injects fuel into Cylinder 3 (because Cylinder 3 is next to perform power strokes, requiring pre-injection of the fuel-air mixture); Ignites Cylinder 4 (because Cylinder 4 is at top dead center of compression, the spark plug ignites the mixture); Controls the opening of the exhaust valve of Cylinder 1 to expel exhaust gases; Cylinder 2 continues performing power strokes, pushing the piston downwards. By determining the operating status of each cylinder, ignition and engine starting are achieved.

[0049] Understandably, the typical firing order of a 4-cylinder gasoline engine is 1-3-4-2, with four strokes in its working cycle: intake, compression, power, and exhaust. When cylinder 1 is in the intake stroke, cylinder 3 is in the compression stroke, cylinder 4 is in the power stroke, and cylinder 2 is in the exhaust stroke. This is a physically fixed position and sequence. For each cylinder, in one working cycle, it will be at top dead center twice, during the compression stroke and the exhaust stroke. During the intake stroke, fresh air enters the cylinder, and the fuel injected at this time mixes with the air, allowing for normal combustion and power output after ignition. If fuel is injected during the exhaust stroke, the cylinder contains residual exhaust gas without oxygen, so the fuel cannot ignite and will not produce power. When the system detects a dual PG (phase sensor) malfunction, the engine control unit (ECU) cannot accurately identify the position of the crankshaft or camshaft, thus failing to precisely control the fuel injection and ignition timing. To avoid engine start failure due to misjudgment or persistent malfunction, the system will initiate a fuel injection attempt, which involves attempting fuel injection under preset conditions and checking for successful ignition. If ignition is successful, it indicates that despite the abnormal PG signal, the engine still has basic operating capabilities. The system can then enter a temporary operating mode or a fault recovery mode to ensure the vehicle continues to drive or maintains basic power output.

[0050] Step S103: If the cylinder determination is correct, ignite the engine to start it and control the vehicle to enter limp mode.

[0051] Specifically, under non-fault conditions, the driving torque remains constant, indicating that both the engine control system and the vehicle control unit (VCU) are operating normally, and the power output is stable. When the engine control system detects a dual PG (phase sensor) fault, the system cannot accurately obtain the phase information of the crankshaft or camshaft, thus affecting fuel injection and ignition control.

[0052] At this point, the engine control system sends the fault status to the vehicle controller. After identifying the fault, the vehicle controller actively reduces the drag torque to prevent overload or damage to the powertrain caused by abnormal control signals. Simultaneously, the engine control system activates the "Test Injection" function to determine whether the engine has basic operational capabilities based on actual fuel injection and ignition feedback.

[0053] Once the fuel injection function is successfully detected (i.e., the ignition system is confirmed to be functioning normally), the engine enters limp mode. Limp mode is a degraded operation control strategy where the engine operates conservatively, limiting output power and speed to ensure the vehicle retains basic driving capabilities.

[0054] Understandably, if ignition is successful, it indicates that the engine still has basic operating capabilities despite the abnormal PG signal. The system can then enter a temporary operating mode or a fault recovery mode to ensure that the vehicle continues to drive or maintains basic power output.

[0055] In summary, this application combines the control interaction logic of hybrid vehicles and optimizes the interaction between the vehicle controller, generator controller and engine controller to identify the unique dual PG fault mode. In the dual PG fault mode, the engine operating speed is reduced so that the fuel injection function can be tested and the cylinder can be successfully identified. At this time, the engine can start normally and output a certain amount of power to ensure that the vehicle has a certain power to run and prevent the risk of breakdown.

[0056] Reference Figure 2 , Figure 2 The diagram shown is a schematic of an engine starting device provided by the present invention. Figure 2 As shown, the device includes: Execution module 201: If a fault is detected in the two camshaft sensors of the hybrid vehicle engine, the vehicle controller reduces the torque of the generator-driven engine to reduce the engine speed.

[0057] Processing module 202: It is used to determine the cylinder by attempting to inject fuel and using the acceleration factor of the engine after fuel injection if it is determined that the engine speed is running within a set range.

[0058] Control module 203: If the cylinder detection is correct, it is used to ignite and start the engine, and control the vehicle to enter limp mode.

[0059] Furthermore, in one possible implementation, the processing module is also used to calculate the time ratio of the crankshaft rotating through the same angle window before and after the injection ignition, based on the cylinder injection attempt, and to calculate the engine acceleration factor by combining the speed change and correction coefficient. When the acceleration factor is greater than the calibrated threshold, the engine controller determines that the current cylinder is working correctly and proceeds to determine the next cylinder injection. When the acceleration factor is less than or equal to the calibrated threshold, the engine controller determines that the cylinder has failed.

[0060] Furthermore, in one possible implementation, the processing module is also configured to process according to the formula: Calculate the average rotational speed during the evaluation window before ignition; According to the formula: Calculate the average rotational speed during the evaluation window after ignition, where, and This is the correction factor at the current speed. The width of the window before and after fuel injection ignition. Turn the window before ignition The time required Turn the window after ignition Time required; According to the formula: Calculate the engine's acceleration factor, where, The influence coefficient corresponding to the driving speed. The engine speed is the speed at which it is driven. To test the increase in engine speed after fuel injection.

[0061] Furthermore, in one possible implementation, the processing module is also used to continue attempting fuel injection in the next piston cycle until cylinder identification is successful.

[0062] Furthermore, in one possible implementation, the execution module is also configured to receive the target drag torque output by the vehicle controller using the engine controller, and drag the engine to the corresponding speed in response to the target drag torque; When fault codes are detected in two camshaft sensors during engine operation, it indicates that the two camshaft sensors of the engine are malfunctioning.

[0063] Furthermore, in one possible implementation, the execution module is also used to send the fault codes sensed by the two camshafts to the vehicle controller. When the vehicle controller recognizes the fault code, it actively reduces the torque of the generator-driven engine to the set torque, thereby reducing the engine speed.

[0064] Furthermore, in one possible implementation, the processing module is also used to count the number of fuel injections; When the number of fuel injections reaches a set threshold, the fuel injection operation is stopped.

[0065] Reference Figure 3 , Figure 3 The diagram shown is a schematic of the dual-PG fault start control logic provided by the present invention. Figure 3 As shown: The vehicle control unit (VCU) outputs the target towing torque and control mode to the generator control unit (GCU). The generator control unit responds by driving the engine to a certain speed in response to the target towing torque. The target towing torque is 170 Nm.

[0066] The vehicle control unit (VCU) receives the actual engine speed output by the engine controller. When the speed reaches a certain value, it releases the fuel injection command and start-up mode to the engine controller. The engine controller then activates its internal fuel injection logic to perform fuel injection and ignition according to the fuel injection command.

[0067] When the engine control system detects a dual PG fault, it will report a dual PG fault code. At this time, the engine control system sends the fault code to the vehicle controller. After the vehicle controller recognizes the fault code, it reduces the drag torque to 110 Nm. At this time, the GCU will reduce the engine's drag speed, and the engine will run at a lower speed. Simultaneously, the engine control system activates the Testinjection function. If the cylinder identification is successful, the engine can start and run normally.

[0068] The following reference Figure 4 To describe an electronic device 400 according to this embodiment of the present invention. Figure 4 The electronic device 400 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0069] like Figure 4 As shown, the electronic device 400 is manifested in the form of a general-purpose computing device. The components of the electronic device 400 may include, but are not limited to: at least one processing unit 410, at least one storage unit 420, and a bus 430 connecting different system components (including storage unit 420 and processing unit 410).

[0070] The storage unit stores program code that can be executed by the processing unit 410, causing the processing unit 410 to perform the steps described in the "Embodiment Methods" section of this specification according to various exemplary embodiments of the present invention.

[0071] Storage unit 420 may include readable media in the form of volatile storage units, such as random access memory (RAM) 421 and / or cache memory 422, and may further include read-only memory (ROM) 423.

[0072] Storage unit 420 may also include a program / utility 424 having a set (at least one) of program modules 425, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0073] Bus 430 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.

[0074] Electronic device 400 can also communicate with one or more external devices (e.g., keyboard, pointing device, Bluetooth device, etc.), one or more devices that enable a user to interact with electronic device 400, and / or any device that enables electronic device 400 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 450. Furthermore, electronic device 400 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 460. As shown, network adapter 460 communicates with other modules of electronic device 400 via bus 430. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 400, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0075] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the methods according to the embodiments of this disclosure.

[0076] According to the present disclosure, a computer-readable storage medium is also provided, on which a program product capable of implementing the methods described above is stored. In some possible embodiments, various aspects of the present invention can also be implemented as a program product comprising program code that, when the program product is run on a terminal device, causes the terminal device to perform the steps of the various exemplary embodiments of the present invention described in the "Exemplary Methods" section above.

[0077] refer to Figure 5 As shown, a program product 500 for implementing the above-described method according to an embodiment of the present invention is described. It may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, the readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0078] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0079] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0080] The program code contained on the readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0081] Program code for performing the operations of this invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0082] Furthermore, the above figures are merely illustrative of the processes included in the method according to exemplary embodiments of the present invention, and are not intended to be limiting. It is readily understood that the processes shown in the above figures do not indicate or limit the temporal order of these processes. Additionally, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.

[0083] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. 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 this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

[0084] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

Claims

1. An engine starting method, characterized in that, include: If a fault is detected in the two camshaft sensors of the hybrid vehicle's engine, the vehicle controller reduces the torque that the generator uses to drive the engine, thereby reducing the engine speed. If it is determined that the engine speed is running within the set range, try injecting fuel and determine the cylinder by the acceleration factor of the engine after fuel injection; If the cylinder is correctly identified, the engine is started and the vehicle is put into limp mode.

2. The method according to claim 1, characterized in that, If the engine speed is determined to be within the set range, the process of attempting fuel injection and determining the cylinder based on the engine's acceleration factor after fuel injection includes: Based on the trial injection of fuel into the cylinder, the time ratio of the crankshaft rotating through the same angle window before and after fuel injection ignition is calculated. Combined with the speed change and correction coefficient, the acceleration factor of the engine is calculated. When the acceleration factor is greater than the calibrated threshold, the engine controller determines that the current cylinder is working correctly and proceeds to determine the next cylinder injection. When the acceleration factor is less than or equal to the calibrated threshold, the engine controller determines that the cylinder has failed.

3. The method according to claim 2, characterized in that, The calculation of the engine acceleration factor, based on the time ratio of crankshaft rotation through the same angle window before and after injection ignition following a trial injection of fuel into the cylinder, combined with speed changes and correction coefficients, includes: According to the formula: Calculate the average rotational speed during the evaluation window before ignition; According to the formula: Calculate the average rotational speed during the evaluation window after ignition, where, and This is the correction factor at the current speed. The width of the window before and after fuel injection ignition. Turn the window before ignition The time required Turn the window after ignition Time required; According to the formula: Calculate the engine's acceleration factor, where, The influence coefficient corresponding to the driving speed. The engine speed is the speed at which it is driven. To test the increase in engine speed after fuel injection.

4. The method according to claim 2, characterized in that, After the engine controller determines that the cylinder has failed, it includes: Continue attempting to inject fuel during the next piston cycle until cylinder identification is successful.

5. The method according to claim 1, characterized in that, Before the vehicle controller reduces the torque of the generator-driven engine to lower the engine speed if a malfunction is detected in the two camshaft sensors of the hybrid vehicle's engine, the following steps are included: The engine controller receives the target towing torque output by the vehicle controller and drives the engine to the corresponding speed in response to the target towing torque. When fault codes are detected in two camshaft sensors during engine operation, it indicates that the two camshaft sensors of the engine are malfunctioning.

6. The method according to claim 1, characterized in that, If a malfunction is detected in either of the two camshaft sensors of the hybrid vehicle's engine, the vehicle controller reduces the torque supplied by the generator to the engine, thereby lowering the engine speed. This includes: The engine sends fault codes from the two camshaft sensors to the vehicle controller. When the vehicle controller recognizes the fault code, it actively reduces the torque of the generator-driven engine to the set torque, thereby reducing the engine speed.

7. The method according to claim 1, characterized in that, The following are the steps following the attempt to spray oil: Count the number of fuel injections; When the number of fuel injections reaches a set threshold, the fuel injection operation is stopped.

8. An engine starting device, characterized in that, include: The execution module is used to reduce the torque of the generator-driven engine to reduce the engine speed if a fault is detected in the two camshaft sensors of the hybrid vehicle engine. The processing module is used to determine the cylinder by attempting fuel injection and using the acceleration factor of the engine after fuel injection if it is determined that the engine speed is running within a set range. The control module is used to ignite and start the engine if the cylinder detection is correct, and to control the vehicle to enter limp mode.

9. An electronic device, characterized in that, The electronic device includes: processor; A memory storing computer-readable instructions that, when executed by the processor, implement the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, It stores computer program instructions that, when executed by a computer, cause the computer to perform the method according to any one of claims 1 to 7.

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