Control method, device, storage medium and system for heating intake air of engine

Abstract

The invention provides an engine inlet air heating control method and device, a storage medium and a system.The method comprises the steps that multiple temperature values are obtained, the minimum value in the multiple temperature values is determined as a temperature reference value, and the temperature values comprise the engine oil temperature value, the fuel oil temperature value and the cooling liquid temperature value; according to a preset corresponding rule, a plurality of engine intake air heating durations corresponding to the temperature reference value are determined, and the preset corresponding rule represents the corresponding relation between the temperature reference value and the engine intake air heating durations; and the state of the engine is determined, one of the multiple durations is determined as the target heating duration according to the state, and inlet air of the engine is heated for the target heating duration. The problem that in the prior art, a flame preheating control scheme lacks fine control over different starting stages, and consequently the heating effect is poor is solved.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and more specifically, to a control method for engine intake air heating, a control device for engine intake air heating, a computer-readable storage medium, and a control system for engine intake air heating. Background Technology

[0002] In cold environments, diesel engines often experience difficulties starting. This is primarily due to reduced fuel flow and poor atomization at low temperatures, leading to incomplete combustion of the air-fuel mixture in the cylinder. This results in low engine starting efficiency, long starting times, and even failure to start. To address this, engines commonly employ intake air heating devices to improve cold-start performance.

[0003] Existing intake air heating solutions mainly include electric heating grilles and flame preheating devices. The flame preheating device heats a resistance wire using a glow plug. When the wire reaches a high temperature (approximately 800°C), fuel is injected, causing the fuel to burn on the wire surface and releasing heat to heat the intake air, thereby improving the engine's cold start capability. Compared to electric heating grilles, flame preheating devices require less operating current and have a lower battery load, making them more widely used in heavy-duty diesel engines.

[0004] However, most existing flame preheating control schemes only provide simple control over the flame preheating device itself, lacking refined control over different start-up stages. They often use fixed heating times or fuel injection amounts, which can easily lead to incomplete fuel combustion and excessively rapid cooling of the resistance wire, resulting in a decrease in heating effect. Summary of the Invention

[0005] The main objective of this application is to provide a control method, a control device, a computer-readable storage medium, and a control system for engine intake air heating, so as to at least solve the problem that the existing flame preheating control scheme lacks fine control over different start-up stages, resulting in poor heating effect.

[0006] To achieve the above objectives, according to one aspect of this application, a method for controlling engine intake air heating is provided, comprising: acquiring a plurality of temperature values ​​and determining the minimum value among the plurality of temperature values ​​as a temperature reference value, the temperature values ​​including engine oil temperature, fuel temperature, and coolant temperature; determining a plurality of engine intake air heating durations corresponding to the temperature reference value according to a preset correspondence rule, the preset correspondence rule representing the correspondence between the temperature reference value and the engine intake air heating duration; determining the state of the engine, and determining one of the plurality of durations as a target heating duration according to the state, and heating the engine intake air for the target heating duration.

[0007] Optionally, the duration includes a first duration, a second duration, and a third duration, wherein the first duration is longer than the second duration, the second duration is longer than the third duration, and the duration corresponds one-to-one with the state of the engine. A target heating duration is determined from among the multiple durations based on the state, including: heating the engine intake air for the first duration when the engine is determined to be in a pre-start state, the pre-start state representing a cold start and not yet started condition; heating the engine intake air for the second duration when the engine is determined to be in a starting state; and heating the engine intake air for the third duration when the engine is determined to be in a start-up completed state.

[0008] Optionally, the method further includes: when the engine is determined to be in the pre-start state, during the first duration of heating the engine intake air, continuously monitoring the engine emergency start signal; when the duration of the engine emergency start signal triggering is greater than or equal to a preset threshold, controlling the engine to enter the starting state; when the duration of the engine emergency start signal triggering is less than the preset threshold, determining that the engine emergency start signal is invalid.

[0009] Optionally, after heating the engine intake air for the first duration, once it is determined that the engine is in a pre-start state, the method further includes: upon receiving an engine start signal, controlling the engine to enter the start-up state.

[0010] Optionally, the target heating duration for heating the engine intake air includes: controlling the glow plug to conduct for a preset duration to heat the resistance element; determining the duty cycle of the control signal of the fuel injection relay according to the target heating duration; and controlling the switching state of the fuel injection relay according to the duty cycle so that the fuel injection relay injects fuel into the resistance element to heat the engine intake air.

[0011] Optionally, after determining the state of the engine, the method further includes: if the engine speed is greater than a preset speed threshold, determining that it is not necessary to heat the engine intake air.

[0012] Optionally, after acquiring multiple temperature values, the method further includes: determining the minimum temperature value among the multiple temperature values; if the minimum temperature value is greater than or equal to a preset temperature value, determining that heating of the engine intake air is unnecessary; and if the minimum temperature value is less than the preset temperature value, controlling the auxiliary fuel supply device to start working.

[0013] According to another aspect of this application, a control device for heating engine intake air is provided, comprising: an acquisition unit, configured to acquire a plurality of temperature values ​​and determine the minimum value among the plurality of temperature values ​​as a temperature reference value, the temperature values ​​including engine oil temperature value, fuel temperature value, and coolant temperature value; a first determination unit, configured to determine a plurality of durations for heating engine intake air corresponding to the temperature reference value according to a preset correspondence rule, the preset correspondence rule representing the correspondence between the temperature reference value and the duration of heating engine intake air; and a second determination unit, configured to determine the state of the engine, and determine one of the plurality of durations as a target heating duration according to the state, and heat the engine intake air for the target heating duration.

[0014] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform any of the methods described.

[0015] According to another aspect of this application, a control system for heating engine intake air is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing any one of the methods described.

[0016] By applying the technical solution of this application, multiple temperature values, such as engine oil temperature, fuel temperature, and coolant temperature, are simultaneously acquired, and the minimum value is taken as the temperature reference value. This ensures that the control logic can perform heating compensation for the lowest-temperature components of the engine. Then, based on preset corresponding rules, a heating duration matching this temperature reference value is determined, establishing a correspondence between the temperature reference value and the engine intake air heating duration. This allows for the selection of a matching heating duration based on different temperature ranges. Furthermore, by combining the engine's operating status with the selection of the target heating duration, precise control of the intake air heating time is achieved. Compared to existing flame preheating methods that rely solely on single temperature or fixed duration control, this method achieves refined management of the intake air heating process. It ensures sufficient heating under low-temperature conditions, improving cold-start performance, while avoiding overheating at high temperatures or in the post-start stage. This reduces energy consumption and extends the service life of components such as glow plugs, solving the problem of existing flame preheating control schemes lacking refined control over different start-up stages, resulting in poor heating effects. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0018] Figure 1 A schematic flowchart of a control method for heating engine intake air according to an embodiment of this application is shown.

[0019] Figure 2 A flowchart illustrating the determination of a target heating duration based on engine status in an engine intake air heating control method according to an embodiment of this application is shown.

[0020] Figure 3 A schematic diagram of the process for determining the validity of an emergency start signal triggering in an engine intake air heating control method according to an embodiment of this application is shown.

[0021] Figure 4 The diagram illustrates the process of heating the engine intake air after the engine is powered on, according to an embodiment of this application.

[0022] Figure 5 A schematic flowchart of another control method for engine intake air heating according to an embodiment of this application is shown;

[0023] Figure 6 A structural block diagram of a control device for heating engine intake air according to an embodiment of this application is shown. Detailed Implementation

[0024] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] As described in the background section, existing flame preheating control schemes lack fine-grained control over different start-up stages, resulting in poor heating performance. To address the aforementioned technical problems, embodiments of this application provide a control method for engine intake air heating, a control device for engine intake air heating, a computer-readable storage medium, and a control system for engine intake air heating.

[0028] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0029] Figure 1 This is a flowchart of a control method for heating engine intake air according to an embodiment of this application. Figure 1 As shown, the method includes the following steps:

[0030] Step S101: Obtain multiple temperature values ​​and determine the minimum value among the multiple temperature values ​​as the temperature reference value. The temperature values ​​include engine oil temperature, fuel temperature and coolant temperature.

[0031] Specifically, the aforementioned oil temperature value refers to the oil temperature in the engine lubrication system, collected by a temperature sensor installed in the oil passage, reflecting the thermal state of the engine lubrication system; the aforementioned fuel temperature value is collected by a sensor located on the fuel supply line or fuel rail, reflecting the temperature of the injected fuel; the aforementioned coolant temperature value is collected by a temperature sensor located on the coolant circulation line or cylinder block water jacket, reflecting the temperature level of the cooling system. It should be noted that the temperature sensor is not limited to a sensor in a specific location, nor is it necessary to configure all temperature sensors in the engine. As long as the selected sensor can provide reference data for characterizing the engine temperature, it can serve as the temperature reference value source for this method.

[0032] Step S102: Determine multiple durations of heating the engine intake air corresponding to the above temperature reference value according to a preset correspondence rule. The preset correspondence rule represents the correspondence between the above temperature reference value and the above duration of heating the engine intake air.

[0033] Specifically, the aforementioned preset rules can be a one-dimensional table with the latched engine reference temperature as the independent variable and the output intake air heating time as the dependent variable. It is set based on the intake air heating requirements required for starting the engine at different temperatures and through experimental calibration data.

[0034] Step S103: Determine the state of the engine, and determine one of the multiple durations as the target heating duration based on the state, and heat the engine intake air to the target heating duration.

[0035] Through the above embodiments, by simultaneously acquiring multiple temperature values ​​such as engine oil temperature, fuel temperature, and coolant temperature, and taking the minimum value as the temperature reference value, the control logic can ensure that it can perform heating compensation for the lowest-temperature components of the engine. Then, based on preset corresponding rules, it determines the heating duration matching this temperature reference value, establishing a correspondence between the temperature reference value and the engine intake air heating duration. This allows for the selection of a matching heating duration according to different temperature ranges. Furthermore, by combining the engine's operating status to select the target heating duration, precise control of the intake air heating time is achieved. Compared to existing flame preheating methods that rely solely on single temperature or fixed duration control, this method achieves refined management of the intake air heating process. It ensures sufficient heating under low-temperature conditions, improving cold-start performance, while avoiding overheating at high temperatures or in the post-start stage. This reduces energy consumption and extends the service life of components such as glow plugs, solving the problem of existing flame preheating control schemes lacking refined control over different start-up stages, resulting in poor heating effects.

[0036] In one alternative, such as Figure 2 As shown, the aforementioned duration includes a first duration, a second duration, and a third duration, wherein the first duration is longer than the second duration, the second duration is longer than the third duration, and the aforementioned durations correspond one-to-one with the aforementioned states of the engine. Based on the aforementioned states, one of the aforementioned durations is determined as the target heating duration, including:

[0037] Step S201: When it is determined that the engine is in a pre-start state, the engine intake air is heated for the first duration. The pre-start state indicates that the engine is in a cold start and not started condition.

[0038] Step S202: If it is determined that the engine is in the starting state, the engine intake air is heated for the second duration.

[0039] Step S203: After determining that the engine is in the start-up completed state, the engine intake air is heated for the third time.

[0040] In the above embodiments, by dividing the heating time into a first duration, a second duration, and a third duration, and corresponding them one-to-one with the three states of engine pre-start, start-up, and start-up completion, the intake air heating control can be dynamically adjusted according to different engine operating stages. The longest first duration heating is used during the pre-start stage, effectively increasing the intake air temperature and ensuring sufficient fuel atomization and high ignition success rate during cold starts. During the start-up process, the second longest duration is used to maintain heating, further stabilizing the combustion process and preventing stalling or vibration. After start-up completion, only the shortest third duration is used, or heating is gradually reduced, avoiding energy waste and preventing overheating from causing damage to components. Through this hierarchical control strategy, the intake air heating process can meet the reliability requirements under cold start conditions while also considering energy consumption and component lifespan, thereby improving the overall operating efficiency and stability of the engine under different conditions.

[0041] Specifically, the heating times decrease sequentially from the first to the third stage because the engine's heat demand gradually decreases during the pre-start, start-up, and start-up completion phases, with each duration corresponding to a specific engine state. Engine states include pre-start, start-up, and start-up completion. These states are matched against multiple preset rules, each corresponding to a specific engine state. For example, Table A queries the heating time for the engine in the pre-start state, Table B queries the heating time for the engine in the start-up state, and Table C queries the heating time for the engine in the start-up completion state. If the temperature reference value does not fall on a specific breakpoint in the calibration table but is located between two adjacent temperature breakpoints, the heating time corresponding to that reference temperature is calculated proportionally between the corresponding heating times at those two breakpoints.

[0042] In another alternative, such as Figure 3 As shown, the above method also includes:

[0043] Step S301: When it is determined that the engine is in the pre-start state, during the first duration of heating the engine intake air, the engine emergency start signal is continuously monitored. When the duration of the engine emergency start signal is received is greater than or equal to a preset threshold, the engine is controlled to enter the start state.

[0044] Step S302: If the duration of the engine emergency start signal is less than the preset threshold, the engine emergency start signal is determined to be invalid.

[0045] In the above embodiments, during the first duration of pre-start heating, the duration of the emergency start signal is determined. Only when the button's trigger duration is greater than or equal to a preset threshold is a valid manual emergency start order declared, immediately switching the engine status from pre-start to starting. This shortens waiting time and improves start-up response in extremely cold or emergency conditions. Short triggers below the threshold, such as vibrations, accidental touches, or road bumps, are deemed invalid, and the pre-start heating strategy continues, avoiding preheating interruptions, start-up failures, starter relay vibrations, unnecessary battery discharge, and gear wear caused by accidental state switching. This method ensures driver intervention in emergencies while filtering out accidental operations.

[0046] Specifically, the aforementioned preset threshold is determined based on the characteristics of driver operation behavior, electrical vibration characteristics, engine start protection requirements, and vehicle testing. In actual operation, when a driver presses the emergency start button, there is usually a stable pressing time, such as 1 to 2 seconds. Slight accidental touches or finger slips are often less than 0.5 seconds. Button contacts, wiring harness vibration, vehicle bumps, contact noise, etc., will generate millisecond-level pulses or short-term vibrations. Therefore, the preset threshold must be higher than the duration of these interferences to effectively eliminate glitch signals.

[0047] In some exemplary embodiments, after heating the engine intake air for the first duration when it is determined that the engine is in a pre-start state, the method further includes: controlling the engine to enter the starting state when an engine start signal is received.

[0048] In the above embodiments, after the engine completes the first duration of intake air heating in the pre-start state, if an engine start signal is subsequently detected, the engine control logic is immediately switched to the starting state, allowing the engine to enter the actual start-up process. By ensuring that the intake air temperature is sufficient to improve fuel atomization and ignition conditions after completing the pre-start heating before accepting the engine start signal to enter the starting state, the success rate of cold starts is improved.

[0049] Specifically, after the first heating action is completed, it enters a waiting state for instructions, and upon receiving a start instruction, it controls the engine to start.

[0050] In other exemplary embodiments, such as Figure 4 As shown, the heating time for the target of the engine intake air heating includes:

[0051] Step S401: Control the glow plug to conduct for a preset time to heat the resistance element;

[0052] Step S402: Determine the duty cycle of the control signal of the fuel injection relay based on the target heating time mentioned above;

[0053] Step S403: Control the switching state of the fuel injection relay according to the duty cycle, so that the fuel injection relay injects fuel into the resistor element to heat the engine intake air.

[0054] In the above embodiments, during the process of performing the target heating time for the engine intake air, the glow plug is first controlled to remain continuously conductive for a preset time, causing the internal resistance element to heat up rapidly and form a stable heat source. Then, the duty cycle of the fuel injection relay control signal is determined in conjunction with the target heating time, thereby achieving precise adjustment of the fuel injection quantity and frequency. Furthermore, the periodic on / off action of the fuel injection relay causes fuel to be intermittently injected onto the heated surface of the resistance element, where it is rapidly atomized and vaporized under the continuous high temperature of the resistance element, fully mixing with the air entering the engine. This effectively increases the intake air temperature, improves the fuel-air mixing efficiency under cold start conditions, and achieves rapid and stable engine start-up. Simultaneously, duty cycle control avoids excessive fuel injection and energy waste, reducing emissions and fuel consumption caused by incomplete combustion during cold start-up. Through the coordinated operation of the glow plug, resistance element, and fuel injection relay, the intake air temperature is effectively increased, the fuel-air mixing efficiency under cold start conditions is improved, the heating effect is further enhanced, and the engine's cold start performance is improved.

[0055] Specifically, during the process of heating the engine intake air to the target duration, firstly, the glow plug is powered on and kept on for a preset duration, causing the resistance element inside the glow plug to heat up rapidly. During this stage, the resistance element temperature reaches a suitable fuel evaporation temperature in a short time through stable current heating, thus forming a continuous heat source environment. Subsequently, based on the target heating duration obtained from the lookup table, the duty cycle value of the fuel injection relay control signal is determined. The duty cycle value determines the duration and interval of a single injection. Next, the control module performs periodic on-off control of the fuel injection relay according to the duty cycle, causing the fuel injection relay to repeatedly open and close according to a predetermined pulse frequency and pulse width, thereby uniformly delivering fuel to the heated resistance element surface in an intermittent injection manner. Under the continuous high temperature of the resistance element, the liquid fuel injected onto its surface is rapidly atomized and vaporized, transforming into fine fuel vapor molecules, which then rapidly mix with the simultaneously flowing intake air to form a high-temperature, highly homogeneous combustible mixture. Finally, the mixture is sent into the engine combustion chamber through the intake manifold. The aforementioned resistive element can be a resistance wire.

[0056] In some exemplary embodiments of this application, after determining the state of the engine, the method further includes: if the engine speed is greater than a preset speed threshold, determining that there is no need to heat the engine intake air.

[0057] In the above embodiments, after the engine status is determined, the engine speed is compared with a preset speed threshold. When the engine speed is detected to be greater than the threshold, it is determined that the engine has reached stable operating conditions and there is no need to perform intake air heating. This avoids unnecessary heating when the engine is at high speed or already fully warmed up, reducing energy consumption and component load. It also avoids excessively high intake air temperature caused by overheating, thereby improving combustion efficiency and the economy and reliability of engine operation.

[0058] Specifically, the aforementioned preset threshold is the result of combustion stability tests of the engine at different speeds. When the speed exceeds the preset threshold, combustion is already relatively complete, and the air-fuel mixture can burn stably without additional heating.

[0059] In one alternative embodiment, after acquiring multiple temperature values, the method further includes: determining the minimum temperature value among the multiple temperature values; determining that heating the engine intake air is unnecessary if the minimum temperature value is greater than or equal to a preset temperature value; and controlling the auxiliary fuel supply device to start working if the minimum temperature value is less than the preset temperature value.

[0060] In the above embodiments, after acquiring multiple temperature values ​​such as engine oil temperature, fuel temperature, and coolant temperature, the minimum temperature is selected as a reference value and compared with a preset threshold. If the minimum temperature value is greater than or equal to the preset temperature value, it indicates that the engine is in a suitable temperature range and no additional intake air heating is required, thus avoiding unnecessary energy consumption. If the minimum temperature value is lower than the preset threshold, the auxiliary fuel supply device is promptly controlled to compensate for insufficient fuel evaporation at low temperatures, thereby ensuring the quality of fuel-air mixing and combustion stability. Therefore, while ensuring smooth engine cold starts, energy waste and increased emissions are avoided, achieving efficient and rational heating control.

[0061] Specifically, the aforementioned auxiliary fuel supply device is a water-cooling pump. When the minimum temperature value is lower than a preset threshold, the engine control unit activates the water-cooling pump's pre-fuel supply function upon power-up. During operation, the water-cooling pump can be powered by the engine control unit or an external vehicle power supply. Its integrated pre-fuel supply pump draws fuel from the fuel tank along the low-pressure fuel line, performs preliminary coarse filtration, and then delivers the treated fuel to the flame preheating fuel supply line. This ensures that fuel is delivered to the heating wire injection end promptly and stably under cold start conditions, avoiding insufficient fuel evaporation or poor injection due to low temperatures, thus providing sufficient fuel preparation for subsequent intake air heating and combustion.

[0062] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the engine intake air heating control method of this application will be described in detail below with reference to specific embodiments.

[0063] This embodiment relates to a specific control method for engine intake air heating, such as... Figure 5 As shown, it includes the following steps:

[0064] Step S1: Engine control unit temperature latch-up;

[0065] After power-on, when the cumulative time since power-on reaches the threshold required for engine control unit initialization time, the temperature latching function is executed. The engine control unit periodically collects signals from the oil temperature sensor, fuel temperature sensor, coolant temperature sensor, etc., and stores the temperature value acquired at the moment the engine is powered on.

[0066] Step S2: Determine whether heating is required. If heating is required, proceed to step S3. If not, end the process directly.

[0067] Step S3: The auxiliary oil supply device supplies oil;

[0068] Specifically, after power-on, the engine control unit controls the water-cooling device to activate the pre-fueling function. The water-cooling device can be powered by the engine control unit or connected to an external vehicle power source. During operation, the water-cooling device's built-in fuel pre-fueling pump draws fuel from the fuel tank along the low-pressure fuel line and performs coarse fuel filtration. The coarsely filtered fuel is then supplied to the fuel supply line preheated by the flame, preparing for subsequent fuel injection into the heating wire.

[0069] Step S4: Enter the preheating stage;

[0070] Specifically, once the engine reaches its locked-in temperature, the preheating phase begins. A countdown timer is run based on the required preheating time. Once the countdown reaches zero, preheating ends, awaiting the driver's start-up operation. The glow plug relay energizes the glow plugs, rapidly heating the resistance wire. After the calibrated time is reached, the fuel injection relay uses an on-off-on cycle to periodically inject fuel onto the resistance wire. One on-off cycle is considered a period. Within each period, the duty cycle for the on-off state is determined by looking up the locked-in engine reference temperature in a table. The X-axis represents temperature, and the Y-axis represents the duty cycle. The duty cycle multiplied by the total period equals the on-off time. During the on-off cycle, fuel combustion releases heat, increasing the intake air temperature. The glow plugs continue heating during this period. This avoids the problems of incomplete combustion and rapid temperature drop of the resistance wire that can occur with excessive fuel injection during full-on control. During the preheating phase, the driver's start-up request is monitored to determine whether to exit the preheating phase. To balance starting success rate and driver's starting needs, starting can be divided into two categories: normal start and emergency start. By calibrating the duration of the start switch press, the distinction between normal and emergency starts can be achieved. For example, if the driver presses the start switch, it is initially identified as a normal start, and the starter motor is not activated; the preheating stage continues. If the driver continues to press the start switch for more than the calibrated threshold, it is identified as an emergency start, the preheating stage is exited, the starter motor is activated, and the system switches to the heating stage during startup.

[0071] Step S5: The engine starts and enters the start-up heating stage;

[0072] Specifically, the engine enters the starting heating phase when any of the following conditions are met: Condition 1: The preheating phase countdown reaches 0 and the driver presses the start switch. Condition 2: During the preheating phase, the driver presses the start switch for an extended period, triggering an emergency start. In this case, a countdown is performed based on the required heating time for the starting heating phase; the preheating phase ends when the countdown reaches 0. During engine starting, the glow plugs are continuously heated, and fuel is injected (same control as in the preheating phase) to ensure that only heated gases enter the cylinders during starting. Because the starter motor has a high power output during starting, it causes a significant voltage drop in the battery. Performing heating at this time may result in insufficient starter motor power, so priority must be given to starting the starter motor. Therefore, the starting heating phase ends when any of the following conditions are met: Condition 1: When the engine speed exceeds the starting success threshold, the start is considered successful, and the starting heating phase ends. Condition 2: The starting heating phase ends when the heating time countdown reaches 0. Condition 3: When the battery voltage is below the threshold, the starting heating phase ends to ensure starter motor power.

[0073] Step S6: Enter the heating stage after startup.

[0074] Specifically, once the engine speed exceeds the start-up success threshold, the start-up is considered successful. The glow plugs and fuel injection are then controlled to continuously heat the intake air (same as the preheating stage control) to ensure that the engine remains in a relatively stable operating condition when it has just started and is at a low temperature. Once the heating time countdown reaches 0, the start-up heating stage ends.

[0075] This application also provides a specific implementation scenario for controlling the auxiliary fuel supply device based on multiple temperature signals during engine cold start. In this scenario, the engine control unit first acquires the real-time temperature values ​​of the oil temperature sensor, fuel temperature sensor, and coolant temperature sensor. Since the temperature change rates and characteristics reflected by different sensors vary—for example, coolant temperature typically rises faster, while oil and fuel temperatures are more affected by ambient temperature—after acquiring multiple temperature values, the minimum temperature value is further determined as the temperature reference value for this engine operation. After determining this minimum temperature value, if the temperature value is greater than or equal to a preset temperature threshold in the engine control unit (this threshold can be set based on the minimum required temperature for fuel atomization during engine cold start, environmental test data, and the starting performance requirements of different vehicle models), it is determined that no additional heating of the engine intake air is required, and the engine can start using conventional fuel injection and ignition. Conversely, if the minimum temperature value is determined to be less than the aforementioned preset temperature value, the engine control unit controls the auxiliary fuel supply device, i.e., the water-cooling device, to activate and begin operation. Specifically, after the engine control unit is powered on, it first sends a start command to the water-cooling device, causing its built-in pre-fuel pump to operate. The pre-fuel pump draws fuel from the fuel tank through a low-pressure fuel line and performs preliminary filtration through an internal coarse filter. The coarsely filtered fuel is then supplied to the fuel supply line of the flame preheating system, ensuring that the fuel entering the heating wire atomization zone is clean and the flow rate is stable. Under the heating effect of the heating wire, the fuel supplied by the water-cooling device can be quickly atomized and ignited, thereby efficiently preheating the intake air. Through the above implementation method, the engine can obtain a higher intake air temperature in low-temperature environments, allowing the fuel and air to quickly form a combustible mixture, improving the ignition success rate, shortening the start-up time, and effectively reducing vibration and emission problems during cold starts. At the same time, by using the minimum temperature value as the judgment criterion, misjudgments caused by a single sensor malfunction or temperature rise deviation can be avoided, thus achieving more robust and precise control.

[0076] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0077] This application also provides a control device for engine intake air heating. It should be noted that the engine intake air heating control device of this application can be used to execute the control method for engine intake air heating provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0078] The following describes the engine intake air heating control device provided in the embodiments of this application.

[0079] Figure 6 This is a schematic diagram of a control device for heating engine intake air according to an embodiment of this application. Figure 6 As shown, the device includes:

[0080] The acquisition unit 10 is used to acquire multiple temperature values ​​and determine the minimum value among the multiple temperature values ​​as a temperature reference value. The temperature values ​​include engine oil temperature, fuel temperature and coolant temperature.

[0081] Specifically, the aforementioned oil temperature value refers to the oil temperature in the engine lubrication system, collected by a temperature sensor installed in the oil passage, reflecting the thermal state of the engine lubrication system; the aforementioned fuel temperature value is collected by a sensor located on the fuel supply line or fuel rail, reflecting the temperature of the injected fuel; the aforementioned coolant temperature value is collected by a temperature sensor located on the coolant circulation line or cylinder block water jacket, reflecting the temperature level of the cooling system. It should be noted that the temperature sensor is not limited to a sensor in a specific location, nor is it necessary to configure all temperature sensors in the engine. As long as the selected sensor can provide reference data for characterizing the engine temperature, it can serve as the temperature reference value source for this method.

[0082] The first determining unit 20 is used to determine multiple durations of heating the engine intake air corresponding to the above temperature reference value according to a preset correspondence rule, wherein the preset correspondence rule represents the correspondence between the above temperature reference value and the above duration of heating the engine intake air.

[0083] Specifically, the aforementioned preset rules can be a one-dimensional table with the latched engine reference temperature as the independent variable and the output intake air heating time as the dependent variable. It is set based on the intake air heating requirements required for starting the engine at different temperatures and through experimental calibration data.

[0084] The second determining unit 30 is used to determine the state of the engine, and determine one of the multiple durations as the target heating duration based on the state, and heat the engine intake air to the target heating duration.

[0085] Through the above embodiments, by acquiring multiple temperature values ​​simultaneously, such as engine oil temperature, fuel temperature, and coolant temperature, and taking the minimum value as the temperature reference value, the control logic can ensure that it can perform heating compensation for the lowest-temperature components of the engine. Then, the first determining unit determines the heating duration matching this temperature reference value according to preset corresponding rules, establishing a correspondence between the temperature reference value and the engine intake air heating duration. This allows for the selection of a matching heating duration based on different temperature ranges. Finally, the second determining unit selects the target heating duration based on the engine's operating status, thereby achieving precise control of the intake air heating time. Compared to existing flame preheating methods that rely solely on single temperature or fixed duration control, this method achieves refined management of the intake air heating process. It ensures sufficient heating under low-temperature conditions, improving cold-start performance, while avoiding overheating at high temperatures or in the post-start stage. This reduces energy consumption and extends the service life of components such as glow plugs, solving the problem of existing flame preheating control schemes lacking refined control over different start-up stages, resulting in poor heating effects.

[0086] As an optional solution, the second determining unit includes: a first heating module, used to heat the engine intake air for the first duration when it is determined that the engine is in a pre-start state, the pre-start state indicating that the engine is in a cold start and not started condition; a second heating module, used to heat the engine intake air for the second duration when it is determined that the engine is in a starting state; and a third heating module, used to heat the engine intake air for the third duration when it is determined that the engine is in a starting completed state.

[0087] In the above embodiments, by dividing the heating time into a first duration, a second duration, and a third duration, and corresponding them one-to-one with the three states of engine pre-start, start-up, and start-up completion, the intake air heating control can be dynamically adjusted according to different engine operating stages. The longest first duration heating is used during the pre-start stage, effectively increasing the intake air temperature and ensuring sufficient fuel atomization and high ignition success rate during cold starts. During the start-up process, the second longest duration is used to maintain heating, further stabilizing the combustion process and preventing stalling or vibration. After start-up completion, only the shortest third duration is used, or heating is gradually reduced, avoiding energy waste and preventing overheating from causing damage to components. Through this hierarchical control strategy, the intake air heating process can meet the reliability requirements under cold start conditions while also considering energy consumption and component lifespan, thereby improving the overall operating efficiency and stability of the engine under different conditions.

[0088] Specifically, the heating times decrease sequentially from the first to the third stage because the engine's heat demand gradually decreases during the pre-start, start-up, and start-up completion phases, with each duration corresponding to a specific engine state. Engine states include pre-start, start-up, and start-up completion. These states are matched against multiple preset rules, each corresponding to a specific engine state. For example, Table A queries the heating time for the engine in the pre-start state, Table B queries the heating time for the engine in the start-up state, and Table C queries the heating time for the engine in the start-up completion state. If the temperature reference value does not fall on a specific breakpoint in the calibration table but is located between two adjacent temperature breakpoints, the heating time corresponding to that reference temperature is calculated proportionally between the corresponding heating times at those two breakpoints.

[0089] In another alternative embodiment, the second determining unit further includes: a fourth heating module, configured to continuously monitor the engine emergency start signal during the first duration of heating the engine intake air when the engine is determined to be in the pre-start state, and control the engine to enter the starting state when the duration of the engine emergency start signal triggering is greater than or equal to a preset threshold; and a first determining module, configured to determine that the engine emergency start signal is invalid when the duration of the engine emergency start signal triggering is less than the preset threshold.

[0090] In the above embodiments, during the first duration of pre-start heating, the duration of the emergency start signal is determined. Only when the button's trigger duration is greater than or equal to a preset threshold is a valid manual emergency start order declared, immediately switching the engine status from pre-start to starting. This shortens waiting time and improves start-up response in extremely cold or emergency conditions. Short triggers below the threshold, such as vibrations, accidental touches, or road bumps, are deemed invalid, and the pre-start heating strategy continues, avoiding preheating interruptions, start-up failures, starter relay vibrations, unnecessary battery discharge, and gear wear caused by accidental state switching. This method ensures driver intervention in emergencies while filtering out accidental operations.

[0091] Specifically, the aforementioned preset threshold is determined based on the characteristics of driver operation behavior, electrical vibration characteristics, engine start protection requirements, and vehicle testing. In actual operation, when a driver presses the emergency start button, there is usually a stable pressing time, such as 1 to 2 seconds. Slight accidental touches or finger slips are often less than 0.5 seconds. Button contacts, wiring harness vibration, vehicle bumps, contact noise, etc., will generate millisecond-level pulses or short-term vibrations. Therefore, the preset threshold must be higher than the duration of these interferences to effectively eliminate glitch signals.

[0092] In some exemplary embodiments, the second determining unit further includes a first control module, configured to control the engine to enter the starting state upon receiving an engine start signal.

[0093] In the above embodiments, after the engine completes the first duration of intake air heating in the pre-start state, if an engine start signal is subsequently detected, the engine control logic is immediately switched to the starting state, allowing the engine to enter the actual start-up process. By ensuring that the intake air temperature is sufficient to improve fuel atomization and ignition conditions after completing the pre-start heating before accepting the engine start signal to enter the starting state, the success rate of cold starts is improved.

[0094] Specifically, after the first heating action is completed, it enters a waiting state for instructions, and upon receiving a start instruction, it controls the engine to start.

[0095] In some other exemplary embodiments, the second determining unit further includes: a second control module for controlling the glow plug to conduct for a preset duration to heat the resistance element; a second determining module for determining the duty cycle of the control signal of the fuel injection relay according to the target heating duration; and a third control module for controlling the switching state of the fuel injection relay according to the duty cycle, so that the fuel injection relay injects fuel into the resistance element to heat the engine intake air.

[0096] In the above embodiments, during the process of performing the target heating time for the engine intake air, the glow plug is first controlled to remain continuously conductive for a preset time, causing the internal resistance element to heat up rapidly and form a stable heat source. Then, the duty cycle of the fuel injection relay control signal is determined in conjunction with the target heating time, thereby achieving precise adjustment of the fuel injection quantity and frequency. Furthermore, the periodic on / off action of the fuel injection relay causes fuel to be intermittently injected onto the heated surface of the resistance element, where it is rapidly atomized and vaporized under the continuous high temperature of the resistance element, fully mixing with the air entering the engine. This effectively increases the intake air temperature, improves the fuel-air mixing efficiency under cold start conditions, and achieves rapid and stable engine start-up. Simultaneously, duty cycle control avoids excessive fuel injection and energy waste, reducing emissions and fuel consumption caused by incomplete combustion during cold start-up. Through the coordinated operation of the glow plug, resistance element, and fuel injection relay, the intake air temperature is effectively increased, the fuel-air mixing efficiency under cold start conditions is improved, the heating effect is further enhanced, and the engine's cold start performance is improved.

[0097] Specifically, during the process of heating the engine intake air to the target duration, firstly, the glow plug is powered on and kept on for a preset duration, causing the resistance element inside the glow plug to heat up rapidly. During this stage, the resistance element temperature reaches a suitable fuel evaporation temperature in a short time through stable current heating, thus forming a continuous heat source environment. Subsequently, based on the target heating duration obtained from the lookup table, the duty cycle value of the fuel injection relay control signal is determined. The duty cycle value determines the duration and interval of a single injection. Next, the control module performs periodic on-off control of the fuel injection relay according to the duty cycle, causing the fuel injection relay to repeatedly open and close according to a predetermined pulse frequency and pulse width, thereby uniformly delivering fuel to the heated resistance element surface in an intermittent injection manner. Under the continuous high temperature of the resistance element, the liquid fuel injected onto its surface is rapidly atomized and vaporized, transforming into fine fuel vapor molecules, which then rapidly mix with the simultaneously flowing intake air to form a high-temperature, highly homogeneous combustible mixture. Finally, the mixture is sent into the engine combustion chamber through the intake manifold. The aforementioned resistive element can be a resistance wire.

[0098] In some exemplary embodiments of this application, the above-mentioned device further includes: a third determining unit, used to determine that when the speed of the engine is greater than a preset speed threshold, it is not necessary to heat the intake air of the engine.

[0099] In the above embodiments, after the engine status is determined, the engine speed is compared with a preset speed threshold. When the engine speed is detected to be greater than the threshold, it is determined that the engine has reached stable operating conditions and there is no need to perform intake air heating. This avoids unnecessary heating when the engine is at high speed or already fully warmed up, reducing energy consumption and component load. It also avoids excessively high intake air temperature caused by overheating, thereby improving combustion efficiency and the economy and reliability of engine operation.

[0100] Specifically, the aforementioned preset threshold is the result of combustion stability tests of the engine at different speeds. When the speed exceeds the preset threshold, combustion is already relatively complete, and the air-fuel mixture can burn stably without additional heating.

[0101] In one alternative embodiment, the above-mentioned apparatus further includes: a fourth determining unit, configured to determine the minimum temperature value among the plurality of temperature values;

[0102] The fifth determining unit is used to determine that heating of the engine intake air is unnecessary when the minimum temperature value is greater than or equal to the preset temperature value.

[0103] The control unit is used to control the auxiliary oil supply device to start working when the minimum temperature value is less than the preset temperature value.

[0104] In the above embodiments, after acquiring multiple temperature values ​​such as engine oil temperature, fuel temperature, and coolant temperature, the minimum temperature is selected as a reference value and compared with a preset threshold. If the minimum temperature value is greater than or equal to the preset temperature value, it indicates that the engine is in a suitable temperature range and no additional intake air heating is required, thus avoiding unnecessary energy consumption. If the minimum temperature value is lower than the preset threshold, the auxiliary fuel supply device is promptly controlled to compensate for insufficient fuel evaporation at low temperatures, thereby ensuring the quality of fuel-air mixing and combustion stability. Therefore, while ensuring smooth engine cold starts, energy waste and increased emissions are avoided, achieving efficient and rational heating control.

[0105] Specifically, the aforementioned auxiliary fuel supply device is a water-cooling pump. When the minimum temperature value is lower than a preset threshold, the engine control unit activates the water-cooling pump's pre-fuel supply function upon power-up. During operation, the water-cooling pump can be powered by the engine control unit or an external vehicle power supply. Its integrated pre-fuel supply pump draws fuel from the fuel tank along the low-pressure fuel line, performs preliminary coarse filtration, and then delivers the treated fuel to the flame preheating fuel supply line. This ensures that fuel is delivered to the heating wire injection end promptly and stably under cold start conditions, avoiding insufficient fuel evaporation or poor injection due to low temperatures, thus providing sufficient fuel preparation for subsequent intake air heating and combustion.

[0106] The aforementioned engine intake air heating control device includes a processor and a memory. The aforementioned acquisition unit, the aforementioned first determination unit, and the aforementioned second determination unit are all stored as program units in the memory. The processor executes the aforementioned program units stored in the memory to achieve the corresponding functions. All of the aforementioned modules are located in the same processor; alternatively, the aforementioned modules may be located in different processors in any combination.

[0107] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and adjusting kernel parameters can at least address the problem in existing flame preheating control schemes that lack fine-grained control over different startup stages, leading to poor heating performance.

[0108] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0109] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the engine intake air heating control method.

[0110] Specifically, the control methods for engine intake air heating include:

[0111] Step S101: Obtain multiple temperature values ​​and determine the minimum value among the multiple temperature values ​​as the temperature reference value. The temperature values ​​include engine oil temperature, fuel temperature and coolant temperature.

[0112] Specifically, the aforementioned oil temperature value refers to the oil temperature in the engine lubrication system, collected by a temperature sensor installed in the oil passage, reflecting the thermal state of the engine lubrication system; the aforementioned fuel temperature value is collected by a sensor located on the fuel supply line or fuel rail, reflecting the temperature of the injected fuel; the aforementioned coolant temperature value is collected by a temperature sensor located on the coolant circulation line or cylinder block water jacket, reflecting the temperature level of the cooling system. It should be noted that the temperature sensor is not limited to a sensor in a specific location, nor is it necessary to configure all temperature sensors in the engine. As long as the selected sensor can provide reference data for characterizing the engine temperature, it can serve as the temperature reference value source for this method.

[0113] Step S102: Determine multiple durations of heating the engine intake air corresponding to the above temperature reference value according to a preset correspondence rule. The preset correspondence rule represents the correspondence between the above temperature reference value and the above duration of heating the engine intake air.

[0114] Specifically, the aforementioned preset rules can be a one-dimensional table with the latched engine reference temperature as the independent variable and the output intake air heating time as the dependent variable. It is set based on the intake air heating requirements required for starting the engine at different temperatures and through experimental calibration data.

[0115] Step S103: Determine the state of the engine, and determine one of the multiple durations as the target heating duration based on the state, and heat the engine intake air to the target heating duration.

[0116] In one embodiment of this application, the duration includes a first duration, a second duration, and a third duration, wherein the first duration is longer than the second duration, the second duration is longer than the third duration, and the duration corresponds one-to-one with the state of the engine. A target heating duration is determined from among the multiple durations based on the state, including: heating the engine intake air for the first duration when the engine is determined to be in a pre-start state, where the pre-start state indicates that the engine is in a cold start and not yet started; heating the engine intake air for the second duration when the engine is determined to be in a starting state; and heating the engine intake air for the third duration when the engine is determined to be in a completed start state.

[0117] In one embodiment of this application, the method further includes: when the engine is determined to be in the pre-start state, during the first duration of heating the engine intake air, continuously monitoring the engine emergency start signal; when the duration of the engine emergency start signal triggering is greater than or equal to a preset threshold, controlling the engine to enter the starting state; and when the duration of the engine emergency start signal triggering is less than the preset threshold, determining that the engine emergency start signal is invalid.

[0118] In one embodiment of this application, after heating the engine intake air for the first duration when it is determined that the engine is in a pre-start state, the method further includes: upon receiving an engine start signal, controlling the engine to enter the start-up state.

[0119] In one embodiment of this application, heating the target heating time of the engine intake air includes: controlling the glow plug to conduct for a preset time to heat the resistor element; determining the duty cycle of the control signal of the fuel injection relay according to the target heating time; and controlling the switching state of the fuel injection relay according to the duty cycle so that the fuel injection relay injects fuel into the resistor element to heat the engine intake air.

[0120] In one embodiment of this application, after determining the state of the engine, the method further includes: if the engine speed is greater than a preset speed threshold, determining that there is no need to heat the engine intake air.

[0121] In one embodiment of this application, after obtaining multiple temperature values, the method further includes: determining the minimum temperature value among the multiple temperature values; determining that no heating of the engine intake air is required if the minimum temperature value is greater than or equal to a preset temperature value; and controlling the auxiliary fuel supply device to start working if the minimum temperature value is less than the preset temperature value.

[0122] This invention provides a control system for heating engine intake air, including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps:

[0123] Step S101: Obtain multiple temperature values ​​and determine the minimum value among the multiple temperature values ​​as the temperature reference value. The temperature values ​​include engine oil temperature, fuel temperature and coolant temperature.

[0124] Specifically, the aforementioned oil temperature value refers to the oil temperature in the engine lubrication system, collected by a temperature sensor installed in the oil passage, reflecting the thermal state of the engine lubrication system; the aforementioned fuel temperature value is collected by a sensor located on the fuel supply line or fuel rail, reflecting the temperature of the injected fuel; the aforementioned coolant temperature value is collected by a temperature sensor located on the coolant circulation line or cylinder block water jacket, reflecting the temperature level of the cooling system. It should be noted that the temperature sensor is not limited to a sensor in a specific location, nor is it necessary to configure all temperature sensors in the engine. As long as the selected sensor can provide reference data for characterizing the engine temperature, it can serve as the temperature reference value source for this method.

[0125] Step S102: Determine multiple durations of heating the engine intake air corresponding to the above temperature reference value according to a preset correspondence rule. The preset correspondence rule represents the correspondence between the above temperature reference value and the above duration of heating the engine intake air.

[0126] Specifically, the aforementioned preset rules can be a one-dimensional table with the latched engine reference temperature as the independent variable and the output intake air heating time as the dependent variable. It is set based on the intake air heating requirements required for starting the engine at different temperatures and through experimental calibration data.

[0127] Step S103: Determine the state of the engine, and determine one of the multiple durations as the target heating duration based on the state, and heat the engine intake air to the target heating duration.

[0128] In one embodiment of this application, the duration includes a first duration, a second duration, and a third duration, wherein the first duration is longer than the second duration, the second duration is longer than the third duration, and the duration corresponds one-to-one with the state of the engine. A target heating duration is determined from among the multiple durations based on the state, including: heating the engine intake air for the first duration when the engine is determined to be in a pre-start state, where the pre-start state indicates that the engine is in a cold start and not yet started; heating the engine intake air for the second duration when the engine is determined to be in a starting state; and heating the engine intake air for the third duration when the engine is determined to be in a completed start state.

[0129] In one embodiment of this application, the method further includes: when the engine is determined to be in the pre-start state, during the first duration of heating the engine intake air, continuously monitoring the engine emergency start signal; when the duration of the engine emergency start signal triggering is greater than or equal to a preset threshold, controlling the engine to enter the starting state; and when the duration of the engine emergency start signal triggering is less than the preset threshold, determining that the engine emergency start signal is invalid.

[0130] In one embodiment of this application, after heating the engine intake air for the first duration when it is determined that the engine is in a pre-start state, the method further includes: upon receiving an engine start signal, controlling the engine to enter the start-up state.

[0131] In one embodiment of this application, heating the target heating time of the engine intake air includes: controlling the glow plug to conduct for a preset time to heat the resistor element; determining the duty cycle of the control signal of the fuel injection relay according to the target heating time; and controlling the switching state of the fuel injection relay according to the duty cycle so that the fuel injection relay injects fuel into the resistor element to heat the engine intake air.

[0132] In one embodiment of this application, after determining the state of the engine, the method further includes: if the engine speed is greater than a preset speed threshold, determining that there is no need to heat the engine intake air.

[0133] In one embodiment of this application, after obtaining multiple temperature values, the method further includes: determining the minimum temperature value among the multiple temperature values; determining that no heating of the engine intake air is required if the minimum temperature value is greater than or equal to a preset temperature value; and controlling the auxiliary fuel supply device to start working if the minimum temperature value is less than the preset temperature value.

[0134] The devices mentioned in this article can be servers, PCs, tablets, mobile phones, etc.

[0135] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0136] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0137] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. 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... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0138] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0139] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0140] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0141] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0142] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0143] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0144] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0145] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0146] 1) The engine intake air heating control method of this application simultaneously acquires multiple temperature values, such as engine oil temperature, fuel temperature, and coolant temperature, and takes the minimum value as the temperature reference value. This ensures that the control logic can perform heating compensation for the lowest-temperature components of the engine. Then, based on preset corresponding rules, it determines the heating duration matching this temperature reference value, establishing a correspondence between the temperature reference value and the engine intake air heating duration. This allows for the selection of a matching heating duration according to different temperature ranges. Furthermore, it combines the engine's operating state to select the target heating duration, thereby achieving precise control of the intake air heating time. Compared to existing flame preheating methods that rely solely on single temperature or fixed duration control, this method achieves refined management of the intake air heating process. It ensures sufficient heating under low-temperature conditions, improving cold-start performance, while avoiding overheating at high temperatures or in the post-start stage. This reduces energy consumption and extends the service life of components such as glow plugs, solving the problem of existing flame preheating control schemes lacking refined control over different start-up stages, resulting in poor heating effects.

[0147] 2) The engine intake air heating control device of this application simultaneously acquires multiple temperature values, including engine oil temperature, fuel temperature, and coolant temperature, and takes the minimum value as the temperature reference value. This ensures that the control logic can perform heating compensation for the lowest-temperature components of the engine. Then, the first determining unit determines the heating duration matching this temperature reference value according to preset corresponding rules, establishing a correspondence between the temperature reference value and the engine intake air heating duration. This allows for the selection of a matching heating duration based on different temperature ranges. Finally, the second determining unit selects the target heating duration based on the engine's operating status, thereby achieving precise control of the intake air heating time. Compared to existing flame preheating methods that rely solely on single temperature or fixed duration control, this method achieves refined management of the intake air heating process. It ensures sufficient heating under low-temperature conditions, improving cold-start performance, while avoiding overheating at high temperatures or in the post-start stage. This reduces energy consumption and extends the service life of components such as glow plugs, solving the problem of existing flame preheating control schemes lacking refined control over different start-up stages, resulting in poor heating effects.

[0148] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling engine intake air heating, characterized in that, include: Multiple temperature values ​​are acquired, and the minimum value among the multiple temperature values ​​is determined as a temperature reference value. The temperature values ​​include engine oil temperature, fuel temperature, and coolant temperature. The duration of heating the engine intake air is determined according to a preset correspondence rule, wherein the preset correspondence rule represents the correspondence between the temperature reference value and the duration of heating the engine intake air. The state of the engine is determined, and a target heating duration is determined from a plurality of durations based on the state, and the engine intake air is heated to the target heating duration.

2. The method according to claim 1, characterized in that, The duration includes a first duration, a second duration, and a third duration, wherein the first duration is longer than the second duration, the second duration is longer than the third duration, and the duration corresponds one-to-one with the state of the engine. A target heating duration is determined from the plurality of durations based on the state, including: When it is determined that the engine is in a pre-start state, the engine intake air is heated for a first duration, wherein the pre-start state indicates that the engine is in a cold start and not started condition; When it is determined that the engine is in a starting state, the engine intake air is heated for the second duration; When it is determined that the engine is in the start-up complete state, the engine intake air is heated for the third duration.

3. The method according to claim 2, characterized in that, The method further includes: When the engine is determined to be in the pre-start state, during the first duration of heating the engine intake air, the engine emergency start signal is continuously monitored. When the duration of the engine emergency start signal trigger is greater than or equal to a preset threshold, the engine is controlled to enter the start-up state. If the duration of the received engine emergency start signal is less than the preset threshold, the engine emergency start signal is determined to be invalid.

4. The method according to claim 2, characterized in that, After heating the engine intake air for the first duration, once the engine is determined to be in a pre-start state, the method further includes: Upon receiving an engine start signal, the engine is controlled to enter the starting state.

5. The method according to claim 1, characterized in that, The heating duration for heating the target in the engine intake air includes: The glow plug is turned on for a preset duration to heat the resistance element; The duty cycle of the control signal for the fuel injection relay is determined based on the target heating duration. The switching state of the fuel injection relay is controlled according to the duty cycle so that the fuel injection relay injects fuel into the resistive element to heat the engine intake air.

6. The method according to claim 1, characterized in that, After determining the state of the engine, the method further includes: If the engine speed is greater than a preset speed threshold, it is determined that there is no need to heat the engine intake air.

7. The method according to claim 1, characterized in that, After acquiring multiple temperature values, the method further includes: Determine the minimum temperature value among the plurality of stated temperature values; If the minimum temperature value is greater than or equal to the preset temperature value, it is determined that there is no need to heat the engine intake air; When the minimum temperature value is less than the preset temperature value, the auxiliary oil supply device is activated.

8. A control device for heating engine intake air, characterized in that, include: An acquisition unit is used to acquire multiple temperature values ​​and determine the minimum value among the multiple temperature values ​​as a temperature reference value, wherein the temperature values ​​include engine oil temperature, fuel temperature, and coolant temperature. The first determining unit is configured to determine, according to a preset correspondence rule, a plurality of engine intake air heating durations corresponding to the temperature reference value, wherein the preset correspondence rule characterizes the correspondence between the temperature reference value and the engine intake air heating duration; The second determining unit is used to determine the state of the engine, and determine one of the multiple durations as the target heating duration based on the state, and heat the engine intake air to the target heating duration.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 7.

10. A control system for heating engine intake air, characterized in that, include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs comprising methods for performing any one of claims 1 to 7.

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