Engine starting jitter control method and device, storage medium and electronic equipment

Abstract

The invention provides an engine starting jitter control method and device, a storage medium and electronic equipment. According to the scheme, the resonance rotating speed of the whole vehicle suspension system in the engine starting process is obtained, the engine starting process comprises a plurality of working condition stages, and all the working condition stages correspond to different engine rotating speed intervals; when it is determined that the resonance rotating speed is in a target engine rotating speed interval and the difference value between the engine rotating speed and the resonance rotating speed is smaller than a preset rotating speed difference value, opening and closing of a plurality of valves are controlled according to a control strategy corresponding to the target engine rotating speed interval, and the valves comprise an air inlet throttling valve, an exhaust throttling valve and an EGR valve; the target engine speed interval is one of a plurality of engine speed intervals. According to the scheme, the problem that in the prior art, no control strategy for jitter in the engine starting process exists is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, in particular to an engine start-up jitter control method, an engine start-up jitter control device, a computer readable storage medium and an electronic device. BACKGROUND

[0002] For the engine start-up process, the working conditions include the process from static to idle speed, the process through the starting motor drag, the engine ignition process and the engine operation process. Since the engine is fixed on the vehicle chassis or suspension, when the frequency sweep during the engine speed rising process approaches the inherent frequency of the suspension system, resonance occurs, resulting in vehicle start-up jitter problem.

[0003] The prior art has limitations in control strategy and cannot effectively reduce the jitter during the start-up process. SUMMARY

[0004] The main purpose of the present application is to provide an engine start-up jitter control method, an engine start-up jitter control device, a computer readable storage medium and an electronic device to at least solve the problem that the prior art cannot effectively reduce the jitter during the engine start-up process.

[0005] In order to achieve the above-mentioned purpose, according to one aspect of the present application, an engine start-up jitter control method is provided, comprising: obtaining the resonance speed of the vehicle suspension system during the engine start-up process, the engine start-up process including a plurality of working condition stages, each working condition stage corresponding to a different engine speed interval; in the case that the resonance speed is determined to be in a target engine speed interval, and the difference between the engine speed and the resonance speed is less than a preset speed difference, controlling the opening and closing of a plurality of valves according to the control strategy corresponding to the target engine speed interval, the plurality of valves including an intake throttle valve, an exhaust throttle valve and an EGR valve, and the target engine speed interval being one of the plurality of engine speed intervals.

[0006] Optionally, the engine speed range includes a first engine speed range, a second engine speed range and a third engine speed range, a maximum value of the first engine speed range is not more than a minimum value of the second engine speed range, and a maximum value of the second engine speed range is not more than a minimum value of the third engine speed range, in a case where it is determined that the resonance speed is in a target engine speed range and a difference between the engine speed and the resonance speed is less than a preset speed difference, the opening and closing of the plurality of valves is controlled according to a control strategy corresponding to the target engine speed range, including: in a case where the resonance speed is in the first engine speed range, the intake throttle valve, the exhaust throttle valve and the EGR valve are controlled to be closed; in a case where the resonance speed is in the second engine speed range, the starter torque is controlled to reach a maximum value, while the opening degrees of the intake throttle valve and the exhaust throttle valve are controlled to be maximum, and the EGR valve is controlled to be closed; in a case where the resonance speed is in the third engine speed range, the opening degrees of the intake throttle valve and the exhaust throttle valve are adjusted to a preset opening degree range, and the EGR valve is controlled to be closed.

[0007] Optionally, before obtaining the resonance speed of the vehicle suspension system during the engine starting process, the method further includes: obtaining a vehicle vibration acceleration signal, and performing low-pass filtering processing on the vehicle vibration acceleration signal to obtain a time-domain acceleration signal; determining an engine speed curve based on a pulse signal of a rear end of an engine crankshaft; and determining the resonance speed of the vehicle suspension system during the engine starting process based on the time-domain acceleration signal and the engine speed curve.

[0008] Optionally, determining the engine speed curve based on the pulse signal of the rear end of the engine crankshaft includes: obtaining the pulse signal of the rear end of the engine crankshaft, the pulse signal of the rear end of the engine crankshaft being generated based on rotation of a rear end signal disc of the engine crankshaft; calculating a time interval between any two consecutive pulse signals of the rear end of the engine crankshaft; calculating an instantaneous speed of the rear end of the engine crankshaft based on the time interval and a total number of teeth of the rear end signal disc of the engine crankshaft; and generating the engine speed curve according to data points of the instantaneous speed of the rear end of the engine crankshaft changing over time.

[0009] Optionally, determining the resonance speed of the vehicle suspension system during the engine starting process based on the time-domain acceleration signal and the engine speed curve includes: performing the low-pass filtering processing on the time-domain acceleration signal to obtain a resonance amplitude corresponding time, and determining the resonance amplitude corresponding time as a resonance amplitude time; matching an engine speed corresponding to the resonance amplitude time in the engine speed curve, and determining the engine speed corresponding to the resonance amplitude time as the resonance speed.

[0010] Optionally, the method further comprises: in the case that the resonance rotating speed is greater than an engine idle rotating speed, controlling the engine to start in a preset starting mode, the preset starting mode comprising controlling the intake throttle valve, the exhaust throttle valve and the EGR valve to be in an opening degree range in an idle starting state.

[0011] Optionally, the resonance rotating speed of the whole vehicle suspension system in the engine starting process is obtained, the engine starting process comprising a plurality of working condition stages, each of the working condition stages corresponding to a different engine rotating speed interval, comprising: judging whether the resonance rotating speed is in a starter dragging engine rotating speed rising stage, if the resonance rotating speed is in the starter dragging engine rotating speed rising stage, obtaining the resonance rotating speed, the starter dragging engine rotating speed rising stage corresponding to the first engine rotating speed interval; judging whether the resonance rotating speed is in an engine signal synchronization establishing and fuel injection triggering stage, if the resonance rotating speed is in the engine signal synchronization establishing and fuel injection triggering stage, obtaining the resonance rotating speed, the engine signal synchronization establishing and fuel injection triggering stage corresponding to the second engine rotating speed interval; judging whether the resonance rotating speed is in an engine ignition stage, if the resonance rotating speed is in the engine ignition stage, obtaining the resonance rotating speed, the engine ignition stage corresponding to the third engine rotating speed interval; wherein the working condition stages comprise the starter dragging engine rotating speed rising stage, the engine signal synchronization establishing and fuel injection triggering stage and the engine ignition stage.

[0012] According to another aspect of the present application, there is provided a control device for engine starting jitter, comprising: an obtaining unit configured to obtain a resonance rotating speed of a whole vehicle suspension system in an engine starting process, the engine starting process comprising a plurality of working condition stages, each of the working condition stages corresponding to a different engine rotating speed interval; a first control unit configured to, in the case that the resonance rotating speed is in a target engine rotating speed interval and a difference between the engine rotating speed and the resonance rotating speed is less than a preset rotating speed difference value, control opening and closing of a plurality of valves according to a control strategy corresponding to the target engine rotating speed interval, the plurality of valves comprising an intake throttle valve, an exhaust throttle valve and an EGR valve, the target engine rotating speed interval being one of the plurality of engine rotating speed intervals.

[0013] According to still another aspect of the present application, there is provided a computer readable storage medium comprising a stored program, wherein the computer readable storage medium controls a device in which the computer readable storage medium is located to perform any one of the control methods for engine starting jitter when the program is executed.

[0014] According to still another aspect of the present application, an electronic device 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, and the one or more programs comprise a program for performing any one of the control methods of engine start-up oscillation.

[0015] According to the technical solution of the present application, the resonance speed of the whole vehicle suspension system during the engine start-up process is obtained, the engine start-up process comprises multiple working condition stages, and each working condition stage corresponds to a different engine speed range; in the case that the resonance speed is determined to be in a target engine speed range and the difference between the engine speed and the resonance speed is less than a preset speed difference, the opening and closing of multiple valves are controlled according to a control strategy corresponding to the target engine speed range, the multiple valves include an intake throttle valve, an exhaust throttle valve and an EGR valve, and the target engine speed range is one of the multiple engine speed ranges. In this solution, by obtaining the resonance speed of the whole vehicle suspension system during the engine start-up process, and dynamically adjusting the states of the intake and exhaust throttle valves and the EGR valve according to different working condition stages and speed ranges of the engine start-up, intelligent control of engine vibration is realized, the optimal control strategy can be adopted according to the characteristics of different speed ranges and working condition stages, and the shortcomings of the traditional method of oscillation control are avoided, thereby solving the problem of lack of control strategy for engine start-up oscillation in the prior art. BRIEF DESCRIPTION OF DRAWINGS

[0016] The accompanying drawings, which form a part of the present description, are included to provide a further understanding of the application and are incorporated in and constitute a part of this application. The embodiments of the present application, and their

[0017] Figure 1 A hardware structure block diagram of a mobile terminal for performing a control method of engine start-up oscillation according to an embodiment of the present application is shown;

[0018] Figure 2 A flowchart of a control method of engine start-up oscillation according to an embodiment of the present application is shown;

[0019] Figure 3 A flowchart of a specific control method of engine start-up oscillation according to an embodiment of the present application is shown;

[0020] Figure 4 A schematic diagram of two main resonance speeds of an engine during the start-up process is shown;

[0021] Figure 5 A schematic diagram of engine speed at different stages of the start-up process is shown;

[0022] Figure 6 Fig. 1 shows a schematic diagram of a speed and vibration signal during a vehicle starting process;

[0023] Figure 7 Fig. 1 shows a schematic diagram of a speed and vibration signal during a vehicle starting process;

[0024] Wherein, the above-mentioned drawings include the following reference signs:

[0025] 102, processor; 104, memory; 106, transmission device; 108, input and output device. DETAILED DESCRIPTION

[0026] It should be noted that the embodiments and features in the present application can be combined with each other without conflict. The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0027] In order 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 described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should be within the scope of protection of the present application.

[0028] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, not necessarily to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not necessarily limit to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0029] As introduced in the background, there are limitations in the control strategy of the existing technology for engine starting process jitter, which fails to effectively reduce the jitter during the starting process. In order to solve the problem that the existing technology fails to effectively reduce the jitter during the engine starting process, the embodiments of the present application provide a control method for engine starting process jitter, a control device for engine starting process jitter, a computer readable storage medium and an electronic device.

[0030] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application.

[0031] The methods and embodiments provided in this application can be executed on a mobile terminal, computer terminal, or similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal for an engine start-up vibration control method according to an embodiment of the present invention. Figure 1 As shown, a mobile terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal described above. For example, the mobile terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0032] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the engine start-up vibration control method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof. The transmission device 106 is used to receive or send data via a network. Specific examples of the aforementioned networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0033] A method for controlling engine start-up jitters is provided in the present embodiment, which is run on a mobile terminal, a computer terminal or a similar computing device. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical sequence is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order from that shown here.

[0034] Figure 2 FIG. 1 is a flowchart of a method for controlling engine start-up jitters according to an embodiment of the present application. As shown in FIG. 1, the method comprises the following steps: Figure 2

[0035] In step S201, the resonant speed of the vehicle suspension system during the engine start-up process is obtained. The engine start-up process includes multiple working condition stages, and each working condition stage corresponds to a different engine speed range.

[0036] Specifically, for the engine start-up process, the working conditions include the process from static to idle speed, the process of passing through the starter motor drag, the process of engine ignition and the process of engine operation. Since the engine is fixed on the vehicle chassis or suspension, when the frequency sweep during the engine speed rising process approaches the natural frequency of the suspension system, resonance will occur, resulting in vehicle start-up jitter problems, and further affecting the driving experience and vehicle performance. The resonant speed refers to a speed point during the engine start-up process, at which the vibration frequency generated by the engine matches the natural vibration frequency of the vehicle suspension system, resulting in a significant increase in the amplitude of the suspension system. Since the natural frequency of the suspension system is approximately 3Hz-30Hz, the engine speed will go through this frequency range during the rising process, thus possibly triggering resonance.

[0037] The engine start-up process includes multiple working condition stages, each of which represents a different process of engine start-up, including but not limited to the starter motor drag, signal synchronization and fuel injection, engine ignition and idle speed stabilization stages. Each working condition stage has an engine speed range corresponding to it.

[0038] The resonant speed during the engine start-up process needs to be obtained according to different working condition stages (starter motor drag, ignition acceleration, stable idle speed) and corresponding engine speed ranges to ensure that appropriate control strategies are taken when the engine speed approaches the natural frequency of the suspension system, reduce vehicle jitter during the start-up process, and improve driving comfort.

[0039] ​By obtaining the resonance speed of the vehicle suspension system in multiple operating phases of the engine start, the specific speed point matching the natural frequency of the suspension system during the engine speed rise process can be effectively identified. This identification process enables accurate determination of the engine speed interval and implementation of effective vibration suppression strategies for that interval. This provides a basis for subsequent active adjustment of the opening and closing states of related valves or control of the starter torque at different stages of engine start, to avoid or mitigate the resonance of the suspension system caused by the engine speed approaching the resonance speed.

[0040] Step S202, in the case where the above resonance speed is in the target engine speed interval, and the difference between the engine speed and the above resonance speed is less than the preset speed difference, the opening and closing of the multiple valves, including the intake throttle valve, the exhaust throttle valve and the EGR valve, are controlled according to the control strategy corresponding to the above target engine speed interval, and the target engine speed interval is one of the multiple engine speed intervals.

[0041] Specifically, at different stages of engine start, there are different speed intervals, which are the multiple engine speed intervals. When the engine starts, the actual resonance speed in these speed intervals is searched and determined, i.e. the special speed point when the engine speed matches the natural frequency of the suspension system. Further check whether the difference between the actual engine speed and the determined resonance speed is less than the preset speed difference. This preset speed difference is a pre-set value to determine whether the engine is about to enter or is in the resonance state. Once the engine speed approaches the resonance speed to the preset speed difference range, the corresponding control strategy will be adopted according to the target engine speed interval (i.e. one of the above multiple engine speed intervals) to adjust the working parameters of the engine. Specifically, these strategies include adjusting the opening of the engine intake throttle valve, the exhaust throttle valve and the EGR valve (exhaust gas recirculation valve), and controlling the starter torque.

[0042] By dynamically judging and real-time controlling the states of the intake throttle valve, the exhaust throttle valve and the EGR valve during the engine start process, and adjusting the starter torque in time, the vibration amplitude of the engine during the start process can be significantly reduced, especially at the critical moment when the engine speed approaches or reaches the resonance speed of the suspension system. The implementation of this control strategy not only improves the driving experience of the driver and reduces unnecessary shaking, but also prolongs the service life of the vehicle engine and the suspension system, and improves the overall vehicle performance and driving comfort. In summary, the vibration control during the engine start process is realized, and the start shaking problem is effectively solved.

[0043] By the embodiment, the resonance speed of the whole vehicle suspension system in the engine starting process is obtained, and the states of the intake and exhaust throttle valves and the EGR valve are dynamically adjusted according to different working condition stages and speed intervals of the engine starting, so that intelligent control of engine vibration is realized. According to the characteristics of different speed intervals and working condition stages, the optimal control strategy is adopted, the shortcomings of the traditional method for controlling the shaking are avoided, and the problem that there is no control strategy for the shaking in the engine starting process in the prior art is solved.

[0044] In the specific implementation process, the engine speed interval includes a first engine speed interval, a second engine speed interval and a third engine speed interval, the maximum value of the first engine speed interval is not more than the minimum value of the second engine speed interval, and the maximum value of the second engine speed interval is not more than the minimum value of the third engine speed interval. In the case where the resonance speed is in the target engine speed interval and the difference between the engine speed and the resonance speed is less than the preset speed difference, the opening and closing of the multiple valves are controlled according to the control strategy corresponding to the target engine speed interval, including: in the case where the resonance speed is in the first engine speed interval, the intake throttle valve, the exhaust throttle valve and the EGR valve are controlled to be closed; in the case where the resonance speed is in the second engine speed interval, the starter torque is controlled to reach the maximum value, the opening degree of the intake throttle valve and the exhaust throttle valve is controlled to be the maximum, and the EGR valve is controlled to be closed; and in the case where the resonance speed is in the third engine speed interval, the opening degree of the intake throttle valve and the exhaust throttle valve is adjusted to a preset opening degree range, and the EGR valve is controlled to be closed.

[0045] Specifically, when the engine is just started, it is dragged by the starter and gradually accelerated from static to a certain speed interval. The speed interval included in this process is the first engine speed interval. The first engine speed interval covers a range from 0 rpm (zero speed) to a certain preset speed n1 (for example, 272 r / min or below). The second engine speed interval refers to the speed interval from when the engine starts to establish signal synchronization and triggers fuel injection to when the engine ignites. The interval speed range is between n1 and n2 (such as 272 r / min to 415 r / min or higher), and the feature is that the engine is converted from mechanical dragging to self-acceleration, and the speed gradually increases. The third engine speed interval is the speed interval from when the engine ignites to when it reaches stable idle speed. At this time, the engine is already running normally, and the speed further rises to n3 (such as 415 r / min to idle speed or higher), until the engine reaches a stable idle speed operating state.

[0046] The three engine speed intervals are continuous and non-overlapping, i.e. the maximum of the first engine speed interval is not greater than the minimum of the second interval, and the maximum of the second engine speed interval is not greater than the minimum of the third engine speed interval, ensuring a comprehensive coverage of the engine startup process. If the identified resonance speed falls within any of the above engine speed intervals, and the difference between the actual engine speed and the resonance speed is less than a preset speed difference (i.e. the engine is about to or is at the resonance speed), a specific control strategy will be implemented according to the target speed interval.

[0047] If the resonance speed is in the first engine speed interval, the intake throttle, exhaust throttle and EGR valve are closed. This reduces the airflow disturbance and combustion pressure inside the engine, thereby reducing the amplitude of the engine vibration and helping to reduce the initial startup jitter. If the resonance speed is in the second engine speed interval, the control strategy aims to quickly pass through the resonance region to reduce the reaction time of the suspension system. Specific measures include adjusting the starter torque to the maximum, while adjusting the opening of the intake throttle and exhaust throttle to the maximum, but closing the EGR valve. This can speed up the engine speed and make the engine quickly pass through the resonance speed point, reducing the vibration caused by resonance. If the resonance speed is in the third engine speed interval, i.e. the stage from engine ignition to idle speed stabilization, the opening of the intake throttle and exhaust throttle is adjusted to a preset opening range, while the EGR valve remains closed. The preset opening range (e.g. 8° to 12°) is to reduce the vibration excitation of the airflow and combustion process to the suspension system while ensuring normal combustion and ignition efficiency of the engine, effectively control the vibration amplitude and ensure the smoothness of the engine startup process.

[0048] The method effectively identifies and responds to the resonance speed point related to the vehicle suspension system resonance in different engine speed intervals during the engine starting process, improving the smoothness of the starting process and the comfort experience of passengers. When the engine speed is detected to be close to the resonance speed in a target speed interval, and the difference between them is less than a preset speed difference, the opening and closing states of multiple valves (intake throttle valve, exhaust throttle valve and EGR valve) of the engine are adjusted according to the characteristics of the speed interval, and the starter torque is timely controlled. In the first engine speed interval, the airflow disturbance and combustion pressure are reduced by closing all these valves to reduce the energy of the vibration source; in the second engine speed interval, the engine quickly passes through the resonance point by increasing the starter torque to the maximum and controlling the maximum opening of the intake throttle valve and the exhaust throttle valve, and closing the EGR valve, so as to shorten the time of the suspension system in the resonance state; and in the third engine speed interval, the intake throttle valve and the exhaust throttle valve are adjusted to a preset opening range to balance the engine performance and vibration control, and the EGR valve is closed to ensure that unnecessary vibration is reduced during the ignition stage before the engine reaches a stable idle speed. In summary, through dynamic and accurate valve and torque control, the resonance phenomenon during the engine starting process is effectively avoided, the vehicle starting jitter is reduced, the driving comfort is improved, and the starting efficiency and performance of the engine are optimized.

[0049] In some embodiments of the present application, before obtaining the resonance speed of the vehicle suspension system during the engine starting process, the above method further comprises: obtaining the vehicle vibration acceleration signal and performing low-pass filtering processing on the vehicle vibration acceleration signal to obtain the time domain acceleration signal; determining the engine speed curve based on the pulse signal at the rear end of the engine crankshaft; and determining the resonance speed of the vehicle suspension system during the engine starting process based on the time domain acceleration signal and the engine speed curve.

[0050] Specifically, before the engine starts, the vehicle vibration acceleration signal during the starting process is monitored and collected in real time by the vibration acceleration sensor installed at the key parts of the vehicle (such as the vehicle body, frame or engine support). These vehicle vibration acceleration signals reflect the vibration intensity and frequency characteristics of the vehicle body. The collected original vibration signal often contains multiple frequency components, including high-frequency noise and other non-resonance related signals. In order to extract the low-frequency signal directly related to the resonance speed, low-pass filtering processing needs to be performed on these vibration acceleration signals to filter out high-frequency interference higher than the preset cutoff frequency (such as ≤50Hz) and retain low-frequency vibration components, thereby obtaining the time domain acceleration signal for subsequent resonance speed analysis.

[0051] Further, the engine speed curve is determined based on the pulse signals of the rear end of the engine crankshaft, including: obtaining the pulse signals of the rear end of the engine crankshaft, the pulse signals being generated based on the rotation of the rear end signal disc of the engine crankshaft; calculating the time interval between any two consecutive pulse signals of the rear end of the engine crankshaft; calculating the instantaneous speed of the rear end of the engine crankshaft based on the time interval and the total number of teeth of the rear end signal disc of the engine crankshaft; and generating the engine speed curve according to the data points of the instantaneous speed of the rear end of the engine crankshaft changing with time.

[0052] Specifically, the rear end of the engine crankshaft has a signal disc with uniformly distributed teeth (e.g., 60 teeth), and in order to generate pulse signals, the signal disc is designed to deliberately leave several missing teeth (e.g., 2 missing teeth (the missing tooth positions are used as reference points)). When the engine starts and runs, the crankshaft drives the signal disc to rotate, and every time a tooth on the signal disc passes through the crankshaft position sensor (usually a magneto electric sensor), the magnetic resistance around the sensor coil changes, thereby generating a voltage pulse. The generation frequency of these pulse signals depends on the speed of the engine crankshaft. The occurrence time point of each pulse is continuously monitored and recorded. By calculating the time difference between any two consecutive pulse signals, the time required for the engine crankshaft to rotate a certain angle is obtained. This time difference, i.e., the time interval between pulses, is the key data for calculating the instantaneous speed.

[0053] Using the obtained time interval Δt and the total number of teeth N of the signal disc, the instantaneous speed of the engine crankshaft can be calculated. Because the signal disc generates N pulse signals for each rotation, the time T required for one rotation of the signal disc can be represented as T = Δt × N. The instantaneous speed n of the engine crankshaft (unit: revolutions per minute, rpm) can be calculated by the formula n = 60 / T.

[0054] The instantaneous speed data points are continuously recorded and calculated. These data points change with time and depict the trend of the engine speed increasing with time. Connecting these instantaneous speed data points in chronological order can form a clear engine speed curve, which intuitively shows the entire change process of the engine speed from startup to idle speed.

[0055] The engine speed curve generated based on the crankshaft rear end pulse signal provides accurate and reliable time series data of the speed for subsequent analysis of whether there is a resonance speed during the engine starting process. Combined with the processed vehicle vibration signal, this curve enables accurate identification of whether the vehicle body abnormally vibrates when the engine runs to a specific speed node, and further determines whether there is a speed point matching the resonance frequency of the mounting system. In this way, the speed state of the engine can be monitored in real time, providing the necessary basis for implementing the corresponding dithering control strategy, thereby effectively reducing the dithering during the engine starting process and enhancing the stability and comfort of the driving experience.

[0056] Further, determining the resonance speed of the vehicle mounting system during the engine starting process based on the time domain acceleration signal and the engine speed curve includes: performing low-pass filtering on the time domain acceleration signal to obtain a resonance amplitude corresponding time, and determining the resonance amplitude corresponding time as the resonance amplitude time; matching the engine speed corresponding to the resonance amplitude time in the engine speed curve, and determining the engine speed corresponding to the resonance amplitude time as the resonance speed.

[0057] Specifically, after obtaining the vehicle vibration acceleration signal and performing low-pass filtering on it, the processed time domain acceleration signal contains low-frequency vibration information related to the resonance of the mounting system. Next, this signal is analyzed more deeply to find the time point with the maximum amplitude in the acceleration signal, i.e., the resonance amplitude corresponding time. This time point marks the matching of the engine speed and the inherent frequency of the mounting system, resulting in significant resonance phenomenon and causing the vehicle body to vibrate more severely. By analyzing the processed time domain acceleration signal, the time point at which the signal amplitude reaches the peak value can be identified, and this time point corresponds to the resonance amplitude time. The accurate determination of the resonance amplitude time is crucial for the subsequent identification of the resonance speed, as it is directly related to the time node of the resonance of the engine speed and the inherent frequency of the mounting system.

[0058] After obtaining the resonance amplitude time, the next step is to find the engine speed corresponding to this time point in the previously generated engine speed curve. Since the speed curve depicts the complete trajectory of the engine speed changing with time, the speed value corresponding to the resonance amplitude time can be found on this curve. This speed value is confirmed as the resonance speed because it resonates with the inherent frequency of the mounting system, resulting in a significant increase in the amplitude of the vehicle body.

[0059] Through the above steps, the resonance speed during the engine starting process is accurately captured, providing key parameters for subsequent control strategies. It ensures that only when resonance really occurs will the corresponding control process be started, avoiding the negative impact of excessive control on engine performance. At the same time, since the resonance speed is determined based on the actual time-domain acceleration signal and the engine speed curve, it has high accuracy and reliability, effectively reducing the whole vehicle shaking during starting and improving the comfort and driving experience of the vehicle during starting. In addition, this method can also help to prolong the service life of the suspension system and other related components, reduce maintenance costs, and increase the overall value of the vehicle.

[0060] The time-domain acceleration signal and the engine speed curve are comprehensively analyzed. By comparing the significant peak time of the vibration signal and the curve of the engine speed changing with time, the specific speed point at which the engine speed matches the resonance frequency of the suspension system can be found. In this analysis process, the resonance speeds that cause obvious vibration of the vehicle body during the starting process are identified, whether in the first stage of starting or in the stage before ignition and acceleration to idle speed. These resonance speeds are the key basis for the implementation of subsequent control strategies to ensure that appropriate measures are taken when the engine approaches or reaches the resonance speed, reducing the whole vehicle shaking.

[0061] The vibration acceleration signal of the whole vehicle is collected, and low-pass filtering technology is used to remove high-frequency noise and retain low-frequency vibration information related to the resonance speed, obtaining a pure time-domain acceleration signal. Based on the pulse signal generated by the rotation of the engine crankshaft rear end signal disc, the instantaneous speed of the engine during the starting stage is calculated, and then a detailed engine speed curve is generated, fully reflecting the dynamic change process of the speed. By comprehensively analyzing the time-domain acceleration signal and the engine speed curve, it can be accurately judged which speed points in each stage of engine starting match the natural frequency of the suspension system to form resonance speed. Based on this information, according to the specific speed range of the engine, the corresponding control strategy is adopted, including adjusting the opening and closing state of the intake throttle valve, exhaust throttle valve and EGR valve, and controlling the starter torque, to reduce or eliminate the starting shaking, ensure the smooth transition of the engine to idle operation, and overall improve the starting performance of the vehicle and the user driving experience.

[0062] In some embodiments of the present application, the above method further comprises: in the case that the above resonance speed is greater than the engine idle speed, controlling the engine to start in a preset starting mode, and the preset starting mode includes controlling the opening range of the intake throttle valve, the exhaust throttle valve and the EGR valve in the idle starting state.

[0063] Specifically, if the suspension system resonance speed is greater than the engine idle speed, it means that the resonance phenomenon with the suspension system will not be triggered when the engine is running at normal idle speed. However, in order to further ensure the smoothness of the engine starting process and prevent abnormal vibration when the speed rises to the resonance speed interval, the preset starting mode will be switched to. In the preset starting mode, the opening of the engine intake throttle valve, exhaust throttle valve and EGR valve is adjusted to ensure that they are in the optimal opening range of the idle starting state. Specifically, the opening of the intake throttle valve will be controlled in an interval suitable for idle starting, which helps the engine to obtain stable air intake at the initial stage of starting, avoids the instability of combustion caused by insufficient or excessive air intake, and thus reduces vibration. Similarly, the opening of the exhaust throttle valve will also be adjusted to the appropriate range for idle starting to maintain the smoothness of the exhaust system and avoid excessive exhaust back pressure, which has a negative impact on engine operation, especially when the speed approaches the resonance interval. The EGR valve (exhaust gas recirculation valve) will be controlled in the closed state in the idle starting mode, because the opening of EGR may affect the combustion process and increase the vibration of the engine, especially at high speed or near resonance speed. Closing the EGR valve helps to stabilize combustion and reduce engine vibration.

[0064] By implementing the preset starting mode during the starting process, even in the case of high resonance speed, the engine can be smoothly transitioned to idle operation, effectively avoiding starting jitter. This strategy not only improves the comfort experience of the driver, but also ensures the stable performance of the engine during the starting phase, prevents potential mechanical damage, and prolongs the service life of the engine and its related components. In addition, by optimizing the opening of the valve, the preset starting mode can also reduce fuel consumption during the starting process.

[0065] In some embodiments of the present application, a machine learning-based adaptive control mechanism is introduced, which can learn and optimize the control strategy by collecting data from multiple startup processes. Specifically, the timing, frequency, and corresponding control effect of the resonance speed during each startup process are recorded, and a database containing optimal control parameters under different working conditions is gradually built. In each startup process, key parameters such as engine speed, vehicle body vibration signals, actuator opening, and corresponding vehicle operating environment (such as temperature, humidity, altitude, etc.) are comprehensively recorded. Through machine learning algorithms (such as neural networks, support vector machines, etc.), it can identify which control parameter combination can most effectively reduce startup shaking under specific working conditions. This information will be stored as part of the adaptive control strategy. In subsequent startup processes, the most suitable control parameters will be quickly called from the database based on real-time working condition information, achieving optimal control of the actuator. This control strategy can automatically adjust according to changes in the vehicle operating environment, ensuring effective suppression of startup shaking under various conditions. The adaptive control strategy can automatically adjust, making the control method not only suitable for the current working condition, but also effectively dealing with various complex environments that may arise in the future, greatly improving the stability and reliability of the control effect. Through continuous learning, it can optimize itself, and as time goes on, it can make more accurate and efficient decisions in dealing with engine startup resonance problems, significantly improving the comfort of the driving experience.

[0066] In still other embodiments of the present application, the resonance speed of the entire vehicle suspension system during the engine startup process is obtained, and the engine startup process includes multiple working condition stages, each of which corresponds to a different engine speed range, including: determining whether the resonance speed is in the starter dragging engine speed rising stage, if the resonance speed is in the starter dragging engine speed rising stage, the resonance speed is obtained, and the starter dragging engine speed rising stage corresponds to the first engine speed range; determining whether the resonance speed is in the engine signal synchronization and fuel injection triggering stage, if the resonance speed is in the engine signal synchronization and fuel injection triggering stage, the resonance speed is obtained, and the engine signal synchronization and fuel injection triggering stage corresponds to the second engine speed range; determining whether the resonance speed is in the engine ignition stage, if the resonance speed is in the engine ignition stage, the resonance speed is obtained, and the engine ignition stage corresponds to the third engine speed range; wherein the working condition stages include the starter dragging engine speed rising stage, the engine signal synchronization and fuel injection triggering stage, and the engine ignition stage.

[0067] Specifically, the engine starting process is divided into multiple operating condition stages, each associated with a specific engine speed interval. This enables the determination of the presence of a resonance speed during different stages of the engine starting process, based on the current speed interval, and the implementation of appropriate control measures. The starter engine speed rise stage (corresponding to the first engine speed interval) is the initial stage of the engine starting process, where the engine has not yet self-sustained and relies entirely on the power of the starter to increase the speed. The speed interval of this stage is typically from static to a lower speed range before the engine can operate independently. The engine signal synchronization establishment and fuel injection triggering stage (corresponding to the second engine speed interval) is the stage where signal synchronization begins to be established as the engine speed increases, and the ignition system and fuel injection system begin to intervene to prepare for engine ignition. The speed interval of this stage is between the first stage mentioned above and the point at which the engine can self-sustain ignition. The engine ignition stage (corresponding to the third engine speed interval) is the stage where the engine successfully ignites and begins to operate independently, with the speed rapidly increasing to idle speed or higher. The speed interval of the ignition stage refers to the speed range between the first ignition and the stable idle speed or set speed of the engine.

[0068] The speed intervals of each operating condition stage are compared one by one to see if the identified resonance speed falls within it. If the resonance speed does indeed occur within the speed interval corresponding to a particular stage, it will be considered necessary to control vibration at this stage. If the resonance speed exists in the starter engine speed rise stage, the control process will be entered to reduce the vibration impact of this early stage. If the resonance speed is identified in the engine signal synchronization establishment and fuel injection triggering stage, the opening of the intake throttle, exhaust throttle, and EGR valve will be adjusted to avoid resonance in this stage and reduce body shaking during the starting process. For the engine ignition stage, if the resonance speed is found, measures will be taken to control the combustion process to ensure smooth engine ignition and reduce vibration levels.

[0069] This method of judging resonance speed and implementing control in stages can effectively take targeted vibration control measures at each key stage of the engine starting process. Compared with non-staged control, this method is more precise and can better adapt to the complex changes during the engine starting process, improving the precision and efficiency of control. It helps to reduce body vibration during the starting process, ensuring the comfort of the driver, and also helps to protect the structural integrity of the engine and suspension system, prolonging the service life of the vehicle. By optimizing the control strategy of each stage, the smoothness and safety of the engine starting process are improved.

[0070] In some embodiments of the present application, a multi-sensor fusion technology is adopted in combination with a dynamic threshold adjustment algorithm to more accurately identify and locate the resonance speed during the starting process. Unlike the limitations of a single sensor, multi-sensor fusion can obtain data from multiple angles, improving the accuracy of resonance speed detection. Specifically, in addition to the vibration acceleration sensor, various sensors such as temperature sensors, pressure sensors, and accelerometers are integrated to collect multi-dimensional data such as engine in-cylinder pressure, temperature, and vehicle body acceleration. According to the real-time multi-sensor data, the identification threshold of the resonance speed is dynamically adjusted. For example, when the engine in-cylinder pressure is high, a higher vibration amplitude is required to trigger the resonance speed determination, and vice versa. The dynamic threshold adjustment makes the identification of the resonance speed more accurate, avoiding false positives and false negatives. By comprehensively analyzing these multi-dimensional data, a more comprehensive understanding of the dynamic changes during the engine starting process can be obtained, thereby more accurately determining when and where the engine and the suspension system may resonate, achieving more precise control. The multi-sensor fusion technology can collect more comprehensive information, and the dynamic threshold adjustment ensures the flexibility and adaptability of the identification process, and under the joint action, the identification accuracy of the resonance speed is significantly improved. After comprehensive analysis of multi-sensor data, a response can be quickly made to implement the corresponding control strategy, which is crucial for rapid adjustment at the moment of resonance speed occurrence, helping to achieve a faster and smoother starting process.

[0071] In order for those skilled in the art to more clearly understand the technical solutions of the present application, the implementation process of the engine starting shake control method of the present application will be described in detail below in conjunction with specific embodiments.

[0072] The present embodiment relates to a specific engine starting shake control method, as shown in Figure 3 The powertrain suspension system of a general vehicle engine has a natural frequency generally in the range of 3Hz to 30Hz, so when the engine is starting, a frequency sweep excitation will inevitably excite the suspension system resonance. Therefore, the resonance speed n0 needs to be determined first, and then the corresponding ECU control strategy is developed to optimize the engine starting process.

[0073] 1. The vehicle suspension system resonance speed n0 determination method is as follows:

[0074] Firstly, the whole vehicle vibration acceleration signal is obtained by vibration acceleration sensor, then the signal is low-pass filtered (≤50Hz) to obtain the time domain acceleration, and at the same time, the engine speed curve is obtained by the rear end of the crankshaft signal. Specifically, the method of obtaining the speed of the engine through the missing teeth of the rear end of the crankshaft mainly depends on the cooperation of the crankshaft position sensor (such as magneto sensor) and the rear end of the crankshaft signal disc. The rear end of the crankshaft signal disc is surrounded by uniform teeth (such as 60 teeth, but 2 teeth are intentionally missing (the missing tooth position is used as a reference point)). When the teeth of the signal disc pass through the sensor, the magnetic resistance of the magnetic circuit will change, thereby generating an alternating voltage signal (pulse signal) in the coil. The ECU records the time interval Δt between two adjacent teeth, and then calculates the time T of one revolution of the crankshaft T = Δt × number of teeth, and the engine speed n = 60 / T. By low-pass filtering (≤50Hz) analysis of the time domain acceleration signal, the resonance amplitude corresponding time t can be obtained, and then the speed curve is analyzed according to the time t. In the time-speed curve diagram, the vertical coordinate value corresponding to the time t is the engine speed, which is the resonance speed n0 (there may be multiple resonance speeds during the starting process). Figure 4 In the starting process of a certain vehicle in China, it can be determined from the vibration signal and the speed signal that there are two main resonance speeds of the engine during the starting process, which are 272r / min and 415r / min respectively.

[0075] 2. The control strategy is as follows:

[0076] According to the engine starting characteristics, the starting process can be divided into four stages. The first stage is the starter dragging the engine speed rising stage, and the engine speed interval of this stage is set to 0-n1. The second stage is the engine establishing signal synchronization and triggering fuel injection process, and the engine speed interval of this stage is set to n1-n2. The third stage is the engine ignition process, and the engine speed rapidly rises, and the engine speed interval of this stage is set to n2-n3. The fourth stage is the engine stable at idle speed, as shown in Figure 5

[0077] In the starting process of the whole vehicle, the resonance speed may fall in different starting stages, and there may be multiple resonance speeds in the starting process, which are distributed in one or more starting stages (for example, in the example of Figure 6 , the first stage, the starter drags the engine to run, and there is no obvious resonance peak in the process. In the second stage, the first large vibration peak appears, causing the vehicle to shake. In the third stage, the second large vibration peak appears, causing the vehicle to shake. As can be seen from the above, there are multiple resonance peaks in the whole starting process, causing the vehicle to shake multiple times, affecting the driving experience during the starting process).

[0078] ​Different control strategies can be adopted for the different stages of the above-described shaking problem.

[0079] First, the suspension system resonance speed n0 is identified. When the resonance speed is in the first stage, i.e., 0≤n0≤n1, when the engine speed approaches the suspension resonance speed (resonance occurs when 0.8×n0≤n0≤1.2×n0, for example), the engine vibration response amplitude can be reduced by reducing the engine excitation energy. By adopting the control strategy of closing the intake and exhaust throttle valves, the EGR valve, etc., the engine in-cylinder pressure can be reduced, the friction work can be improved, and thus the engine vibration response amplitude can be reduced.

[0080] When the resonance speed is in the second stage, i.e., n1≤n0≤n2, when the engine speed approaches the suspension resonance speed. The control strategy needs to be adopted: the starter torque maximum value needs to be opened, while ensuring that the intake and exhaust throttle valves are opened to the maximum, the EGR valve is closed, the engine power is increased, the engine speed rising rate is improved, and the engine speed is quickly passed (e.g., ≤0.05 seconds) through the resonance speed, so that the suspension system does not have time to shake, and thus a larger vibration is not generated. The maximum starting torque of different engines is different, and is approximately between 80N and 120N.

[0081] When the resonance speed is in the third stage, i.e., n2≤n0≤n3, since the engine has been normally ignited at this time, the engine speed rising rate is also relatively fast, when the engine speed approaches the suspension resonance speed. The control strategy needs to be adopted: the intake and exhaust throttle valve opening degree is appropriately reduced (for example, the intake and exhaust throttle valve opening degree is controlled to be 8°-12°, and the EGR valve is closed, which can ensure normal ignition of the engine), so as to reduce the in-cylinder pressure of the engine, reduce its excitation, reduce the resonance amplitude, and improve the vehicle shaking problem.

[0082] In addition, if there are multiple resonance speeds, they can be sequentially determined and the corresponding control strategy is triggered; if the suspension cushion resonance speed exceeds the engine idle speed, it is determined that resonance will not occur during the starting process, and the vehicle shaking problem will not be caused, and the control strategy will not be triggered, and normal starting can be performed (this case basically does not exist).

[0083] According to the different stages and speed segments of the engine starting process, in combination with the identified powertrain suspension system resonance speed, the actuator is actively controlled according to the speed determination in stages, the engine vibration amplitude is reduced, and the starting shaking is reduced.

[0084] The embodiment of the present application further provides an engine start-up shake control device. It should be noted that the engine start-up shake control device of the embodiment of the present application can be used to execute the engine start-up shake control method provided by the embodiment of the present application. The device is used to realize the above-mentioned embodiment and preferred embodiment, and the description has been made and will not be repeated. As used below, the term "module" can be a combination of software and / or hardware that realizes a predetermined function. Although the device described in the following embodiment is preferably realized in software, the realization of hardware, or a combination of software and hardware, is also possible and conceived.

[0085] The engine start-up shake control device provided by the embodiment of the present application is introduced below.

[0086] Figure 7 is a structural block diagram of the engine start-up shake control device according to the embodiment of the present application. As shown in Figure 7 , the device includes an acquisition unit 10 and a first control unit 20. The acquisition unit is used to acquire the resonance speed of the vehicle suspension system during the engine start-up process, and the engine start-up process includes a plurality of working condition stages, and each working condition stage corresponds to a different engine speed interval; the first control unit is used to control the opening and closing of a plurality of valves according to the control strategy corresponding to the target engine speed interval in the case that the resonance speed is in the target engine speed interval, and the difference between the engine speed and the resonance speed is less than the preset speed difference, the plurality of valves including an intake throttle valve, an exhaust throttle valve and an EGR valve, and the target engine speed interval is one of the plurality of engine speed intervals.

[0087] Through the embodiment, the resonance speed of the vehicle suspension system during the engine start-up process is acquired, and the states of the intake and exhaust throttle valves and the EGR valve are dynamically adjusted according to different working condition stages and speed intervals of the engine start-up, realizing intelligent control of engine vibration, and the optimal control strategy can be taken according to the characteristics of different speed intervals and working condition stages, avoiding the shortcomings of traditional shake control methods, thereby solving the problem of lack of control strategy for engine start-up shake in the prior art.

[0088] In the implementation process, the engine speed range includes a first engine speed range, a second engine speed range and a third engine speed range, the maximum value of the first engine speed range is not more than the minimum value of the second engine speed range, and the maximum value of the second engine speed range is not more than the minimum value of the third engine speed range, and the first control unit includes a first control module, a second control module and a third control module. The first control module is configured to control the intake throttle valve, the exhaust throttle valve and the EGR valve to be closed when the resonance speed is in the first engine speed range. The second control module is configured to control the starter motor torque to reach the maximum value, and control the opening degree of the intake throttle valve and the exhaust throttle valve to be the maximum, and control the EGR valve to be closed when the resonance speed is in the second engine speed range. The third control module is configured to adjust the opening degree of the intake throttle valve and the exhaust throttle valve to a preset opening degree range, and control the EGR valve to be closed when the resonance speed is in the third engine speed range.

[0089] For different speed ranges in the engine starting process, the resonance speed point related to the vehicle suspension system is effectively identified and responded to, and the smoothness of the starting process and the comfort experience of the passengers are improved. When the engine speed is detected to be close to the resonance speed in a target speed range, and the difference between them is less than a preset speed difference, the opening and closing states of the multiple valves (intake throttle valve, exhaust throttle valve and EGR valve) of the engine are adjusted according to the characteristics of the speed range, and the starter motor torque is timely controlled. In the first engine speed range, all these valves are closed to reduce airflow disturbance and combustion pressure, and reduce the energy of the vibration source; in the second engine speed range, the starter motor torque is increased to the maximum, the intake throttle valve and the exhaust throttle valve are controlled to have the maximum opening degree, and the EGR valve is closed, so that the engine quickly passes through the resonance point and shortens the time of the suspension system in the resonance state; and in the third engine speed range, the opening degree of the intake throttle valve and the exhaust throttle valve is adjusted to a preset opening degree range, the engine performance and vibration control are balanced, and the EGR valve is closed to ensure that unnecessary vibration is reduced in the ignition stage before the engine reaches a stable idle speed. In summary, through dynamic and accurate valve and torque control, the resonance phenomenon in the engine starting process is effectively avoided, the vehicle starting jitter is reduced, the driving comfort is improved, and the starting efficiency and performance of the engine are optimized.

[0090] In some embodiments of the present application, the device further comprises a processing unit, a first determination unit and a second determination unit. The processing unit is configured to obtain a whole vehicle vibration acceleration signal before obtaining the resonance speed of the whole vehicle suspension system during the engine starting process, and perform low-pass filtering processing on the whole vehicle vibration acceleration signal to obtain a time-domain acceleration signal; the first determination unit is configured to determine an engine speed curve based on the pulse signal of the rear end of the engine crankshaft; and the second determination unit is configured to determine the resonance speed of the whole vehicle suspension system during the engine starting process based on the time-domain acceleration signal and the engine speed curve.

[0091] The engine speed curve generated based on the pulse signal of the rear end of the crankshaft provides accurate and reliable speed time sequence data for subsequent analysis of whether there is a resonance speed during the engine starting process. Combined with the processed whole vehicle vibration signal, this curve enables accurate identification of whether abnormal vibration of the vehicle body occurs when the engine runs to a specific speed node, and further determines whether there is a speed point matching the resonance frequency of the suspension system. In this way, the speed state of the engine can be monitored in real time, providing a necessary basis for implementing the corresponding jitter control strategy, thereby effectively reducing the jitter during the engine starting process and enhancing the stability and comfort of the driving experience.

[0092] Further, the second determination unit comprises a processing module and a determination module. The processing module is configured to perform the low-pass filtering processing on the time-domain acceleration signal to obtain a resonance amplitude corresponding time, and determine the resonance amplitude corresponding time as a resonance amplitude time; and the determination module is configured to match the engine speed corresponding to the resonance amplitude corresponding time in the engine speed curve, and determine the engine speed corresponding to the resonance amplitude corresponding time as the resonance speed.

[0093] Through the present embodiment, accurate capture of the resonance speed during the engine starting process is achieved, providing a key parameter for subsequent control strategies. It is ensured that the corresponding control process will only be started when resonance really occurs, avoiding the negative impact of excessive control on engine performance. At the same time, since the resonance speed is determined based on the actual time-domain acceleration signal and the engine speed curve, it has high accuracy and reliability, can effectively reduce the whole vehicle jitter during the starting process, and improve the comfort and driving experience when the vehicle starts. In addition, this method can also help to prolong the service life of the suspension system and other related parts, reduce the maintenance cost, and increase the overall value of the vehicle.

[0094] The vibration acceleration signals of the whole vehicle are collected, and low-pass filtering technology is used to remove high-frequency noise and retain low-frequency vibration information related to the resonance speed, obtaining pure time-domain acceleration signals. Based on the pulse signals generated by the rotation of the engine crankshaft rear end signal disc, the instantaneous speed of the engine during the starting stage is calculated, and then a detailed engine speed curve is generated, which fully reflects the dynamic change process of the speed. By comprehensively analyzing the time-domain acceleration signal and the engine speed curve, it can be accurately judged which speed points in each stage of engine starting are consistent with the natural frequency of the suspension system, forming a resonance speed. Based on this information, according to the specific speed range of the engine, the corresponding control strategy is adopted, including adjusting the opening and closing state of the intake throttle valve, exhaust throttle valve and EGR valve, and controlling the torque of the starter, to reduce or eliminate the starting jitter, ensure the smooth transition of the engine to idle operation, and overall improve the starting performance of the vehicle and the driving experience of the user.

[0095] In some other embodiments of the present application, the device further comprises a second control unit for controlling the engine to start in a preset starting mode when the resonance speed is greater than the engine idle speed. The preset starting mode includes controlling the opening range of the intake throttle valve, the exhaust throttle valve and the EGR valve in the idle starting state.

[0096] By implementing the preset starting mode during the starting process, even in the case of high resonance speed, the engine can be ensured to transition smoothly to idle operation, effectively avoiding starting jitter. This strategy not only improves the comfort experience of the driver, but also ensures the stable performance of the engine during the starting stage, prevents potential mechanical damage, and prolongs the service life of the engine and its related components. In addition, by optimizing the opening of the valve, the preset starting mode can also reduce fuel consumption during the starting process.

[0097] In some embodiments of the present application, the acquisition unit comprises a first acquisition module, a second acquisition module and a third acquisition module. The first acquisition module is configured to determine whether the resonance speed is in a starter-dragging engine speed rising phase, and if the resonance speed is in the starter-dragging engine speed rising phase, the resonance speed is acquired. The starter-dragging engine speed rising phase corresponds to the first engine speed range. The second acquisition module is configured to determine whether the resonance speed is in an engine signal synchronization and fuel injection triggering phase, and if the resonance speed is in the engine signal synchronization and fuel injection triggering phase, the resonance speed is acquired. The engine signal synchronization and fuel injection triggering phase corresponds to the second engine speed range. The third acquisition module is configured to determine whether the resonance speed is in an engine ignition phase, and if the resonance speed is in the engine ignition phase, the resonance speed is acquired. The engine ignition phase corresponds to the third engine speed range. The working condition phase comprises the starter-dragging engine speed rising phase, the engine signal synchronization and fuel injection triggering phase and the engine ignition phase.

[0098] This method of phased determination of resonance speed and implementation of control can effectively control the vibration at each key stage of the engine starting process. Compared with non-phased control, this method is more precise and can better adapt to the complex changes during the engine starting process, improving the precision and efficiency of control. It helps to reduce the body vibration during the starting process, ensuring the comfort of the driver, and also helps to protect the structural integrity of the engine and the suspension system, prolonging the service life of the vehicle. By optimizing the control strategy of each stage, the smoothness and safety of the engine starting process are improved.

[0099] The engine starting vibration control device comprises a processor and a memory. The acquisition unit, the first control unit and the like are stored in the memory as program units, and the corresponding functions are realized by the processor executing the program units stored in the memory. The modules are located in the same processor, or the modules are located in different processors in any combination.

[0100] The memory can include non-persistent memory in a computer readable medium, random access memory (RAM) and / or non-volatile memory such as read-only memory (ROM) or flash memory (flash RAM), and the memory includes at least one memory chip.

[0101] The embodiment of the present application provides a computer readable storage medium, and the computer readable storage medium comprises a stored program. When the program runs, the computer readable storage medium controls the device where the computer readable storage medium is located to execute the engine starting vibration control method.

[0102] The embodiment of the present application provides a processor used for running a program, wherein the processor is used for executing the engine start-up jitter control method.

[0103] The embodiment of the present application provides an electronic device, comprising a processor, a memory, and a program stored in the memory and capable of running on the processor, and the processor executes the program to implement the steps of the engine start-up jitter control method. The device herein can be a server, a PC, a PAD, a mobile phone, and the like.

[0104] The present application also provides a computer program product, which, when executed on a data processing device, is suitable for executing a program for initializing the steps of the engine start-up jitter control method.

[0105] Obviously, those skilled in the art should understand that each module or each step of the present application described above can be realized by a general computing device, which can be concentrated on a single computing device, or distributed on a network composed of multiple computing devices, and can be realized by program codes executable by the computing device, so that they can be stored in a storage device and executed by the computing device, and in some cases, the steps shown or described can be executed in different sequences, or they can be manufactured into each integrated circuit module respectively, or multiple modules or steps among them can be manufactured into a single integrated circuit module. Thus, the present application is not limited to any specific combination of hardware and software.

[0106] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can adopt a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can adopt a computer program product implemented on one or more computer usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer usable program codes.

[0107] The present application is described with reference to flowcharts and / or block diagrams according to the embodiments of the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of the flows and / or blocks in the flowcharts and / or block diagrams can be realized by computer program instructions. These computer program instructions can be provided to a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to produce a machine, so that the instructions executed by the computer or other programmable data processing devices produce a device for implementing the functions described in the flowcharts and / or block diagrams. Figure 1 Each flow or multiple flows and / or blocks Figure 1means for performing the function specified by the block or blocks.

[0108] These computer program instructions can also be stored in a computer readable memory that can direct a computer or other programmable data processing apparatus to function in a Figure 1 one or more processes and / or blocks Figure 1 means for performing the function specified by the block or blocks.

[0109] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the processes Figure 1 one or more processes and / or blocks Figure 1 means for performing the function specified by the block or blocks.

[0110] In a typical configuration, a computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0111] The memory can include non-persistent memory and / or volatile memory, such as a random access memory (RAM) including a cache area for the temporary storage of data. The memory can also include non-volatile memory, such as read only memory (ROM), electrically programmable read only memory (EPROM), electrically erasable programmable read only memory (EEPROM), flash memory, or non-volatile random access memory (NVRAM), for the storage of information, such as data files or program

[0112] Computer readable media includes permanent and non-permanent, removable and non-removable media implemented in any method or technology for the storage of information such as computer readable instructions, data structures, program modules 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 technology, compact disc read only memory (CD-ROM), digital versatile discs (DVDs) or other optical storage, magnetic cassettes, magnetic disks storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible to a computing device. According to the definition herein, computer readable media does not include transitory media, such as modulated data signals and carrier waves.

[0113] Any technical features in the above-described embodiments can be combined in any manner, and for the sake of brevity, not all possible combinations are described, however, it is to be understood that the application encompasses all possible combinations.

[0114] It should also be noted that the terms "comprising", "comprises", "including", "includes" or any other variation thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises a... " does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0115] The preferred embodiments of the application are described above in detail. The application is not limited to the embodiments described above, but can be modified and changed by those skilled in the art without departing from the scope of the application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the application shall be included in the scope of the application.

Claims

1. A method for controlling engine start-up vibration, characterized in that, include: The resonant speed of the vehicle's mounting system during engine startup is obtained. The engine startup process includes multiple operating phases, each of which corresponds to a different engine speed range. When the resonant speed is determined to be within the target engine speed range, and the difference between the engine speed and the resonant speed is less than a preset speed difference, the opening and closing of multiple valves are controlled according to a control strategy corresponding to the target engine speed range. The multiple valves include an intake throttle valve, an exhaust throttle valve, and an EGR valve. The target engine speed range is one of the multiple engine speed ranges.

2. The method according to claim 1, characterized in that, The engine speed range includes a first engine speed range, a second engine speed range, and a third engine speed range. The maximum value of the first engine speed range does not exceed the minimum value of the second engine speed range, and the maximum value of the second engine speed range does not exceed the minimum value of the third engine speed range. When the resonant speed is determined to be within the target engine speed range, and the difference between the engine speed and the resonant speed is less than a preset speed difference, the opening and closing of multiple valves are controlled according to a control strategy corresponding to the target engine speed range, including: When the resonant speed is within the first engine speed range, the intake throttle valve, the exhaust throttle valve, and the EGR valve are controlled to close. When the resonant speed is within the second engine speed range, the starter torque is controlled to reach its maximum value, the opening of the intake throttle valve and the exhaust throttle valve is controlled to be at their maximum, and the EGR valve is controlled to be closed. When the resonant speed is within the range of the third engine speed, the opening degree of the intake throttle valve and the exhaust throttle valve is adjusted to a preset opening degree range, and the EGR valve is controlled to close.

3. The method according to claim 1, characterized in that, Before obtaining the resonant speed of the vehicle mounting system during engine start-up, the method further includes: The vehicle vibration acceleration signal is acquired, and the vehicle vibration acceleration signal is low-pass filtered to obtain the time-domain acceleration signal. The engine speed curve is determined based on the pulse signal at the rear end of the engine crankshaft; The resonant speed of the vehicle mounting system during engine startup is determined based on the time-domain acceleration signal and the engine speed curve.

4. The method according to claim 3, characterized in that, The engine speed curve is determined based on the pulse signal at the rear end of the engine crankshaft, including: The pulse signal at the rear end of the engine crankshaft is acquired, and the pulse signal at the rear end of the engine crankshaft is generated based on the rotation of the signal disk at the rear end of the engine crankshaft; Calculate the time interval between any two consecutive pulse signals at the rear end of the engine crankshaft; The instantaneous rotational speed at the rear end of the engine crankshaft is calculated based on the time interval and the total number of teeth on the signal disc at the rear end of the engine crankshaft. The engine speed curve is generated based on the data points showing the change of instantaneous speed at the rear end of the engine crankshaft over time.

5. The method according to claim 3, characterized in that, Determining the resonant speed of the vehicle mounting system during engine startup based on the time-domain acceleration signal and the engine speed curve includes: The time-domain acceleration signal is subjected to the low-pass filtering process to obtain the time corresponding to the resonance amplitude, and the time corresponding to the resonance amplitude is determined as the resonance amplitude time. Match the engine speed corresponding to the resonance amplitude time in the engine speed curve, and determine the engine speed corresponding to the resonance amplitude time as the resonance speed.

6. The method according to claim 1, characterized in that, The method further includes: When the resonant speed is greater than the engine idle speed, the engine is controlled to start in a preset start mode. The preset start mode includes controlling the opening range of the intake throttle valve, the exhaust throttle valve and the EGR valve in the idle start state.

7. The method according to claim 2, characterized in that, The resonant speed of the vehicle's mounting system during engine startup is obtained. This engine startup process includes multiple operating phases, each corresponding to a different engine speed range, including: Determine whether the resonant speed is in the stage where the starter motor drags the engine speed to rise. If the resonant speed is in the stage where the starter motor drags the engine speed to rise, then obtain the resonant speed. The stage where the starter motor drags the engine speed to rise corresponds to the first engine speed range. Determine whether the resonant speed is in the stage of engine establishment signal synchronization and fuel injection triggering. If the resonant speed is in the stage of engine establishment signal synchronization and fuel injection triggering, then obtain the resonant speed. The stage of engine establishment signal synchronization and fuel injection triggering corresponds to the second engine speed range. Determine whether the resonant speed is during the engine ignition stage. If the resonant speed is during the engine ignition stage, then obtain the resonant speed. The engine ignition stage corresponds to the third engine speed range. The operating phases include the starter motor dragging the engine speed up phase, the engine establishing signal synchronization and triggering fuel injection phase, and the engine ignition phase.

8. A control device for engine starting vibration, characterized in that, include: The acquisition unit is used to acquire the resonance speed of the vehicle mounting system during the engine start-up process, wherein the engine start-up process includes multiple operating condition stages, and each operating condition stage corresponds to a different engine speed range. A first control unit is configured to control the opening and closing of multiple valves according to a control strategy corresponding to the target engine speed range when it is determined that the resonance speed is within the target engine speed range and the difference between the engine speed and the resonance speed is less than a preset speed difference. The multiple valves include an intake throttle valve, an exhaust throttle valve, and an EGR valve. The target engine speed range is one of the multiple engine speed ranges.

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 containing the computer-readable storage medium to perform the engine start-up vibration control method according to any one of claims 1 to 7.

10. An electronic device, 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 including a method for performing an engine start-up vibration control method according to any one of claims 1 to 7.

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