Vehicle starting control method and device based on backup starting system

Abstract

The application provides a vehicle starting control method and device based on a backup starting system, and belongs to the technical field of vehicle power control. The method comprises the following steps: in response to receiving a starting intention signal, collecting multi-dimensional data of a vehicle; determining an instantaneous starting capability index of an original vehicle power supply according to original vehicle power supply state parameters and mechanical state parameters; if the instantaneous starting capability index is lower than a first preset threshold, automatically switching to a starting mode dominated by a backup power supply, and controlling a backup power supply starting operation. The vehicle starting control method and device based on the backup starting system can improve the success rate of vehicle starting under complex working conditions and reduce the loss of the backup power supply.

Description

Technical Field

[0001] This application belongs to the field of vehicle power control technology, and more specifically, relates to a vehicle starting control method and device based on a backup starting system. Background Technology

[0002] Against the backdrop of continuous development in the automotive industry and people's increasing demands for vehicle performance, the vehicle's starting system, as a key component for normal vehicle operation, directly affects the user experience and safety.

[0003] Current vehicle starting technologies primarily rely on engine speed signals to determine successful engine start-up, confirming a start only when the speed reaches a specific value. However, the engine load changes dynamically during the starting process, and existing technologies fail to precisely control the starting process based on these dynamic characteristics. This results in a low success rate for vehicle starts under complex conditions, especially when relying on backup power. The lack of comprehensive analysis of the backup power output characteristics and engine load characteristics can easily lead to starting failures or excessive drain on the backup power supply. Summary of the Invention

[0004] To address the aforementioned technical problems, this application provides a vehicle starting control method and apparatus based on a backup starting system, which improves the success rate of vehicle starting under complex operating conditions and reduces the loss of backup power.

[0005] The embodiments of this application disclose the following technical solutions: Firstly, a vehicle starting control method based on a backup starting system is provided, including: In response to receiving the start intention signal, the system collects multi-dimensional data of the vehicle, including original vehicle power status parameters, backup power status parameters, and engine mechanical status parameters. Based on the original vehicle power status parameters and mechanical status parameters, the instantaneous start-up capability index of the original vehicle power is determined. If the instantaneous start-up capability index is lower than the first preset threshold, the system automatically switches to the start-up mode dominated by the backup power and controls the start-up operation of the backup power. The backup power supply startup operation includes: Based on the backup power state parameters, the power output feature set is obtained through the first feature channel; based on the engine mechanical state parameters, the engine load feature set is obtained through the second feature channel. The power output feature set includes the maximum safe output current and the estimated sustainable discharge time; the engine load feature set includes the maximum static resistance torque value and the optimal start-up phase interval. An adaptive start control sequence is generated based on the power output characteristic set and the engine load characteristic set. The system controls the backup starter motor to start the engine according to the adaptive start control sequence, and monitors the output voltage of the backup power supply and the instantaneous speed of the vehicle engine. If the instantaneous speed always exceeds the preset speed threshold and the output voltage always exceeds the preset minimum operating voltage within the preset time period, the vehicle is determined to have started successfully.

[0006] Secondly, a vehicle starting control device based on a backup starting system is provided, comprising: The data acquisition module is used to collect multi-dimensional data of the vehicle in response to the received start intention signal. The multi-dimensional data includes the original vehicle power status parameters, the backup power status parameters, and the engine mechanical status parameters. The backup power start-up module is used to determine the instantaneous start-up capability index of the original vehicle power supply based on the original vehicle power status parameters and mechanical status parameters. If the instantaneous start-up capability index is lower than the first preset threshold, it will automatically switch to the backup power-dominated start-up mode and control the backup power start-up operation. The backup power supply startup operation includes: Based on the backup power state parameters, the power output feature set is obtained through the first feature channel; based on the engine mechanical state parameters, the engine load feature set is obtained through the second feature channel. The power output feature set includes the maximum safe output current and the estimated sustainable discharge time; the engine load feature set includes the maximum static resistance torque value and the optimal start-up phase interval. An adaptive start control sequence is generated based on the power output characteristic set and the engine load characteristic set. The system controls the backup starter motor to start the engine according to the adaptive start control sequence, and monitors the output voltage of the backup power supply and the instantaneous speed of the vehicle engine. If the instantaneous speed always exceeds the preset speed threshold and the output voltage always exceeds the preset minimum operating voltage within the preset time period, the vehicle is determined to have started successfully.

[0007] Thirdly, embodiments of this application also provide an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the vehicle start control method based on a backup start system provided in any possible implementation of the first aspect.

[0008] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle start control method based on a backup start system provided by any possible implementation of the first aspect.

[0009] The beneficial effects of the technical solution provided in this application are as follows: The vehicle starting control method and apparatus based on a backup starting system provided in this application embodiment, compared with related technologies, obtains backup power supply status parameters through a first feature channel and generates a control sequence by combining it with an engine load feature set, achieving precise matching between power output and load demand; it obtains an engine load feature set through a second feature channel and generates an adaptive starting control sequence by combining it with a power output feature set; and based on this sequence, it dynamically adjusts parameters such as starting current and starting phase according to real-time load, avoiding starting failures caused by sudden load changes under traditional fixed parameter control, especially under complex operating conditions such as low temperature / high altitude, significantly improving the starting success rate by precisely matching power output capability with engine load demand. This embodiment also monitors the backup power supply output voltage and the instantaneous engine speed, and sets dual judgment conditions (speed exceeding a threshold and voltage stabilizing). This monitoring logic is not only used for starting success determination, but can also reverse-engineer potential system faults, realizing real-time status assessment and fault warning during the starting process, and improving system maintainability. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 A schematic flowchart of a vehicle start control method based on a backup start system provided in an embodiment of this application; Figure 2 A flowchart illustrating the method for controlling the startup of a backup power supply provided in an embodiment of this application; Figure 3 A structural block diagram of a vehicle start control device based on a backup start system provided in an embodiment of this application; Figure 4 A schematic block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0013] It should be noted that the terms "first," "second," and similar terms used in this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Unless the context clearly indicates otherwise, the singular forms "a," "one," or "the," etc., do not indicate a quantity limitation, but rather indicate the presence of at least one. The quantities of "multiple" or "multiple copies" mentioned in the embodiments of this application all refer to a quantity of "at least two," for example, "multiple" means "at least two," and "multiple copies" means "at least two copies." The terms "comprising" and "having," and any variations thereof, as used in this application, are intended to cover non-exclusive inclusion. The term "and / or" as used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0014] like Figure 1 As shown in the embodiments of this application, the vehicle starting control method based on a backup starting system can have electronic devices executing each step. Electronic devices refer to those with data computing, processing, and storage capabilities. The method may include: S101: In response to receiving the start intention signal, collect multi-dimensional data of the vehicle.

[0015] In this embodiment, the start intention signal can refer to any trigger signal that indicates the driver's intention to start the engine, including electrical signals generated by key start, signals generated by operation button start, and wireless signals generated by remote control start, etc.

[0016] In this embodiment, if the above-mentioned signals are detected, it is determined that a start intention signal has been received, and the vehicle's data acquisition process is immediately activated to collect multi-dimensional data.

[0017] In this embodiment, multi-dimensional data refers to a data set collected from multiple independent and complementary dimensions such as power supply performance and engine mechanical status. Multi-dimensional data includes original vehicle power supply status parameters (used to assess the current starting energy capability of the original vehicle power supply), backup power supply status parameters (used to assess the current status of the backup power supply), and engine mechanical status parameters (used to assess the starting resistance characteristics of the engine itself). Original vehicle power supply status parameters include the open-circuit voltage and internal resistance of the original vehicle power supply; backup power supply status parameters include the current open-circuit voltage, remaining charge, and ambient temperature; and engine mechanical status parameters include engine temperature, basic resistance torque, and crankshaft phase signal.

[0018] In this embodiment, a Hall sensor or voltage divider circuit is used to collect voltage and current; a thermistor or digital temperature sensor is used to collect temperature; and a magnetoelectric or Hall crankshaft position sensor is used to collect crankshaft phase.

[0019] S102: Based on the original vehicle power status parameters and mechanical status parameters, determine the instantaneous start-up capability index of the original vehicle power supply. If the instantaneous start-up capability index is lower than the first preset threshold, automatically switch to the start-up mode dominated by the backup power supply and control the start-up operation of the backup power supply.

[0020] In this embodiment, the first preset threshold is used as the critical point for trigger mode switching and can be calibrated experimentally. Under severe but common starting failure boundary conditions such as typical low temperature (e.g., -10°C) or moderate battery aging (e.g., internal resistance increased by 20%), through a large number of experiments, the distribution range of the instantaneous starting capability index value of the original vehicle power supply under these conditions is statistically obtained, and the lower limit of this distribution range is taken as the first preset threshold.

[0021] After data acquisition, this embodiment extracts the original vehicle power supply status parameters, mechanical status parameters, and preset constants (original vehicle power supply nominal voltage, current value used for internal resistance testing, etc.). Based on the extracted parameters, and using the instantaneous start-up capability index calculation formula, the instantaneous start-up capability index of the original vehicle power supply is determined. If the instantaneous start-up capability index is not lower than a first preset threshold, it is determined that the original vehicle power supply has sufficient instantaneous start-up capability, and the original vehicle start-up mode is maintained. The original vehicle starter relay is controlled to engage, attempting to start the engine using the original vehicle power supply; if the instantaneous start-up capability index is lower than the first preset threshold, it is determined that the instantaneous start-up capability of the original vehicle power supply is insufficient, a mode switching command is generated, and the current start-up mode is automatically switched from "original vehicle power supply mode" to "backup power supply dominant mode".

[0022] In one possible implementation, the instantaneous start-up capability index of the original vehicle power supply is determined based on the original vehicle power state parameters and mechanical state parameters, including: Based on the open-circuit voltage, internal resistance, and ambient temperature, and using the instantaneous starting capability index calculation formula, the instantaneous starting capability index of the original vehicle power supply is determined. The formula for calculating the instantaneous start-up capability index is as follows: ,in, C This represents the instantaneous startup capability index value. Indicates open-circuit voltage. This indicates the current value used for internal resistance testing. Indicates internal resistance. This indicates the nominal voltage of the original vehicle's power supply. Indicates ambient temperature. This represents the battery performance correction factor corresponding to the current ambient temperature.

[0023] In this embodiment, open-circuit voltage refers to the potential difference between the positive and negative terminals of the original vehicle power supply when no load is connected (or only a very small measuring load is connected), and the unit is usually volts. Open-circuit voltage directly reflects the remaining charge level of the battery and can be directly measured by a high-precision voltage sensor. Internal resistance refers to the equivalent resistance inside the original vehicle power supply, and the unit is usually ohms. Internal resistance can reflect the aging degree of the battery, the activity status of the plates, and the instantaneous high-current discharge capability. Among them, the higher the internal resistance, the more drastic the voltage drop at the terminals during high-current startup, and the more limited the output power. Internal resistance can be determined by applying a known, short-term, small-amplitude test current to the battery and observing the change in its terminal voltage.

[0024] Upon receiving a start-up intention signal, this embodiment first assesses whether the original vehicle power supply (usually the vehicle's main battery) has the capability to directly and successfully start the engine by calculating a comprehensive quantitative index (instantaneous start-up capability index). This embodiment avoids ineffective starting attempts by the original vehicle power supply when it is significantly degraded or in poor operating conditions, which could delay rescue time, exacerbate power supply losses, and even affect onboard electronic devices due to low voltage. In this embodiment, if the instantaneous start-up capability index is lower than a preset first threshold, the original vehicle power supply is deemed insufficient for starting, and the starting process is automatically and seamlessly switched to a backup power supply.

[0025] In this embodiment, the formula for calculating the instantaneous start-up capability index is: Among them, the current value used for internal resistance testing It can generate a precisely measurable voltage drop, while remaining far smaller than the actual starting current (typically hundreds of amperes) to avoid impacting the power supply. For example, this current value can be set from 5A to 20A. The nominal voltage of the original vehicle power supply... It is usually a fixed constant, such as 12V (for passenger cars) or 24V (for diesel cars or commercial vehicles). Simulates when the power supply outputs a small current value The load terminal voltage at that time, although Much smaller than the actual starting current, but by introducing internal resistance This expression effectively reflects the "vulnerability" of the power supply's terminal voltage when facing a load. The larger the internal resistance, the smaller this value. The battery performance correction factor, as a correction factor quantifying the impact of temperature on battery starting performance, is typically less than or equal to 1. The lower the temperature, the smaller the battery performance correction factor, indicating more severe performance degradation. This battery correction factor can be obtained from a pre-calibrated temperature-performance relationship table. For example, at 25℃... = 1.0; at 0℃, It may drop to 0.8.

[0026] As can be seen from the above, this embodiment achieves accurate prediction of the original vehicle power supply's starting capability by integrating the instantaneous starting capability index calculation formula of multiple factors such as voltage, internal resistance, and temperature. Its core lies in "proactive prevention" rather than "post-failure remedy". When it is judged that the possibility of the original vehicle power supply successfully starting is very low, a high-performance backup plan is decisively and seamlessly activated, thereby fundamentally avoiding time delays and equipment damage caused by invalid attempts, and ensuring the vehicle's starting success rate and system reliability under complex and harsh working conditions.

[0027] like Figure 2 As shown, the backup power supply startup operation in this embodiment includes S1021-S1023.

[0028] S1021: Based on the backup power supply status parameters, obtain the power output feature set through the first feature channel; based on the engine mechanical status parameters, obtain the engine load feature set through the second feature channel.

[0029] In this embodiment, the power supply output characteristic set includes the maximum safe output current and the estimated sustainable discharge time, and the engine load characteristic set includes the maximum static resistance torque value and the optimal start-up phase range.

[0030] In this embodiment, the current open-circuit voltage is used to reflect the real-time charge state of the backup power supply; the remaining charge can refer to the percentage of the total capacity currently stored in the backup power supply, which can be estimated by combining coulomb counter (integral current and time) with the open-circuit voltage method. This embodiment obtains the ambient temperature of the location of the backup power supply, which significantly affects the internal resistance and discharge performance of the chemical power supply.

[0031] In one possible implementation, based on the backup power supply status parameters and through a first feature channel, a power supply output feature set is obtained, including: In the first characteristic channel, the current internal resistance of the backup power supply is determined based on the current open-circuit voltage and the remaining power. Calculate the maximum safe output current of the backup power supply based on the current internal resistance and the preset maximum allowable voltage drop ratio; Based on the maximum safe output current, the current remaining power of the backup power supply, and the ambient temperature of the backup power supply's location, the estimated sustainable discharge time is obtained through power continuity estimation, forming a power supply output characteristic set.

[0032] In this embodiment, the first feature channel can be a parameterized calculation channel based on the mapping between the battery characteristic model and the real-time state. The preset maximum allowable voltage drop ratio refers to the maximum percentage decrease in the port voltage relative to the open-circuit voltage allowed to ensure stable operation of the power supply and protection of the battery cell. Its setting is based on the chemical system and safety specifications of the backup power supply, and can be set to, for example, 10%-30%.

[0033] Internal resistance is a key parameter for assessing the health and instantaneous output capability of any power source (especially chemical batteries). The current internal resistance reflects the resistance to ion transport and charge transfer within the backup power source, and its value varies with remaining charge, ambient temperature, and aging. In particular, an increase in internal resistance will lead to an increase in internal voltage loss during high current output, resulting in a decrease in actual terminal voltage and available power.

[0034] In this embodiment, after obtaining the remaining charge corresponding to the current open-circuit voltage and the ambient temperature, the two-dimensional coordinates formed by the remaining charge and the ambient temperature are input into a pre-stored characteristic mapping table. By looking up the table or bilinear interpolation, the corresponding estimated value of the current internal resistance is directly output.

[0035] To ensure that the backup power supply does not overload, cause permanent damage, or pose a safety risk during startup, its maximum output current must be limited. In this embodiment, the maximum safe output current refers to the maximum current value that can be continuously provided while ensuring that the power supply port voltage does not fall below a certain safe lower limit.

[0036] In this embodiment, the current minimum safe voltage is calculated based on the current open-circuit voltage and the preset maximum allowable voltage drop ratio, using the minimum safe voltage calculation formula. According to Ohm's law, when the power supply outputs current, its port voltage can be the current minimum safe voltage, thus determining the maximum safe output current. The minimum safe voltage calculation formula in this embodiment is as follows: ,in, Indicates the minimum safe voltage. Indicates open-circuit voltage. This indicates the preset maximum allowable voltage drop percentage.

[0037] In this embodiment, the estimated sustainable discharge time refers to the duration for which the backup power supply is expected to maintain the discharge before the voltage drops to the minimum safe voltage when discharging at a power level close to the maximum safe output current. This is used to ensure that the startup sequence has a sufficient energy supply window.

[0038] This embodiment obtains the effective capacity of the backup power supply under the current conditions by consulting a temperature-capacity mapping table based on the current remaining power and ambient temperature. This temperature-capacity mapping table reflects the impact of temperature on the total discharge capacity. Available energy is determined by multiplying the effective capacity, current open-circuit voltage, and average discharge efficiency. The average discharge efficiency can be set empirically, for example, to 0.95. This embodiment sets a preset typical start-up load factor (e.g., 0.7) multiplied by the maximum safe output power as the estimated average start-up power. The preset typical start-up load factor can be derived from historical start-up data statistics, indicating that the start-up process does not operate at peak current throughout. This embodiment determines the estimated sustainable discharge time based on the ratio of available energy to average start-up power.

[0039] This embodiment integrates and packages the above-mentioned power parameters to form a current output feature set for control decisions. For example, the current output feature set can be [maximum safe output current, estimated sustainable discharge time].

[0040] In one possible implementation, the engagement mechanism of the backup starter motor is controlled to connect it to the engine flywheel; Based on the engine's mechanical state parameters, and by obtaining the engine load feature set through the second feature channel, the following features are included: In the second feature channel, the backup starter motor is controlled to operate in a preset detection mode, which includes applying multiple unidirectional drive pulses of different amplitudes to the engine; For each drive pulse, obtain the average current amplitude of the drive pulse, the angular displacement of the engine crankshaft, and the initial phase of the crankshaft corresponding to the drive pulse; The theoretical driving torque is determined based on the average current amplitude and the engine's transmission ratio. The static resistance torque of the engine crankshaft is determined based on the angular displacement and the theoretical driving torque. The static resistance torque is corrected based on engine temperature and oil viscosity to obtain the corrected static resistance torque; A relationship spectrum is generated based on the initial crankshaft phase corresponding to multiple drive pulses and the corrected static resistance torque. The relationship spectrum is used to characterize the static resistance distribution of the engine at different compression positions. Identify the static resistance torque values ​​corresponding to the initial phases of each crankshaft from the relationship diagram; The continuous phase interval where the static resistance torque is lower than the preset resistance threshold is taken as the optimal start-up phase interval.

[0041] In this embodiment, the second feature channel can be an analysis and decision-making logic channel that integrates real-time sensor data acquisition, controllable actuator driving, and online dynamic calculation. Engine temperature can refer to engine coolant temperature or cylinder block temperature. The lower the engine temperature, the higher the oil viscosity, the increased frictional resistance, and the greater the starting load. Oil viscosity can be directly measured, and high viscosity indicates higher internal motion resistance. The crankshaft phase signal refers to the angular information of the engine crankshaft rotation position, which can be provided by a crankshaft position sensor and expressed as an angle (degree) or a specific tooth position signal. The crankshaft phase signal is used to determine the critical position of the piston, thereby determining the instantaneous resistance torque during startup.

[0042] In this embodiment, the backup starter motor is controlled to operate in a preset detection mode. The core of this mode is to apply a series of unidirectional drive pulses to the engaged engine crankshaft. Each pulse can be a constant or nearly constant current output lasting tens to hundreds of milliseconds, so that the backup starter motor generates a brief, controllable drive torque to attempt to pry the engine crankshaft to rotate a very small angle.

[0043] In this embodiment, the pulse amplitude (current value) is preset and variable. For example, three pulses can be emitted sequentially, with target current values ​​of 50A, 100A, and 150A, respectively. These three target current values ​​are much lower than the actual starting current, but sufficient to produce a measurable small displacement of the crankshaft. The pulse duration is also short (e.g., 200 milliseconds), sufficient to acquire stable data but avoiding actual engine rotation.

[0044] For each issued drive pulse, three sets of key data are simultaneously acquired: average current amplitude, crankshaft angular displacement, and crankshaft initial phase corresponding to the drive pulse. Specifically, a current sensor measures the average current flowing to the standby starter motor throughout the entire pulse duration. This current value is proportional to the electromagnetic torque generated by the motor. A high-resolution crankshaft position sensor measures the actual angle rotated by the engine crankshaft during the pulse (engine crankshaft angular displacement, typically in degrees). If the crankshaft is not moved, the angular displacement is approximately zero. The crankshaft angular position read by the crankshaft position sensor at the instant the pulse begins to be applied (crankshaft initial phase corresponding to the drive pulse) is recorded. This initial phase indicates the specific position in the engine cycle (intake, compression, power, or exhaust, etc.) at which this detection is performed.

[0045] In this embodiment, the theoretical driving torque refers to the torque that the standby starter motor armature can theoretically output under the action of the measured average current. According to the principles of electrical machinery, motor torque is directly proportional to current. In this embodiment, the theoretical driving torque can be directly determined through the motor's torque constant. The torque constant is an inherent parameter of the standby starter motor, provided by the manufacturer and pre-stored in the electronic equipment.

[0046] In this embodiment, the static resistance torque refers to the total resistance torque that prevents the engine crankshaft from rotating from a stationary state, including the compression resistance of each cylinder piston and the frictional resistance of all moving parts. In this embodiment, the static resistance torque is estimated based on the principle of energy and work. The work done by the motor is mainly used to overcome the resistance torque. Since the displacement is very small, the resistance can be approximated as constant. Therefore, in this embodiment, the static resistance torque can be determined based on the ratio of the work done by the motor to the effective angular displacement at the crankshaft end.

[0047] In this embodiment, the relationship graph is used to systematize the detection results of discrete points and visualize the distribution of engine drag throughout the entire operating cycle. Specifically, this embodiment uses multiple detection pulses (e.g., at different initial phases) to... The data obtained from the initiated pulse Collected together, among them, This represents the i-th initial phase. This represents the i-th static resistance torque. In this embodiment, the static resistance torque is corrected by engine temperature and oil viscosity to obtain the corrected static resistance torque. A relationship curve (relationship graph) is plotted with the initial crankshaft phase as the abscissa and the corrected static resistance torque as the ordinate. This relationship graph can clearly reveal the law of resistance torque changing with crankshaft phase, usually showing several peaks (corresponding to each cylinder being at or near the top dead center of compression, where resistance is the greatest) and troughs (corresponding to each cylinder being in the intake or exhaust stroke, where resistance is the smallest).

[0048] In this embodiment, the static resistance torque value corresponding to any crankshaft phase is directly read from the generated relationship graph or estimated by interpolation; and the maximum value in the relationship graph is found and recorded as the maximum static resistance torque value. The maximum static resistance torque value represents the worst working condition that needs to be overcome during startup.

[0049] In this embodiment, the preset resistance threshold serves as a resistance torque threshold value for determining the "low resistance zone." This threshold can be set based on the nominal starting torque of the engine model and a large amount of experimental data. For example, it can be set to 40% to 60% of the average starting torque of the engine at room temperature.

[0050] This embodiment scans the entire relationship graph to identify all crankshaft phase points where the static drag torque value is lower than a preset drag threshold, and identifies continuous, contiguous regions among these phase points. The longest or lowest drag continuous phase interval is selected as the optimal start-up phase interval. For example, analyzing the relationship graph may determine that the drag torque is consistently below 100 N·m within the crankshaft phase range of 30° to 120°, and this range can be defined as the optimal start-up phase interval.

[0051] The identified maximum static resistance torque value and optimal start-up phase interval are packaged to form an engine load feature set. This feature set accurately characterizes the engine's current "weight" (maximum resistance) and "push point with the least effort" (optimal phase), providing precise load-side input for generating an adaptive start-up control sequence that matches the power supply capability.

[0052] S1022: Generate an adaptive start control sequence based on the power output characteristic set and the engine load characteristic set.

[0053] In one possible implementation, the backup power supply is used to power the backup starter motor; Based on the power output characteristic set and the engine load characteristic set, an adaptive start-up control sequence is generated, including: Based on the optimal start phase range, a preset reference phase is determined, and a phase control command is generated. The phase control command is used to control the standby starter motor to position the engine crankshaft to the preset reference phase. The target current value of the start-up drive pulse is determined based on the maximum static resistance torque value, the maximum safe output current, and the preset safety margin coefficient. The target current value shall not exceed the maximum safe output current. The maximum permissible total duration of the start-up drive pulse is determined based on the estimated sustainable discharge time. The adaptive start control sequence is determined based on the phase control command, the target current value, and the maximum allowable total duration. The adaptive start control sequence is used to control the standby starter motor to sequentially execute crankshaft positioning and constant current start drive until the engine speed exceeds the preset threshold or reaches the maximum allowable total duration.

[0054] In this embodiment, to avoid forced starting at a high-resistance engine position (e.g., top dead center of compression), the crankshaft needs to be rotated to a favorable position with minimal resistance. This embodiment selects a specific crankshaft angle from the determined optimal starting phase range as a preset reference phase (the starting point for starting power). In this embodiment, the phase control commands are a set of instructions that control the backup starter motor to operate in a specific mode (typically low speed and low torque) to precisely drive the crankshaft and maintain it at the preset reference phase.

[0055] Specifically, in this embodiment, a specific angle value is selected from the optimal starting phase range as the preset reference phase. This specific angle value can be the midpoint of the range (considering margins on both sides) or the point within the range with the lowest static resistance torque (obtained by consulting a relationship graph). The phase control command in this embodiment typically includes a target phase and a drive mode. The target phase is the preset reference phase, and the drive mode can be a positioning mode. In this mode, a closed-loop control method is used, based on real-time crankshaft phase sensor feedback, to control the backup starter motor to output a small, controlled current, causing the crankshaft to slowly and smoothly rotate to the preset reference phase and stop.

[0056] In this embodiment, the target current value refers to the current value that the standby starter motor needs to output during the start-up phase, sufficient to overcome the maximum static resistance and accelerate the engine. This target current value must be within the safe output capability range of the power supply.

[0057] In this embodiment, the safety margin coefficient is typically a coefficient greater than 1, used to ensure that the starting torque has sufficient margin to cope with uncertainties such as resistance fluctuations and system losses, thus guaranteeing a reliable starting process. The safety margin coefficient can be set based on engineering experience, and is usually between 1.2 and 1.5.

[0058] According to the principles of electrical machinery, the output torque of a starter motor is directly proportional to the current. Therefore, in this embodiment, the minimum motor current (theoretically required current) required to overcome the maximum static resistance torque is: the product of the maximum static resistance torque value and the torque constant, divided by the first transmission ratio, which is the transmission ratio between the starter motor and the engine flywheel (converting the crankshaft torque to the motor end).

[0059] In this embodiment, to allow for a safety margin, the theoretically required current is multiplied by a safety margin factor to determine the target current value. The target current value is then compared with the power supply's maximum safe output current, and the smaller of the two is taken as the final target current value, ensuring that the starting current never exceeds the power supply's safe capacity.

[0060] This embodiment determines the maximum permissible total duration by multiplying the estimated sustainable discharge time by a duration safety factor. In this embodiment, the duration safety factor is used to define a shorter, safer time window from the estimated sustainable discharge time for a single startup attempt. This factor is typically a value less than 1, for example, 0.5 to 0.8. This maximum permissible total duration ensures that even if a single startup fails, the power supply still has residual energy for subsequent processing (e.g., retrying) and prevents overheating.

[0061] This embodiment organizes all the above calculation and decision results (phase control command, target current value, and maximum allowable total duration) into a structured command sequence that can be executed by the standby starter motor controller, namely, an adaptive start control sequence. This sequence contains at least two sequentially executed stage commands; for example, the first stage command is crankshaft positioning, and the second stage command is constant current start drive. In the first stage, the phase control command is executed, controlling the standby starter motor to operate in positioning mode, driving the engine crankshaft to rotate precisely and stop at a preset reference phase. After this stage is completed, the second stage begins. In the second stage, the system switches to constant current drive mode, controlling the standby starter motor to output a stable and constant current, equal to the target current value.

[0062] This embodiment continuously monitors two key states (instantaneous engine speed and cumulative drive time) while determining the above sequence. Specifically, when the engine speed exceeds a preset speed threshold (e.g., 200 rpm or 300 rpm), it indicates that the engine has successfully ignited and entered the autonomous operation stage, at which point the start-up drive is immediately terminated. Timing begins from the start of the "constant current start-up drive" stage. If the duration reaches the maximum allowable total duration but the speed still does not meet the threshold, the start-up attempt is forcibly terminated, and a fault diagnosis process may be triggered to protect the power supply and motor.

[0063] The adaptive start-up control sequence generated in this embodiment can be a complete scheme containing specific parameters (preset reference phase, target current value, and maximum allowable total duration, etc.) and explicit logic (first positioning, then constant current drive, and termination when the condition is met).

[0064] This embodiment achieves precise matching and safety constraints between power supply capacity and engine load in three dimensions: "timing" (phase), "force" (current), and "duration," thereby improving the start-up success rate under complex operating conditions and reducing the loss of backup power.

[0065] S1023: Control the backup starter motor to start the engine according to the adaptive start control sequence, and monitor the output voltage of the backup power supply and the instantaneous speed of the vehicle engine. If the instantaneous speed always exceeds the preset speed threshold and the output voltage always exceeds the preset minimum operating voltage within the preset time period, the vehicle is determined to have started successfully.

[0066] In this embodiment, if the instantaneous rotational speed does not exceed a preset rotational speed threshold or the output voltage is lower than a preset minimum operating voltage within a preset time period, the startup attempt is deemed to have failed. In this case, the following fault-tolerant control strategy can be implemented: Startup failure count: Records the number of consecutive startup failures, accumulating them up to a preset maximum number of retries (e.g., 3 times); Cooling delay: After each startup failure, a forced cooling waiting phase (e.g., 10-30 seconds) is initiated to prevent the backup power supply from overheating and over-discharging. Fault alarm: If the maximum number of retries is reached and the problem still fails, it is determined to be a serious starting fault, a starting failure alarm signal is generated, and the user is prompted to check the vehicle status via the instrument panel or remote communication. Exit mechanism: Upon alarm, automatically exit the backup power start mode, cut off the power supply to the starter motor, and maintain the original vehicle power status monitoring, waiting for manual intervention or external assistance.

[0067] In this embodiment, the backup starter motor is controlled to parse the adaptive start control sequence and execute the following two stages sequentially: Execute phase control commands (crankshaft positioning stage). Specifically, output pulse width modulation signals or other control signals to drive the power circuit of the backup starter motor, enabling the motor to operate in a low-speed, low-torque mode. Simultaneously, read the real-time feedback signal from the crankshaft position sensor at high speed, forming a closed-loop control. Continuously compare the current crankshaft phase with the preset reference phase specified in the sequence, dynamically adjusting the motor output until the crankshaft is precisely driven and comes to a stable stop. After this stage is completed, confirm "positioning complete".

[0068] Execute the constant current start-up drive command (start-up drive phase). Specifically, control immediately switches to constant current control mode. By adjusting the output of the drive signal of the power switching device (e.g., MOSFET or IGBT), it is ensured that the armature current flowing to the standby starter motor quickly reaches and stabilizes at the target current value. Driven by this target current value, the starter motor generates high torque, which drives the engine flywheel and crankshaft through the engaged gears, overcoming static resistance and beginning to accelerate.

[0069] While executing the above control sequence, key dynamic parameters for evaluating the startup status are monitored and collected, including the output voltage of the backup power supply and the instantaneous speed of the vehicle engine.

[0070] In this embodiment, the output voltage of the backup power supply refers to the terminal voltage between the positive and negative terminals of the backup power supply measured in the circuit supplying power to the starter motor. This voltage directly reflects the voltage drop inside the power supply when outputting a large current, and is a key indicator for determining whether the power supply is overloaded and whether its operating state is stable. In this embodiment, a voltage sensor connected to the power supply output bus can be used to sample the voltage at a frequency of not less than 100Hz (e.g., 500Hz) to obtain the real-time voltage waveform or RMS value as the output voltage of the backup power supply.

[0071] In this embodiment, the instantaneous engine speed refers to the rotational speed of the engine crankshaft per unit time, typically measured in revolutions per minute (rpm). Engine speed is a core criterion for determining whether the engine has been successfully driven, whether ignition has occurred, and whether it has begun to operate independently. This embodiment determines the instantaneous engine speed using the pulse signal frequency output by the crankshaft position sensor. By measuring the number of crankshaft tooth signal pulses received within a fixed time interval, and using the known number of flywheel teeth, the instantaneous engine speed value is calculated and updated in real time.

[0072] In this embodiment, after the start-up phase begins, if the following two conditions are met simultaneously within a preset time period, the start-up is confirmed to be successful. These conditions include a sustained engine speed exceeding a preset threshold and a stable power supply. The sustained engine speed exceeding a preset threshold means that the engine's instantaneous speed must always exceed a preset speed threshold. The stable power supply condition means that the backup power supply's output voltage must always be higher than a preset minimum operating voltage.

[0073] In this embodiment, the preset speed threshold can be determined based on the engine type. For example, for gasoline engines, it is typically set between 200 rpm and 400 rpm; for diesel engines, it is typically set between 150 rpm and 250 rpm. The preset minimum operating voltage in this embodiment can be set based on the minimum safe voltage (generally slightly higher than the minimum safe voltage). The preset time period in this embodiment is typically set between 0.5 seconds and 2 seconds, which is sufficient to confirm stable engine operation without causing delays in judgment.

[0074] In this embodiment, when the instantaneous engine speed is detected to exceed the preset speed threshold for the first time, a timer is started to begin counting down for a preset time period.

[0075] Within a preset time period, the output voltage and instantaneous rotation speed of the backup power supply are checked at a high frequency (e.g., every 10ms). If any condition is not met at any time before the countdown of the preset time period ends (for example, the speed drops below the threshold, or the voltage is lower than the minimum operating voltage), the start attempt is deemed unsuccessful and the timer is reset.

[0076] If both of the above conditions are met simultaneously throughout the preset time period from the start of the timer, the vehicle is considered to have started successfully.

[0077] As can be seen from the above, this embodiment transforms intelligent planning (adaptive sequence) into precise actions, and achieves reliable and objective identification of the start-up success status by jointly determining the two parameters of "speed and voltage" within a stable time window. This avoids misjudgments caused by instantaneous fluctuations, ensuring that a successful start is declared only when the engine has indeed entered stable autonomous operation and the power supply is functioning normally, thereby triggering the subsequent exit process.

[0078] In one possible implementation, after the vehicle has started successfully, the method further includes: Real-time acquisition of backup power supply output current, output voltage, and ambient temperature; The current effective capacity of the backup power supply is determined based on the output current, output voltage, and ambient temperature. The ratio of the current effective capacity to the preset nominal capacity is used as the capacity retention rate. The current health of the backup power supply is determined based on the capacity retention rate and the preset health mapping rule; the preset health mapping rule is used to characterize the relationship between the capacity retention rate and the health. If the current health status is lower than the preset health status threshold, a power health alarm signal will be generated, and key parameters during this startup process will be recorded. Key parameters include the maximum output current of the backup power supply, the cumulative discharge time, and the minimum output voltage. By comparing and analyzing key parameters with historical startup records, if a declining trend in the output capacity of the backup power supply is found, a maintenance prompt message is generated.

[0079] In this embodiment, during the operation of the backup power supply (especially during the start-up discharge process), the output current, output voltage, and ambient temperature are continuously collected by corresponding sensors.

[0080] Specifically, a current sensor (e.g., a Hall current sensor or shunt) connected in series in the discharge circuit is used to measure the output current, reflecting the real-time load on the backup power supply. A voltage sensor connected in parallel to the backup power supply output is used to measure the output voltage, reflecting the terminal voltage under load. The temperature of the backup power supply itself or a nearby critical point is measured as ambient temperature to assess the impact of temperature on its performance.

[0081] In this embodiment, the current effective capacity refers to the actual amount of electricity (usually measured in ampere-hours, Ah) that the backup power supply can release under the current ambient temperature and specific discharge conditions. The current effective capacity differs from the nominal capacity and decays with aging, temperature, and usage history; it is one of the most direct indicators for assessing the health status of the power supply.

[0082] In this embodiment, after a single standby start-up discharge event ends, or during periodic calibration discharges performed by the standby power supply, the current effective capacity of the standby power supply is determined by combining the ampere-hour integration method with voltage correction.

[0083] Specifically, the output current and time sequence are recorded from the start to the end of the discharge (or to the preset cutoff voltage). The total amount of electricity discharged is calculated using an integral formula. This embodiment considers the influence of discharge efficiency and ambient temperature, dividing the total amount of electricity discharged by a temperature efficiency correction factor to obtain an estimated value of the current effective capacity. In this embodiment, the temperature efficiency correction factor can be obtained from a pre-stored temperature-efficiency characteristic table. The integral formula in this embodiment can be: ,in, This indicates the total amount of electricity released. This indicates the real-time output current. Indicates the start time of discharge. Indicates the time when the discharge ends.

[0084] In this embodiment, the preset nominal capacity refers to the rated capacity of the backup power supply under standard conditions (e.g., 25°C) at the time of manufacture, and is a fixed constant. The capacity retention rate is determined based on the ratio of the current effective capacity to the preset nominal capacity. The capacity retention rate is typically a dimensionless number between 0 and 1, directly reflecting the degree of capacity decay.

[0085] In this embodiment, the current health status (SOH_Current) refers to an indicator that comprehensively quantifies the overall aging and performance status of the backup power supply, usually expressed as a percentage. This embodiment obtains the corresponding current health status value by querying a preset health status mapping rule table based on the calculated capacity retention rate value.

[0086] In this embodiment, a preset health mapping rule table is used to characterize the rules for mapping the calculated capacity retention rate to health. This rule can be a segmented mapping; for example, when the capacity retention rate is greater than or equal to 80%, it indicates a good power condition, and the health is determined to be "good" (or corresponding to a relatively high value, such as 90%-100%). When the capacity retention rate is between 60% and 80%, the health is determined to be "average" and decreases linearly (corresponding to a moderate value, such as 70%-90%). When the capacity retention rate is less than 60%, the health is determined to be "poor" and decreases rapidly (corresponding to a relatively low value, such as less than 70%).

[0087] The preset health threshold in this embodiment is typically set based on the end-of-life (EOL) standard of the backup power supply. For example, for a start-up battery, the end-of-life standard of the backup power supply is often set to 60% or 70% of the nominal capacity. Accordingly, the health threshold can be set to 60% or 70%.

[0088] This embodiment compares the calculated current health level with a preset health level threshold. If the current health level is lower than the preset health level threshold, a power health alarm signal is immediately generated, and key parameters of this startup are recorded. This signal can be sent to the user's mobile app or monitoring center via a warning light or alert sound on the vehicle's dashboard or through remote communication.

[0089] This embodiment compares the acquired key parameters with those in historical startup records (e.g., after every 3 or 5 startups) or retrieves historical startup records after each new data entry. It checks whether parameters such as the maximum output current, minimum output voltage, or indirectly estimated instantaneous internal resistance (estimated from the minimum output voltage and maximum output current) from each startup record show a continuous and significant downward trend under similar ambient temperatures. For example, the peak current of the last 3 startups shows a step-like decrease.

[0090] If trend analysis indicates that output capacity is indeed declining (even if the current health level has not yet fallen below the corresponding threshold), a proactive maintenance alert is generated earlier than a health alarm signal. This alert may indicate "Backup power supply performance is deteriorating, inspection recommended," providing data support for preventative maintenance.

[0091] As can be seen from the above, this embodiment achieves full-cycle management of backup power, from "real-time status assessment" to "long-term trend prediction." It performs "health checks" on capacity and health status, and observes early signs of performance degradation by recording "stress test" data from each startup. This provides multi-level early warnings (maintenance tips and health alerts) before complete power failure, greatly improving the reliability and maintainability of the entire backup startup system.

[0092] In one possible implementation, after determining that the vehicle has started successfully, the method further includes: It automatically switches to the engine autonomous operation mode and controls the backup power supply to disconnect. The backup power supply shutdown operation includes: Control the backup starter motor to disconnect from the engine flywheel and stop supplying power to the backup starter motor; Monitor the instantaneous speed of the vehicle's engine and the output voltage of the backup power supply; If the instantaneous speed of the vehicle engine is never lower than the preset speed threshold, and the output voltage of the backup power supply rises back to the preset no-load voltage range, then the backup power supply is deemed to have successfully exited.

[0093] In this embodiment, after the vehicle is determined to have started successfully, it indicates that the engine has entered a stable autonomous operating state. At this time, the backup starting system has completed its task. To avoid wear, abnormal noise, or damage caused by the continuous meshing of its mechanical components (motor gears) with the high-speed rotating engine flywheel, and to conserve backup power energy, the exit process must be initiated immediately. Specifically, upon receiving the "vehicle started successfully" determination signal, the state is automatically switched from backup power starting mode to engine autonomous operating mode. In this mode, the engine's continuous operation is maintained by its own fuel supply and ignition system and the original vehicle power supply (or alternator), while the backup starting system enters standby or exits the process. Simultaneously with the switch, the backup power exit operation is controlled.

[0094] The backup power supply shutdown operation is specifically as follows: A "disengage" command is sent to the engagement mechanism (e.g., an electromagnet) of the backup starter motor. This command drives the shift fork to pull the starter motor's drive gear back from the engine flywheel ring gear, achieving complete mechanical disengagement. A position sensor then reports the "disengaged" status.

[0095] After confirming mechanical disengagement, a shutdown command is sent to the power switch (e.g., a relay) supplying power to the backup starter motor, completely stopping the power supply to the backup starter motor.

[0096] This embodiment continuously monitors the instantaneous speed of the vehicle engine and the output voltage of the backup power supply. Specifically, the instantaneous speed of the vehicle engine is read by the crankshaft position sensor to verify whether the engine can maintain operation on its own after the starter motor is removed; after the load (starter motor) is removed, the recovery of the voltage at the backup power supply terminal is monitored, and its status is determined based on the monitored output voltage.

[0097] If the instantaneous speed of the vehicle engine remains above a preset speed threshold, the engine is determined not to have stalled due to the removal of auxiliary power. If the output voltage of the backup power supply recovers and stabilizes within a preset no-load voltage range, the backup power supply is determined to have successfully exited operation and its electrochemical performance has stabilized. In this embodiment, the preset no-load voltage range can be determined based on the chemical characteristics of the backup power supply.

[0098] As can be seen from the above, this embodiment, through multi-dimensional data acquisition (original vehicle power / backup power status, engine mechanical parameters) and a feature channel separation design, can dynamically capture changes in the starting environment, ensuring stable engine starting even under dynamic load changes, thus solving the low success rate problem caused by traditional technologies relying solely on speed signals. This embodiment's calculation of the original vehicle power's instantaneous starting capability index (combining power status and mechanical parameters) accurately determines the switching timing, avoiding excessive use of the backup power. By matching the power output feature set (estimated sustainable discharge time) with the load feature set (maximum static resistance torque), the starting current and time can be dynamically adjusted, reducing ineffective discharge of the backup power and extending battery life. This embodiment, by real-time monitoring of the backup power output voltage and engine instantaneous speed, ensures successful starting before exiting standby mode, avoiding system damage or safety hazards caused by starting failures, and achieving a comprehensive improvement in the reliability, economy, and adaptability of the vehicle starting system.

[0099] Based on the same principle as the vehicle start control method based on a backup start system provided in the embodiments of this application, the embodiments of this application also provide a vehicle start control device based on a backup start system, such as... Figure 3 As shown, the vehicle start control device 20 based on the backup start system may specifically include: a data acquisition module 21 and a backup power start module 22.

[0100] Among them, the data acquisition module 21 is used to collect multi-dimensional data of the vehicle in response to receiving the start intention signal. The multi-dimensional data includes the original vehicle power status parameters, the backup power status parameters, and the engine mechanical status parameters. The backup power start-up module 22 is used to determine the instantaneous start-up capability index of the original vehicle power supply based on the original vehicle power status parameters and mechanical status parameters. If the instantaneous start-up capability index is lower than the first preset threshold, it will automatically switch to the backup power-dominated start-up mode and control the backup power start-up operation. The backup power supply startup operation includes: Based on the backup power state parameters, the power output feature set is obtained through the first feature channel; based on the engine mechanical state parameters, the engine load feature set is obtained through the second feature channel. The power output feature set includes the maximum safe output current and the estimated sustainable discharge time; the engine load feature set includes the maximum static resistance torque value and the optimal start-up phase interval. An adaptive start control sequence is generated based on the power output characteristic set and the engine load characteristic set. The system controls the backup starter motor to start the engine according to the adaptive start control sequence, and monitors the output voltage of the backup power supply and the instantaneous speed of the vehicle engine. If the instantaneous speed always exceeds the preset speed threshold and the output voltage always exceeds the preset minimum operating voltage within a preset time period, the backup power supply is determined to have successfully exited.

[0101] In one embodiment of this application, the backup power status parameters include the current open-circuit voltage and estimated remaining power of the backup power supply; When the backup power supply startup module 22 obtains the power output feature set based on the backup power supply status parameters and through the first feature channel, it is specifically used for: In the first characteristic channel, the current internal resistance of the backup power supply is determined based on the current open-circuit voltage, remaining power, and ambient temperature. Calculate the maximum safe output current of the backup power supply based on the current internal resistance and the preset maximum allowable voltage drop ratio; Based on the maximum safe output current, the current remaining power of the backup power supply, and the ambient temperature, the estimated sustainable discharge time is obtained through power continuity estimation, thus forming a power supply output characteristic set.

[0102] In one embodiment of this application, the engagement mechanism of the backup starter motor is controlled to connect it to the engine flywheel; the engine mechanical state parameters include engine temperature and engine oil viscosity; When the engine load feature set is obtained based on the engine mechanical state parameters and through the second feature channel, the backup power start-up module 22 is specifically used for: In the second feature channel, the backup starter motor is controlled to operate in a preset detection mode, which includes applying multiple unidirectional drive pulses of different amplitudes to the engine; For each drive pulse, obtain the average current amplitude of the drive pulse, the angular displacement of the engine crankshaft, and the initial phase of the crankshaft corresponding to the drive pulse; The theoretical driving torque is determined based on the average current amplitude and the engine's transmission ratio. The static resistance torque of the engine crankshaft is determined based on the angular displacement and the theoretical driving torque. The static resistance torque is corrected based on engine temperature and oil viscosity to obtain the corrected static resistance torque; A relationship spectrum is generated based on the initial crankshaft phase and static resistance torque corresponding to multiple drive pulses. The relationship spectrum is used to characterize the static resistance distribution of the engine at different compression positions. Identify the static resistance torque values ​​corresponding to the initial phases of each crankshaft from the relationship diagram; The continuous phase interval where the static resistance torque is lower than the preset resistance threshold is taken as the optimal start-up phase interval.

[0103] In one embodiment of this application, the backup power supply is used to power a backup starter motor; When generating an adaptive start-up control sequence based on the power output characteristic set and the engine load characteristic set, the backup power start-up module 22 is specifically used for: Based on the optimal start phase range, a preset reference phase is determined, and a phase control command is generated. The phase control command is used to control the standby starter motor to position the engine crankshaft to the preset reference phase. The target current value of the start-up drive pulse is determined based on the maximum static resistance torque value, the maximum safe output current, and the preset safety margin coefficient. The target current value shall not exceed the maximum safe output current. The maximum permissible total duration of the start-up drive pulse is determined based on the estimated sustainable discharge time. The adaptive start control sequence is determined based on the phase control command, the target current value, and the maximum allowable total duration. The adaptive start control sequence is used to control the standby starter motor to sequentially execute crankshaft positioning and constant current start drive until the engine speed exceeds the preset threshold or reaches the maximum allowable total duration.

[0104] In one embodiment of this application, the backup power startup module 22 is specifically used for: After determining that the vehicle has started successfully, it automatically switches to the engine autonomous operation mode and controls the backup power supply to exit the operation. The backup power supply shutdown operation includes: Control the backup starter motor to disconnect from the engine flywheel and stop supplying power to the backup starter motor; Monitor the instantaneous speed of the vehicle's engine and the output voltage of the backup power supply; If the instantaneous speed of the vehicle engine is never lower than the preset speed threshold, and the output voltage of the backup power supply rises back to the preset no-load voltage range, then the backup power supply is deemed to have successfully exited.

[0105] In one embodiment of this application, the original vehicle power state parameters include the open circuit voltage and internal resistance of the original vehicle power supply, and the mechanical state parameters include the ambient temperature and the basic resistance torque. When determining the instantaneous start-up capability index of the original vehicle power supply based on the original vehicle power status parameters and mechanical status parameters, the data acquisition module 21 is specifically used for: Based on the open-circuit voltage, internal resistance, and ambient temperature, and using the instantaneous starting capability index calculation formula, the instantaneous starting capability index of the original vehicle power supply is determined. The formula for calculating the instantaneous start-up capability index is as follows: ,in, C This represents the instantaneous startup capability index value. Indicates open-circuit voltage. This indicates the current value used for internal resistance testing. Indicates internal resistance. This indicates the nominal voltage of the original vehicle's power supply. Indicates ambient temperature. This represents the battery performance correction factor corresponding to the current ambient temperature.

[0106] In one embodiment of this application, the device 20 further includes a warning module, which is specifically used for: Real-time acquisition of backup power supply output current, output voltage, and ambient temperature; The current effective capacity of the backup power supply is determined based on the output current, output voltage, and ambient temperature. The ratio of the current effective capacity to the preset nominal capacity is used as the capacity retention rate. The current health of the backup power supply is determined based on the capacity retention rate and the preset health mapping rule; the preset health mapping rule is used to characterize the relationship between the capacity retention rate and the health. If the current health status is lower than the preset health status threshold, a power health alarm signal will be generated, and key parameters during this startup process will be recorded. Key parameters include the maximum output current of the backup power supply, the cumulative discharge time, and the minimum output voltage. By comparing and analyzing key parameters with historical startup records, if a declining trend in the output capacity of the backup power supply is found, a maintenance prompt message is generated.

[0107] The various modules in the vehicle starting control device based on the backup starting system described above can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the electronic device in hardware form or independent of it, or stored in the memory of the electronic device in software form, so that the processor can call and execute the corresponding operations of each module.

[0108] Figure 4 A schematic diagram of the structure of an electronic device to which this application embodiment applies is shown, such as... Figure 4 As shown, the electronic device can be used to implement the methods provided in any embodiment of this application.

[0109] like Figure 4 As shown, the electronic device 300 may primarily include at least one processor 301. Figure 4 The diagram shows components such as a memory 302, a communication module 303, and an input / output interface 304. Optionally, these components can be connected and communicate with each other via a bus 305. It should be noted that... Figure 4 The structure of the electronic device 300 shown is merely illustrative and does not constitute a limitation on the electronic devices to which the methods provided in the embodiments of this application are applicable.

[0110] The memory 302 can be used to store operating systems and applications, etc. The applications can include computer programs that implement the methods shown in the embodiments of this application when invoked by the processor 301, and can also include programs for implementing other functions or services. The memory 302 can be ROM (Read Only Memory) or other types of static storage devices that can store static information and instructions, RAM (Random Access Memory) or other types of dynamic storage devices that can store information and computer programs, or it can be EEPROM (Electrically Erasable Programmable Read Only Memory), CD-ROM (Compact Disc Read Only Memory) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited thereto.

[0111] Processor 301 is connected to memory 302 via bus 305 and implements corresponding functions by calling the application programs stored in memory 302. Processor 301 can be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 301 can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0112] Electronic device 300 can connect to a network via communication module 303 (which may include, but is not limited to, components such as a network interface) to communicate with other devices (such as user terminals or servers) through the network and achieve data interaction, such as sending data to or receiving data from other devices. Communication module 303 may include wired network interfaces and / or wireless network interfaces, meaning the communication module may include at least one of wired or wireless communication modules.

[0113] The electronic device 300 can connect to necessary input / output devices, such as a keyboard and display device, via the input / output interface 304. The electronic device 300 itself may have a display device, and other display devices can also be connected externally via the interface 304. Optionally, a storage device, such as a hard drive, can also be connected via the interface 304 to store data from the electronic device 300, retrieve data from the storage device, or store data from the storage device in the memory 302. It is understood that the input / output interface 304 can be a wired interface or a wireless interface. Depending on the actual application scenario, the device connected to the input / output interface 304 can be a component of the electronic device 300 or an external device connected to the electronic device 300 when needed.

[0114] The bus 305 used to connect the components may include a path for transmitting information between the components. The bus 305 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Depending on its function, the bus 305 may be divided into an address bus, a data bus, a control bus, etc.

[0115] Optionally, for the solution provided in the embodiments of this application, the memory 302 can be used to store a computer program that executes the solution of this application, and the processor 301 runs the computer program. When the processor 301 runs the computer program, it implements the operation of the method or apparatus provided in the embodiments of this application.

[0116] Based on the same principle as the method provided in the embodiments of this application, the embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed by a processor, can implement the corresponding content of the aforementioned method embodiments.

[0117] It should be noted that the terms "first," "second," "third," "fourth," "1," "2," etc. (if present) 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 so that the embodiments of this application described herein can be implemented in a sequence other than that shown in the figures or text.

[0118] In the embodiments of this application, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0119] 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.

[0120] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle starting control method based on a backup starting system, characterized in that, include: In response to receiving a start intention signal, multi-dimensional data of the vehicle is collected, including original vehicle power status parameters, backup power status parameters and engine mechanical status parameters. Based on the original vehicle power status parameters and the mechanical status parameters, the instantaneous start-up capability index of the original vehicle power is determined. If the instantaneous start-up capability index is lower than a first preset threshold, the system automatically switches to the standby power-dominated start-up mode and controls the standby power start-up operation. The backup power supply startup operation includes: Based on the backup power status parameters, a power output feature set is obtained through the first feature channel; based on the engine mechanical status parameters, an engine load feature set is obtained through the second feature channel; the power output feature set includes the maximum safe output current and the estimated sustainable discharge time; the engine load feature set includes the maximum static resistance torque value and the optimal start-up phase interval. An adaptive start control sequence is generated based on the power output feature set and the engine load feature set; The system controls the backup starter motor to start the engine according to the adaptive start control sequence, and monitors the output voltage of the backup power supply and the instantaneous speed of the vehicle engine. If the instantaneous speed always exceeds the preset speed threshold and the output voltage always exceeds the preset minimum operating voltage within a preset time period, the vehicle is determined to have started successfully.

2. The method as described in claim 1, characterized in that, The backup power status parameters include the current open-circuit voltage and remaining power of the backup power. The step of obtaining the power output feature set based on the backup power status parameters and through the first feature channel includes: In the first characteristic channel, the current internal resistance of the backup power supply is determined based on the current open-circuit voltage and the remaining power. Calculate the maximum safe output current of the backup power supply based on the current internal resistance and the preset maximum allowable voltage drop ratio; Based on the maximum safe output current and the current remaining power of the backup power supply, the estimated sustainable discharge time is obtained through power continuity capability estimation, thus forming a power output feature set.

3. The method as described in claim 2, characterized in that, The engagement mechanism of the backup starter motor is controlled to connect it to the engine flywheel; the engine mechanical parameters include engine temperature and engine oil viscosity. The step of obtaining the engine load feature set based on the engine mechanical state parameters and through the second feature channel includes: In the second feature channel, the backup starter motor is controlled to operate in a preset detection mode, which includes applying multiple unidirectional drive pulses of different amplitudes to the engine; For each drive pulse, obtain the average current amplitude of the drive pulse, the angular displacement of the engine crankshaft, and the initial phase of the crankshaft corresponding to the drive pulse; Based on the average current amplitude and the transmission ratio of the engine, the theoretical driving torque is determined. The static resistance torque of the engine crankshaft is determined based on the angular displacement and the theoretical driving torque. The static resistance torque is corrected based on engine temperature and oil viscosity to obtain the corrected static resistance torque; A relationship spectrum is generated based on the initial crankshaft phase corresponding to multiple drive pulses and the corrected static resistance torque. The relationship spectrum is used to characterize the static resistance distribution of the engine at different compression positions. Identify the static resistance torque values ​​corresponding to the initial phases of each crankshaft from the aforementioned relationship graph; The continuous phase interval where the static resistance torque is lower than the preset resistance threshold is taken as the optimal start-up phase interval.

4. The method as described in claim 1, characterized in that, The backup power supply is used to power the backup starter motor; The step of generating an adaptive start-up control sequence based on the power output feature set and the engine load feature set includes: Based on the optimal start phase interval, a preset reference phase is determined, and a phase control command is generated. The phase control command is used to control the standby starter motor to position the engine crankshaft to the preset reference phase. The target current value of the start-up drive pulse is determined based on the maximum static resistance torque value, the maximum safe output current, and the preset safety margin coefficient. The target current value is not greater than the maximum safe output current. Based on the estimated sustainable discharge time, determine the maximum allowable total duration of the start-up drive pulse; The adaptive start control sequence is determined based on the phase control command, the target current value, and the maximum allowable total duration. The adaptive start control sequence is used to control the standby starter motor to sequentially perform crankshaft positioning and constant current start drive until the engine speed exceeds a preset threshold or reaches the maximum allowable total duration.

5. The method as described in claim 3, characterized in that, After determining that the vehicle has started successfully, the following steps are also included: It automatically switches to the engine autonomous operation mode and controls the backup power supply to disconnect. The backup power supply shutdown operation includes: Control the backup starter motor to disconnect from the engine flywheel and stop supplying power to the backup starter motor; Monitor the instantaneous speed of the vehicle's engine and the output voltage of the backup power supply; If the instantaneous speed of the vehicle engine is never lower than the preset speed threshold, and the output voltage of the backup power supply rises back to the preset no-load voltage range, then the backup power supply is determined to have successfully exited.

6. The method as described in claim 1, characterized in that, The original vehicle power status parameters include the open circuit voltage and internal resistance of the original vehicle power supply, and the mechanical status parameters include the ambient temperature and the basic resistance torque. The step of determining the instantaneous start-up capability index of the original vehicle power supply based on the original vehicle power status parameters and the mechanical status parameters includes: The instantaneous start-up capability index of the original vehicle power supply is determined based on the open-circuit voltage, the internal resistance, and the ambient temperature, and using the instantaneous start-up capability index calculation formula. The formula for calculating the instantaneous start-up capability index is as follows: ,in, C This represents the instantaneous startup capability index value. Indicates open-circuit voltage. This indicates the current value used for internal resistance testing. Indicates internal resistance. This indicates the nominal voltage of the original vehicle's power supply. Indicates ambient temperature. This represents the battery performance correction factor corresponding to the current ambient temperature.

7. The method as described in claim 1, characterized in that, Also includes: Real-time acquisition of backup power supply output current, output voltage, and ambient temperature; The current effective capacity of the backup power supply is determined based on the output current, output voltage, and ambient temperature. The ratio of the current effective capacity to the preset nominal capacity is used as the capacity retention rate; The current health status of the backup power supply is determined according to the capacity retention rate and the preset health status mapping rule. The preset health mapping rule is used to characterize the relationship between capacity retention rate and health. If the current health status is lower than the preset health status threshold, a power health alarm signal is generated, and key parameters during this startup process are recorded. The key parameters include the maximum output current of the backup power supply, the cumulative discharge time, and the minimum output voltage. By comparing and analyzing the key parameters with historical startup records, if it is found that the output capacity of the backup power supply is declining, a maintenance prompt message is generated.

8. A vehicle starting control device based on a backup starting system, characterized in that, include: The data acquisition module is used to collect multi-dimensional data of the vehicle in response to receiving a start intention signal. The multi-dimensional data includes original vehicle power status parameters, backup power status parameters and engine mechanical status parameters. The backup power start-up module is used to determine the instantaneous start-up capability index of the original vehicle power supply based on the original vehicle power status parameters and the mechanical status parameters. If the instantaneous start-up capability index is lower than a first preset threshold, it automatically switches to the backup power-dominated start-up mode and controls the backup power start-up operation. The backup power supply startup operation includes: Based on the backup power status parameters, a power output feature set is obtained through the first feature channel; based on the engine mechanical status parameters, an engine load feature set is obtained through the second feature channel; the power output feature set includes the maximum safe output current and the estimated sustainable discharge time; the engine load feature set includes the maximum static resistance torque value and the optimal start-up phase interval. An adaptive start control sequence is generated based on the power output feature set and the engine load feature set; The system controls the backup starter motor to start the engine according to the adaptive start control sequence, and monitors the output voltage of the backup power supply and the instantaneous speed of the vehicle engine. If the instantaneous speed always exceeds the preset speed threshold and the output voltage always exceeds the preset minimum operating voltage within a preset time period, the vehicle is determined to have started successfully.

9. An electronic device, characterized in that, The electronic device includes a processor and a memory: The memory is used to store computer programs; The processor is configured to execute, according to the computer program, the vehicle starting control method based on any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, which, when executed by an electronic device, implements the vehicle starting control method based on a backup starting system as described in any one of claims 1 to 7.

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