Vehicle starter control method and vehicle

Abstract

A vehicle starter control method, comprising: when a starter meets a heat increase condition, increasing a heat integral value (S101), the heat integral value representing the amount of heat of the starter; when the starter meets a heat decrease condition, decreasing the heat integral value (S102); when the heat integral value is greater than or equal to a first heat threshold, setting a start-prohibition flag of the starter to a first flag state (S103), the first flag state being used for indicating that the starter is prohibited from being enabled; and when the heat integral value is less than or equal to a second heat threshold, setting the start-prohibition flag to a second flag state (S104), the second flag state being used for indicating that the starter is allowed to be enabled. By monitoring the heat integral value of the starter, a heat protection mechanism for the starter is established, and the start-prohibition flag of the starter can be dynamically adjusted on the basis of changes in the heat integral value, thereby effectively reducing the risk of burnout due to prolonged operation or frequent powering of the starter. Also provided is a vehicle.

Description

Vehicle starter control method and vehicle

[0001] The present application claims priority to the application No. 2024113871714, filed on September 30, 2024, with the Chinese Patent Office, and entitled "Vehicle starter control method, storage medium and vehicle", the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, in particular to a vehicle starter control method and a vehicle. BACKGROUND

[0003] The starter of a vehicle is a key component of the vehicle starting system. Its main function is to provide additional power through an electric motor when the engine is started, so that the engine can rotate from a stationary state to a sufficient speed, thereby igniting the fuel and maintaining operation. The starter will consume a large amount of battery power in a short time to generate sufficient starting torque. If it is operated for a long time or frequently powered on, it will increase the risk of starter ablation.

[0004] In related technologies, the starter is usually protected from overheating when the running time of the starter reaches a preset starting protection time. However, this method only sets a fixed time threshold and cannot fully protect the starter. SUMMARY

[0005] The present application provides a vehicle starter control method and a vehicle to solve the problem that the current overheating protection effect for the starter is poor.

[0006] To solve the above problems, the present application adopts the following technical solutions:

[0007] In a first aspect, the present application provides a vehicle starter control method, which comprises:

[0008] In the case that the starter meets the heat increase condition, the heat integral value is increased; the heat integral value represents the heat size of the starter;

[0009] In the case that the starter meets the heat decay condition, the heat integral value is decreased;

[0010] In the case that the heat integral value is greater than or equal to a first heat threshold, the prohibition starting flag of the starter is set to a first flag position; the first flag position is used to indicate that the starter is prohibited to be enabled;

[0011] In the case that the heat integral value is less than or equal to a second heat threshold, the prohibition starting flag is set to a second flag position; the second flag position is used to indicate that the starter is allowed to be enabled.

[0012] In an embodiment of the present application, the method further comprises:

[0013] In a case where the starter is in the running state, it is determined that the starter satisfies the heat increase condition.

[0014] In an embodiment of the present application, the method further comprises:

[0015] In a case where the current ambient temperature of the starter is greater than the first temperature threshold, it is determined that the starter satisfies the heat increase condition.

[0016] In an embodiment of the present application, the step of increasing the heat integral value comprises:

[0017] determining a heat growth rate of the starter;

[0018] increasing the heat integral value based on the heat growth rate and a running duration of the starter.

[0019] In an embodiment of the present application, the step of determining the heat growth rate of the starter comprises:

[0020] obtaining a current running current and a current ambient temperature of the starter;

[0021] determining the heat growth rate based on the current running current and the current ambient temperature.

[0022] In an embodiment of the present application, the step of increasing the heat integral value based on the heat growth rate and the running duration of the starter comprises:

[0023] obtaining a starting heat integral value before the starter runs;

[0024] multiplying the running duration of the starter by the heat growth rate, and adding a product value obtained by the multiplication to the starting heat integral value to obtain the increased heat integral value.

[0025] In an embodiment of the present application, the method further comprises:

[0026] In a case where the engine of the vehicle is in the motor starting state, or the engine is in the running state, or the engine is in the shutdown state, it is determined that the starter satisfies the heat decay condition.

[0027] In an embodiment of the present application, in the case where the engine is in the running state, it is determined that the starter satisfies the heat decay condition, comprising:

[0028] In a case where the engine is in the running state and the ambient temperature of the starter is less than a second temperature threshold, it is determined that the starter satisfies the heat decay condition, wherein the second temperature threshold is less than or equal to the first temperature threshold.

[0029] In an embodiment of the present application, the step of decreasing the heat integral value comprises:

[0030] determining a heat decay rate of the starter;

[0031] decreasing the heat integration value based on the heat decay rate and a starting duration of the engine when the engine is in the motor starting state;

[0032] decreasing the heat integration value based on the heat decay rate and a running duration of the engine when the engine is in the running state;

[0033] decreasing the heat integration value based on the heat decay rate and a shutdown duration of the engine when the engine is in the shutdown state.

[0034] In an embodiment of the present application, the decreasing of the heat integration value based on the heat decay rate and the starting duration of the engine comprises:

[0035] acquiring a starting heat integration value before the engine is in the motor starting state, multiplying the starting duration of the engine by the heat decay rate, and adding the product to the starting heat integration value to obtain the decreased heat integration value;

[0036] The decreasing of the heat integration value based on the heat decay rate and the running duration of the engine comprises:

[0037] acquiring a starting heat integration value before the engine is in the running state, multiplying the running duration of the engine by the heat decay rate, and adding the product to the starting heat integration value to obtain the decreased heat integration value;

[0038] The decreasing of the heat integration value based on the heat decay rate and the shutdown duration of the engine comprises:

[0039] acquiring a starting heat integration value before the engine is in the shutdown state, multiplying the running duration of the engine by the heat decay rate, and adding the product to the starting heat integration value to obtain the decreased heat integration value.

[0040] In an embodiment of the present application, the step of determining the heat decay rate of the starter comprises:

[0041] acquiring a current ambient temperature of the starter;

[0042] determining the heat decay rate based on the current ambient temperature.

[0043] In an embodiment of the present application, the determining of the heat decay rate based on the current ambient temperature comprises:

[0044] determining an initial heat decay rate corresponding to the current ambient temperature according to a heat decay rate reference table;

[0045] determine a target correction factor according to the current state of the engine;

[0046] correct the initial heat decay rate according to the target correction factor to obtain the heat decay rate of the starter.

[0047] In an embodiment of the present application, when the current state of the engine is the stop state, the target correction factor is determined as a first correction factor;

[0048] when the current state of the engine is the motor starting state, the target correction factor is determined as a second correction factor;

[0049] when the current state of the engine is the running state, the target correction factor is determined as a third correction factor;

[0050] wherein the third correction factor is smaller than the second correction factor, and the second correction factor is smaller than the first correction factor.

[0051] In an embodiment of the present application, the method further comprises:

[0052] in response to a starting request for the engine, obtaining a starting prohibition flag;

[0053] when the starting prohibition flag is set as a first flag, controlling the driving motor to start the engine;

[0054] when the starting prohibition flag is set as a second flag, controlling the starter to start the engine.

[0055] In a second aspect, based on the same inventive concept, embodiments of the present application provide a vehicle starter control device, the device comprising:

[0056] a heat increasing module, configured to increase a heat integral value when the starter meets a heat increasing condition; the heat integral value representing the heat of the starter;

[0057] a heat decreasing module, configured to decrease the heat integral value when the starter meets a heat decay condition;

[0058] a first setting module, configured to set the starting prohibition flag of the starter as a first flag when the heat integral value is greater than or equal to a first heat threshold; the first flag being used to indicate that the starter is prohibited to be started;

[0059] a second setting module, configured to set the starting prohibition flag as a second flag when the heat integral value is less than or equal to a second heat threshold; the second flag being used to indicate that the starter is allowed to be started.

[0060] In an embodiment of the present application, the vehicle starter control device further comprises:

[0061] The first condition determining module is configured to determine that the starter satisfies a heat increase condition when the starter is in the running state.

[0062] In an embodiment of the present application, the vehicle starter control device is further configured to:

[0063] The heat increase condition is determined when the current ambient temperature of the starter is greater than the first temperature threshold.

[0064] In an embodiment of the present application, the heat increase module comprises:

[0065] The growth rate determining sub-module is configured to determine a heat growth rate of the starter.

[0066] The heat increase sub-module is configured to increase the heat integral value based on the heat growth rate and a running duration of the starter.

[0067] In an embodiment of the present application, the growth rate determining sub-module comprises:

[0068] The first obtaining unit is configured to obtain a current running current and a current ambient temperature of the starter.

[0069] The growth rate determining unit is configured to determine the heat growth rate based on the current running current and the current ambient temperature.

[0070] In an embodiment of the present application, the heat increase sub-module is configured to:

[0071] Obtain a starting heat integral value before the starter is running.

[0072] Multiply the running duration of the starter by the heat growth rate, and add the obtained product value to the starting heat integral value to obtain the increased heat integral value.

[0073] In an embodiment of the present application, the vehicle starter control device further comprises:

[0074] The second condition determining module is configured to determine that the starter satisfies a heat decay condition when the engine of the vehicle is in a motor starting state, or the engine is in a running state, or the engine is in a shutdown state.

[0075] In an embodiment of the present application, the vehicle starter control device is further configured to:

[0076] The heat decay condition is determined when the engine is in the running state and the ambient temperature of the starter is less than a second temperature threshold, wherein the second temperature threshold is less than or equal to the first temperature threshold.

[0077] In an embodiment of the present application, the heat decrease module comprises:

[0078] a decay rate determining sub-module, configured to determine a heat decay rate of the starter;

[0079] a first heat reduction sub-module, configured to, in a case where the engine is in the motor starting state, reduce the heat integral value based on the heat decay rate and a starting duration of the engine;

[0080] a second heat reduction sub-module, configured to, in a case where the engine is in the running state, reduce the heat integral value based on the heat decay rate and a running duration of the engine;

[0081] a third heat reduction sub-module, configured to, in a case where the engine is in the shutdown state, reduce the heat integral value based on the heat decay rate and a shutdown duration of the engine.

[0082] In an embodiment of the present application, the first heat reduction sub-module is configured to:

[0083] obtain a starting heat integral value before the engine is in the motor starting state, multiply the starting duration of the engine by the heat decay rate, and add the product to the starting heat integral value to obtain the reduced heat integral value;

[0084] In an embodiment of the present application, the second heat reduction sub-module is configured to:

[0085] obtain a starting heat integral value before the engine is in the running state, multiply the running duration of the engine by the heat decay rate, and add the product to the starting heat integral value to obtain the reduced heat integral value;

[0086] In an embodiment of the present application, the third heat reduction sub-module is configured to:

[0087] obtain a starting heat integral value before the engine is in the shutdown state, multiply the running duration of the engine by the heat decay rate, and add the product to the starting heat integral value to obtain the reduced heat integral value.

[0088] In an embodiment of the present application, the decay rate determining sub-module comprises:

[0089] a second obtaining unit, configured to obtain a current ambient temperature of the starter;

[0090] a decay rate determining unit, configured to determine the heat decay rate based on the current ambient temperature.

[0091] In an embodiment of the present application, the decay rate determining unit is configured to:

[0092] According to the heat attenuation rate table, the initial heat attenuation rate corresponding to the current environment temperature is determined;

[0093] According to the current state of the engine, a target correction factor is determined;

[0094] According to the target correction factor, the initial heat attenuation rate is corrected to obtain the heat attenuation rate of the starter.

[0095] In an embodiment of the present application, the attenuation rate determination unit is configured to:

[0096] When the current state of the engine is the stop state, the target correction factor is determined as a first correction factor;

[0097] When the current state of the engine is the motor starting state, the target correction factor is determined as a second correction factor;

[0098] When the current state of the engine is the running state, the target correction factor is determined as a third correction factor;

[0099] Wherein, the third correction factor is less than the second correction factor, and the second correction factor is less than the first correction factor.

[0100] In an embodiment of the present application, the vehicle starter control device further comprises:

[0101] The flag acquisition module is configured to acquire a prohibition starting flag in response to a starting request for the engine;

[0102] The first starting module is configured to control the drive motor to start the engine when the prohibition starting flag is set to a first flag;

[0103] The second starting module is configured to control the starter to start the engine when the prohibition starting flag is set to a second flag.

[0104] In a third aspect, based on the same inventive concept, the embodiments of the present application provide a computer readable storage medium having an executable program stored thereon, and the executable program is executed by a processor to implement the vehicle starter control method of the first aspect of the present application.

[0105] In a fourth aspect, based on the same inventive concept, the embodiments of the present application provide a vehicle, comprising:

[0106] The memory is configured to store an executable program;

[0107] The processor;

[0108] When the executable program is executed by the processor, the vehicle starter control method of the first aspect of the present application is implemented.

[0109] Compared with the prior art, the application has the following advantages:

[0110] The vehicle starter control method provided in the embodiment of the application can increase the heat integral value when the starter meets the heat increase condition, decrease the heat integral value when the starter meets the heat decay condition, set the prohibition start flag of the starter to the first flag bit when the heat integral value is greater than or equal to the first heat threshold, and set the prohibition start flag to the second flag bit when the heat integral value is less than or equal to the second heat threshold. The embodiment of the application establishes the heat protection mechanism for the starter by monitoring the heat integral value of the starter, dynamically adjusts the prohibition start flag bit of the starter according to the change of the heat integral value, effectively reduces the ablation risk of the long-time operation or frequent power-on of the starter, improves the protection effect of the starter, and further ensures the normal driving ability of the vehicle and improves the driving experience of the user. BRIEF DESCRIPTION OF DRAWINGS

[0111] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only some embodiments of the application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.

[0112] FIG. 1 is a step flowchart of a vehicle starter control method in an embodiment of the application;

[0113] FIG. 2 is a flowchart of increasing the heat integral value in an embodiment of the application;

[0114] FIG. 3 is a flowchart of decreasing the heat integral value in an embodiment of the application;

[0115] FIG. 4 is a flowchart of determining the start mode of the engine in an embodiment of the application;

[0116] FIG. 5 is a functional module schematic diagram of a vehicle starter control device in an embodiment of the application;

[0117] FIG. 6 is a structural schematic diagram of a vehicle in an embodiment of the application. DETAILED DESCRIPTION

[0118] The technical solutions in the embodiments of the application will be described clearly and completely in the following with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are only some embodiments of the application, not all embodiments. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the application.

[0119] It should be noted that currently there are usually two ways to start the engine of a new energy vehicle: drive motor starting and starter starting. Drive motor starting refers to using the drive motor to obtain electrical energy from the power battery and converting it into mechanical energy to drive the engine crankshaft to start the engine. Starter starting refers to using the starter to obtain electrical energy from the storage battery and converting it into mechanical energy to drive the engine to start.

[0120] The design of the starter requires it to quickly and efficiently complete the starting task in a short time. Compared with the drive motor starting method, the starter usually does not have a complex cooling system, so long-time high-power operation or frequent power-on use can cause the internal temperature of the motor to be too high, which can easily cause damage to the motor winding insulation layer and cause the motor to burn out.

[0121] In related technologies, a starting protection time is usually set for overheat protection, that is, overheat protection is performed on the starter when the running time of the starter reaches the starting protection time. However, this protection method only sets a fixed time threshold and cannot fully protect the starter.

[0122] In view of the poor overheat protection effect of the starter at present, the present application aims to provide a vehicle starter control method, which can realize real-time monitoring of the heat integral value by increasing the heat integral value when the starter meets the heat increase condition and decreasing the heat integral value when the starter meets the heat decay condition, and dynamically adjusting the prohibited starting flag of the starter according to the change of the heat integral value. In this way, the risk of ablation caused by long-time operation or frequent power-on of the starter can be effectively reduced, the protection effect of the starter is improved, and the driving experience of the user is improved.

[0123] Referring to FIG. 1, a vehicle starter control method according to the present application is shown, which can include the following steps:

[0124] S101: Increase the heat integral value when the starter meets the heat increase condition.

[0125] It should be noted that the execution subject of the present embodiment can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above functions such as a car computer, a vehicle-mounted computer, etc. such as an ECU (Electronic Control Unit), an HCU (Hybrid Control Unit), etc. The present embodiment does not make specific limitations on the type of execution subject, and the following will be described taking the ECU as the execution subject.

[0126] In this embodiment, the ECU monitors the state of the starter during use of the vehicle to determine whether the starter satisfies the heat increase condition. Once it is detected that the starter satisfies the heat increase condition, it is determined that the starter is in a heat increase state, and the heat integral value is increased.

[0127] It should be noted that the heat integral value represents the heat of the starter. The greater the heat integral value, the higher the cumulative heat of the starter.

[0128] In a specific implementation, the starter can be determined to satisfy the heat increase condition when the starter is in an operating state. When the vehicle starts the engine using the starter, the starter needs to be powered on, which causes the heat of the starter to increase at a certain rate. Therefore, when the starter is used to start the engine, the heat integral growth calculation needs to be performed.

[0129] In a specific implementation, the starter can also be determined to satisfy the heat increase condition when the starter is in a high-temperature environment. Specifically, a first temperature threshold can be set. When the current ambient temperature of the starter is greater than the first temperature threshold, the starter is determined to satisfy the heat increase condition. For example, when the engine is operated for a long time, the cabin temperature is high, and the heat is transferred to the starter, which causes the heat of the starter to increase at a certain rate. At this time, the heat integral growth calculation also needs to be performed.

[0130] S102: When the starter satisfies the heat decay condition, the heat integral value is decreased.

[0131] In this embodiment, the ECU also determines the heat decay condition during use of the vehicle. Once it is detected that the starter satisfies the heat decay condition, it is determined that the starter is in a heat decay state, and the heat integral value is decreased.

[0132] In a specific implementation, the starter can be determined to satisfy the heat decay condition when the engine of the vehicle is in a motor starting state, or the engine is in an operating state, or the engine is in a stopped state.

[0133] It should be noted that when the engine is in a motor starting state, it means that the vehicle is starting the engine using the driving motor. At this time, the starter does not need to be powered on, and the heat of the starter decreases at a certain rate. Therefore, when the driving motor is used to start the engine, the heat integral decay calculation needs to be performed.

[0134] It should be noted that when the engine is in the running state, the starter motor does not need to be powered on, and therefore when the engine is running normally, heat integral decay calculation needs to be performed. In a specific implementation, to avoid the influence of long-time running of the engine on the accuracy of the heat integral decay calculation, it can be further provided that when the engine is in the running state and the ambient temperature of the starter motor is less than the second temperature threshold, it is determined that the starter motor meets the heat decay condition, where the second temperature threshold is less than or equal to the first temperature threshold.

[0135] It should be noted that when the engine is in the stopped state, the starter motor does not need to be powered on and the engine will not generate heat, and therefore the heat of the starter motor will decrease at a certain rate, and therefore when the engine is stopped, heat integral decay calculation needs to be performed.

[0136] In this embodiment, considering that the heat integral value will continuously decay when the vehicle is stopped for a long time, a lower limit value can be set for the heat integral value, for example, the lower limit value can be set to zero. In this way, it is ensured that the heat integral value can accurately reflect the actual heat accumulated by the starter motor, and further overheat protection is performed on the starter motor.

[0137] In this embodiment, by comprehensively considering the heat increase scenario and the heat decay scenario, real-time and accurate calculation of the heat integral value can be achieved.

[0138] In this embodiment, the heat integral value is stored in the memory in real time, so as to facilitate real-time updating of the heat integral value. For example, the heat integral value at a certain moment is a, after the starter motor meets the heat increase condition, the increase of the heat integral value is b, and then the heat integral value is updated to a+b; subsequently, the starter motor meets the heat decay condition, and the decay of the heat integral value in the decay stage is c, and then the heat integral value is updated to a+b-c.

[0139] S103: In a case where the heat integral value is greater than or equal to the first heat threshold, the prohibition start flag of the starter motor is set to the first flag.

[0140] In this embodiment, the first heat threshold represents a prohibition limit value of the starter motor, and when the heat integral value is greater than or equal to the first heat threshold, it indicates that the starter motor has accumulated too much heat, and continued use will have the risk of ablation, and therefore the prohibition start flag of the starter motor is set to the first flag.

[0141] It should be noted that the first flag is used to indicate that the starter motor is prohibited to be used. That is, after the prohibition start flag is set to the first flag, the starter motor is prohibited to be used to start the engine, and therefore ablation phenomenon caused by long-time running or frequent power-on of the starter motor to accumulate too much heat is effectively avoided.

[0142] S104: In the case that the heat integral value is less than or equal to the second heat threshold value, the prohibition start flag is set to the second flag position.

[0143] In the embodiment, the first heat threshold value represents the recovery limit value of the starter. When the heat integral value is less than or equal to the second heat threshold value, it indicates that the heat accumulated by the starter is small, and the starter can be powered on for use, and further the prohibition start flag of the starter is set to the second flag position. The second heat threshold value is less than the first heat threshold value.

[0144] It should be noted that the second flag position is used to indicate that the starter is allowed to be enabled. That is, after the prohibition start flag is set to the second flag position, the starter is allowed to start the engine. Since the heat integral value of the starter is low at this time, there is no risk of ablation after the starter is powered on.

[0145] In the embodiment, in order to determine appropriate first heat threshold value and second heat threshold value to ensure the reliability of the heat protection mechanism of the starter, the engine compartment size, the starter installation position, the starter heat resistance level, the engine resistance torque and other parameters can be considered for test calibration to obtain the first heat threshold value and the second heat threshold value corresponding to different starter types under different vehicle models.

[0146] In a specific implementation, the first flag position can be set to 1 and the second flag position can be set to 0. That is, after the heat integral value is calculated, when the heat integral value is greater than or equal to the first heat threshold value, the prohibition start flag is set to 1; when the heat integral value is less than or equal to the second heat threshold value, the prohibition start flag is set to 0; and when the first heat threshold value is less than the heat integral value and the heat integral value is less than the second heat threshold value, the current state of the prohibition start flag is maintained unchanged.

[0147] In the embodiment, by increasing the heat integral value when the starter meets the heat increase condition and decreasing the heat integral value when the starter meets the heat decay condition, real-time monitoring of the heat integral value can be realized, and the prohibition start flag of the starter can be dynamically adjusted according to the change of the heat integral value. In this way, the ablation phenomenon caused by long-time operation or frequent power-on of the starter can be effectively avoided, the protection effect of the starter is improved, the service life of the starter is prolonged, and the normal driving ability of the vehicle is ensured, and the driving experience of the user is improved.

[0148] In a feasible embodiment, as shown in FIG. 2, FIG. 2 shows a flowchart of increasing the heat integral value, and the step of increasing the heat integral value in S101 can include the following sub-steps:

[0149] S101-1: Determine the heat growth rate of the starter.

[0150] In the embodiment, after determining that the starter satisfies the heat increase condition, the ECU will determine the heat growth rate of the starter to realize accurate calculation of the heat integral value in the heat growth condition.

[0151] In a specific implementation, considering that the heat growth rate is generally related to the current operating current of the starter and the current ambient temperature when the starter is in the operating state, the ECU will determine the accurate heat growth rate according to the current operating current and the current ambient temperature. The current ambient temperature specifically represents the temperature of the engine compartment where the starter is located; and the heat growth rate represents the increase of the heat integral value per unit time.

[0152] In the embodiment, the ECU pre-stores a heat growth rate reference table for representing different heat growth rates corresponding to different ambient temperatures under different operating currents. In this way, after obtaining the current operating current and the current ambient temperature, the ECU can quickly determine the corresponding heat growth rate by table lookup.

[0153] S101-2: Increase the heat integral value based on the heat growth rate and the operating duration of the starter.

[0154] In the embodiment, after determining the heat growth rate and the operating duration of the starter, the ECU can realize real-time calculation of the heat integral value according to the following formula: Q = Q0 + k1 × T1 (1).

[0155] Wherein, Q represents the heat integral value; Q0 represents the initial heat integral value, specifically representing the initial heat integral value before the starter operates; k1 represents the heat growth rate; and T1 represents the operating duration of the starter.

[0156] It should be noted that the heat growth rate dynamically changes with the current operating current and the current ambient temperature of the starter in the operating state, thereby realizing accurate calculation of the heat increase.

[0157] In the embodiment, by comprehensively considering the current operating current, the current ambient temperature and the operating duration of the starter, accurate calculation of the heat integral value can be realized when the starter is in the heat increase state.

[0158] In a feasible embodiment, as shown in FIG. 3, FIG. 3 shows a flowchart of decreasing the heat integral value, and the step of decreasing the heat integral value in S102 can specifically include the following sub-steps:

[0159] S102-1: Determine the heat decay rate of the starter.

[0160] In the embodiment, after determining that the starter satisfies the heat attenuation condition, the ECU will determine the heat attenuation rate of the starter to realize accurate calculation of the heat integral value in the heat attenuation condition.

[0161] In a specific implementation, considering that the starter satisfies the heat attenuation condition, the starter is in a non-powered working state, therefore, the heat attenuation rate is generally related to the current ambient temperature of the starter, and therefore, the ECU will determine the corresponding heat attenuation rate according to the current ambient temperature. The heat attenuation rate represents the decrease of the heat integral value per unit time.

[0162] In the embodiment, the ECU pre-stores a heat attenuation rate reference table, which is used to represent different heat attenuation rates corresponding to different ambient temperatures. In this way, after obtaining the current ambient temperature of the starter, the ECU can quickly determine the corresponding heat attenuation rate by table lookup.

[0163] It should be noted that the heat growth rate changes in real time with the current operating current and the current ambient temperature of the starter, and the heat attenuation rate changes in real time according to the current ambient temperature of the starter, therefore, the heat growth rate and the heat attenuation rate may be the same or different in value. Meanwhile, since the cabin temperature when the engine is running is higher than when the engine is stopped, the heat of the starter is not easy to dissipate and attenuate, therefore, the heat attenuation rate when the engine is running and the heat attenuation rate when the engine is stopped are not necessarily the same.

[0164] In the embodiment, the ECU can also consider the current state of the engine on the basis of the current ambient temperature of the starter to realize accurate calculation of the heat attenuation rate. Specifically, the initial heat attenuation rate corresponding to the current ambient temperature can be first determined according to the heat attenuation rate reference table, then the target correction factor is determined according to the current state of the engine, and finally the initial heat attenuation rate is corrected according to the target correction factor to obtain the heat attenuation rate of the starter.

[0165] Specifically, when the current state of the engine is the stopped state, the target correction factor is determined as a first correction factor; when the current state of the engine is the motor starting state, the target correction factor is determined as a second correction factor; and when the current state of the engine is the running state, the target correction factor is determined as a third correction factor. If the product of the target correction factor and the initial heat attenuation rate is determined as the heat attenuation rate, the third correction factor can be set to be less than the second correction factor and the first correction factor, that is, the more heat generated by the engine, the more difficult it is for the heat of the starter to dissipate, and therefore, the smaller the corrected heat attenuation rate is.

[0166] S102-2: In the case where the engine is in the motor starting state, the heat integral value is reduced based on the heat attenuation rate and the starting duration of the engine.

[0167] In the embodiment, in the case where the engine is in the motor starting state, the heat integral value can be calculated in real time according to the following formula: Q=Q0+k2xT2 (2).

[0168] wherein Q represents the heat integral value; Q0 represents the initial heat integral value, and specifically represents the initial heat integral value before the engine is in the motor starting state; k2 represents the heat attenuation rate; and T2 represents the starting duration of the engine.

[0169] It should be noted that the heat attenuation rate dynamically changes with the current ambient temperature of the starter during the driving motor starting process, thereby achieving accurate calculation of the decay heat.

[0170] S102-3: In the case where the engine is in the running state, the heat integral value is reduced based on the heat attenuation rate and the running duration of the engine.

[0171] In the embodiment, in the case where the engine is in the running state, the heat integral value can be calculated in real time according to the following formula: Q=Q0+k2xT3 (3).

[0172] wherein Q represents the heat integral value; Q0 represents the initial heat integral value, and specifically represents the initial heat integral value before the engine is in the running state; k2 represents the heat attenuation rate; and T3 represents the running duration of the engine.

[0173] It should be noted that the heat attenuation rate dynamically changes with the current ambient temperature of the starter during the driving motor starting process, thereby achieving accurate calculation of the decay heat.

[0174] S102-4: In the case where the engine is in the shutdown state, the heat integral value is reduced based on the heat attenuation rate and the shutdown duration of the engine.

[0175] In the embodiment, in the case where the engine is in the shutdown state, the heat integral value can be calculated in real time according to the following formula: Q=Q0+k2xT4 (4).

[0176] wherein Q represents the heat integral value; Q0 represents the initial heat integral value, and specifically represents the initial heat integral value before the engine is in the shutdown state; k2 represents the heat attenuation rate; and T4 represents the shutdown duration of the engine.

[0177] It should be noted that the heat decay rate is dynamically changed with the current ambient temperature of the starter during the process that the engine is in the shutdown state, thereby realizing accurate calculation of the decay heat.

[0178] In the embodiment, by performing accurate decay calculation on the heat integral value according to the current ambient temperature of the starter in the case that the engine is in the motor starting state, the engine is in the running state, and the engine is in the shutdown state, respectively, the accuracy of the decay calculation can be ensured, and dynamic updating of the heat integral value can be realized.

[0179] In a feasible embodiment, as shown in FIG. 4, which shows a flowchart for determining the starting mode of the engine, the vehicle starter control method can further include the following steps:

[0180] S201: In response to a starting request for the engine, an inhibit starting flag is acquired.

[0181] In the embodiment, after receiving the starting request for the engine, the ECU does not immediately control the starter to start the engine, but acquires the inhibit starting flag, and selects a suitable starting mode of the engine by judging the inhibit starting flag of the starter.

[0182] It should be noted that the starting request for the engine can be triggered by the user through the starting button preset by the vehicle, or can be automatically triggered by the vehicle controller when it is determined that the vehicle has a demand for the engine, for example, when the vehicle needs to switch from the pure electric mode to the direct drive mode or the series mode, etc., which needs to be driven by the engine.

[0183] S202: In the case that the inhibit starting flag is set to the first flag, the drive motor is controlled to start the engine.

[0184] S203: In the case that the inhibit starting flag is set to the second flag, the starter is controlled to start the engine.

[0185] In the embodiment, if the ECU detects that the inhibit starting flag is 1, the drive motor is controlled to start the engine; and if the ECU detects that the inhibit starting flag is 0, the starter is controlled to start the engine. It should be noted that after the engine is started successfully, it will run according to the driver's will until the engine is shut down.

[0186] In the embodiment, by determining the starting mode of the engine according to the setting of the inhibit starting flag, the engine can be started smoothly while avoiding the risk of ablation caused by long-time operation or frequent power-on of the starter, thereby ensuring the starting demand of the engine, ensuring the normal driving ability of the vehicle, and improving the driving experience of the user.

[0187] The following takes a certain vehicle model as an example to explain the heat protection mechanism of the starter constructed in this embodiment:

[0188] In the heat integration protection strategy of this vehicle model, the first heat threshold is 60000, the second heat threshold is 20000, the initial value of the heat integration value is 0, and therefore the start prohibition flag is 0; the heat growth rate is 1923, and the heat decay rate is 1282 (for ease of understanding, the heat growth rate and the heat decay rate of each stage are all set to the same value).

[0189] Example one:

[0190] Suppose the heat integration value is 0 and the start prohibition flag is 0. After the vehicle is powered on, the driver starts the engine, and the ECU identifies that the start prohibition flag is 0, uses the starter to start, drags for 5s, and the engine starts successfully; at this time, the heat integration value increases to (0+1923*5=) 9615. After the vehicle runs for 2s, the driver stops and turns off the engine; at this time, the heat integration value decays to (9615-1282*2=) 7051. The driver takes 1s of reaction time and starts the engine again, and the heat integration value before the engine starts is (7015+1923*1=) 8974; the ECU identifies that the start prohibition flag is 0, uses the starter to start, drags for 3s, and the engine starts successfully, at which time the heat integration value is (8974+1923*3=) 14743.

[0191] Example two:

[0192] Suppose the heat integration value is 58000 and the start prohibition flag is 0. After the vehicle is powered on, the driver starts the engine, and the ECU identifies that the start prohibition flag is 0, uses the starter to start, drags for 8s, and the engine starts successfully; at this time, the heat integration value is (58000+1923*8=) 73384, which is greater than the first heat threshold 60000, and the start prohibition flag jumps from 0 to 1. After the vehicle runs for 5s, the driver stops and turns off the engine, at which time the heat integration value is (73384-1282*5=) 66974. The driver takes 10s of reaction time and starts the engine again, and the heat integration value before the engine starts is (66974-1282*10=) 54154, which is between the first heat threshold 60000 and the second heat threshold 20000, the start prohibition flag remains 1, the ECU identifies that the start prohibition flag is 1, uses the drive motor to start, and starts for 1s, and the engine starts successfully, at which time the heat integration value is (54154-1282*1=) 52872.

[0193] The vehicle runs for 25s, the driver stops and turns off the engine, at this time the heat integral value is (52872-1282*25=) 20822, the start prohibition flag remains 1. The driver reacts for 1s, and starts the engine again, the heat integral value before the engine starts is (20822-1282*1=) 19540, which is less than the second heat threshold 20000, the start prohibition flag jumps from 1 to 0, the ECU recognizes that the start prohibition flag is 0, and uses the starter to start, after dragging for 6s, the engine starts successfully, at this time the heat integral value is (19540+1923*6=) 31078.

[0194] In the embodiment, by monitoring the heat integral value of the starter, a heat protection mechanism for the starter is established, the start prohibition flag of the starter can be dynamically adjusted according to the change of the heat integral value, and the engine starting mode is selected according to the start prohibition flag, which can meet the starting demand of the engine while effectively ensuring the safety of the starter, and greatly reduces the risk of ablation caused by long-time operation or frequent power-on of the starter.

[0195] In a second aspect, based on the same inventive concept, referring to FIG. 5, an embodiment of the present application provides a vehicle starter control device 200, which comprises:

[0196] A heat increasing module 201 is configured to increase the heat integral value when the starter meets a heat increasing condition; the heat integral value represents the heat of the starter;

[0197] A heat decreasing module 202 is configured to decrease the heat integral value when the starter meets a heat decay condition.

[0198] A first setting module 203 is configured to set the start prohibition flag of the starter to a first flag when the heat integral value is greater than or equal to a first heat threshold; the first flag is used to indicate that the starter is prohibited to be started;

[0199] A second setting module 204 is configured to set the start prohibition flag to a second flag when the heat integral value is less than or equal to a second heat threshold; the second flag is used to indicate that the starter is allowed to be started.

[0200] In an embodiment of the present application, the vehicle starter control device 200 further comprises:

[0201] A first condition determining module is configured to determine that the starter meets the heat increasing condition when the starter is in a running state.

[0202] In an embodiment of the present application, the vehicle starter control device 200 is further configured to:

[0203] When the current ambient temperature of the starter is greater than the first temperature threshold, it is determined that the starter satisfies the heat increase condition.

[0204] In an embodiment of the present application, the heat increase module 201 comprises:

[0205] a growth rate determination sub-module configured to determine a heat growth rate of the starter;

[0206] a heat increase sub-module configured to increase the heat integral value based on the heat growth rate and a running duration of the starter.

[0207] In an embodiment of the present application, the growth rate determination sub-module comprises:

[0208] a first acquisition unit configured to acquire a current running current and a current ambient temperature of the starter;

[0209] a growth rate determination unit configured to determine the heat growth rate based on the current running current and the current ambient temperature.

[0210] In an embodiment of the present application, the heat increase sub-module is configured to:

[0211] acquire a starting heat integral value before the starter is running;

[0212] multiply the running duration of the starter by the heat growth rate, and add the product to the starting heat integral value to obtain the increased heat integral value.

[0213] In an embodiment of the present application, the vehicle starter control device 200 further comprises:

[0214] a second condition determination module configured to determine that the starter satisfies the heat decay condition when the engine of the vehicle is in a motor starting state, or the engine is in a running state, or the engine is in a shutdown state.

[0215] In an embodiment of the present application, the vehicle starter control device 200 is further configured to:

[0216] determine that the starter satisfies the heat decay condition when the engine is in the running state and the ambient temperature of the starter is less than a second temperature threshold, wherein the second temperature threshold is less than or equal to the first temperature threshold.

[0217] In an embodiment of the present application, the heat decrease module 202 comprises:

[0218] a decay rate determination sub-module configured to determine a heat decay rate of the starter;

[0219] a first heat reduction submodule, configured to, in a case that the engine is in the motor starting state, reduce the heat integral value based on a heat decay rate and a starting duration of the engine;

[0220] a second heat reduction submodule, configured to, in a case that the engine is in the running state, reduce the heat integral value based on the heat decay rate and a running duration of the engine;

[0221] a third heat reduction submodule, configured to, in a case that the engine is in the shutdown state, reduce the heat integral value based on the heat decay rate and a shutdown duration of the engine.

[0222] In an embodiment of the present application, the first heat reduction submodule is configured to:

[0223] obtain a starting heat integral value before the engine is in the motor starting state, multiply the starting duration of the engine by the heat decay rate, and add the product to the starting heat integral value to obtain the reduced heat integral value;

[0224] In an embodiment of the present application, the second heat reduction submodule is configured to:

[0225] obtain a starting heat integral value before the engine is in the running state, multiply the running duration of the engine by the heat decay rate, and add the product to the starting heat integral value to obtain the reduced heat integral value;

[0226] In an embodiment of the present application, the third heat reduction submodule is configured to:

[0227] obtain a starting heat integral value before the engine is in the shutdown state, multiply the running duration of the engine by the heat decay rate, and add the product to the starting heat integral value to obtain the reduced heat integral value.

[0228] In an embodiment of the present application, the decay rate determination submodule comprises:

[0229] a second obtaining unit, configured to obtain a current ambient temperature of the starter;

[0230] a decay rate determination unit, configured to determine the heat decay rate based on the current ambient temperature.

[0231] In an embodiment of the present application, the decay rate determination unit is configured to:

[0232] determine an initial heat decay rate corresponding to the current ambient temperature according to a heat decay rate reference table;

[0233] determine a target correction factor according to a current state of the engine;

[0234] The initial heat attenuation rate is corrected according to the target correction factor to obtain the heat attenuation rate of the starter.

[0235] In an embodiment of the present application, the attenuation rate determination unit is configured to:

[0236] When the current state of the engine is the stop state, the target correction factor is determined as a first correction factor;

[0237] When the current state of the engine is the motor starting state, the target correction factor is determined as a second correction factor;

[0238] When the current state of the engine is the running state, the target correction factor is determined as a third correction factor;

[0239] The third correction factor is smaller than the second correction factor, and the second correction factor is smaller than the first correction factor.

[0240] In an embodiment of the present application, the vehicle starter control device 200 further comprises:

[0241] The flag acquisition module is configured to acquire a prohibition starting flag in response to a starting request for the engine;

[0242] The first starting module is configured to control the driving motor to start the engine when the prohibition starting flag is set as a first flag.

[0243] The second starting module is configured to control the starter to start the engine when the prohibition starting flag is set as a second flag.

[0244] It should be noted that the specific implementation of the vehicle starter control device 200 of the embodiment of the present application refers to the specific implementation of the vehicle starter control method proposed in the first aspect of the embodiment of the present application, which will not be repeated here.

[0245] In a third aspect, based on the same inventive concept, the embodiment of the present application provides a computer readable storage medium having an executable program stored thereon, and the executable program is executed by a processor to implement the vehicle starter control method proposed in the first aspect of the present application.

[0246] It should be noted that the specific implementation of the computer readable storage medium of the embodiment of the present application refers to the specific implementation of the vehicle starter control method proposed in the first aspect of the embodiment of the present application, which will not be repeated here.

[0247] In a fourth aspect, referring to FIG. 6, based on the same inventive concept, the embodiment of the present application provides a vehicle 300, comprising:

[0248] The memory 301 is configured to store an executable program.

[0249] the processor 302;

[0250] When the executable program is executed by the processor 302, the vehicle starter control method according to the first aspect of the present application is implemented.

[0251] It should be noted that the specific implementation of the vehicle 300 according to the embodiments of the present application is described with reference to the specific implementation of the vehicle starter control method according to the first aspect of the present application described above, and will not be described here.

[0252] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, an apparatus, or a computer program product. Therefore, the embodiments of the present application can be in the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the embodiments of the present application can be in the form of a computer program product implemented on one or more computer usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer usable program code.

[0253] The embodiments of the present application are described with reference to flowcharts and / or block diagrams according to the method, terminal device (system), and computer program product of the embodiments of the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of flows and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device produce a device for implementing the functions specified in one or more flows in the flowcharts and / or one or more blocks in the block diagrams.

[0254] These computer program instructions can also be stored in a computer readable storage medium that can guide the computer or other programmable data processing terminal device to work in a specific way, so that the instructions stored in the computer readable storage medium produce a product including instruction devices, which implement the functions specified in one or more flows in the flowcharts and / or one or more blocks in the block diagrams.

[0255] These computer program instructions can also be loaded into a computer or other programmable data processing terminal device, so that a series of operation steps are performed on the computer or other programmable terminal device to produce a computer implemented process, so that the instructions executed on the computer or other programmable terminal device provide steps for implementing the functions specified in one or more flows in the flowcharts and / or one or more blocks in the block diagrams.

[0256] While the preferred embodiments of the application have been described above, it should be understood that many modifications and adaptations to those embodiments will be possible on the basis of the foregoing description and appended claims. Accordingly, the appended claims are intended to cover all adaptations and modifications as would be expected by those in the art upon a reading of this disclosure. The preferred embodiments of the application have been described herein with reference to the accompanying drawings, wherein:

[0257] Finally, it should be noted that the terms "first", "second", and the like herein do not denote any order, quantity, combination or important / primary / secondary / tertiary status, but rather are used to nomenclature various elements and areas of the application, and do not imply any actual relationship or order between such elements or areas. Moreover, the term "comprises", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the presence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0258] The above describes the vehicle starter control method and vehicle provided by the present application in detail. The principles and implementation manners of the present application are described by using specific examples. The above description of the embodiments is only used to help understand the method of the present application and its core idea. For those skilled in the art, the specific implementation manners and application scope of the present application can be changed according to the idea of the present application. In summary, the content of the specification should not be understood as a limitation of the present application.

Claims

1. A vehicle starter control method characterized by comprising: The method comprises: increasing a heat integral value in a case where the starter satisfies a heat increase condition; the heat integral value representing a heat size of the starter; decreasing the heat integral value in a case where the starter satisfies a heat decay condition; setting a start prohibition flag of the starter to a first flag bit in a case where the heat integral value is greater than or equal to a first heat threshold value; the first flag bit being used to indicate that the starter is prohibited to be started; setting the start prohibition flag to a second flag bit in a case where the heat integral value is less than or equal to a second heat threshold value; the second flag bit being used to indicate that the starter is allowed to be started.

2. The vehicle starter control method according to claim 1, characterized by The method further comprises: determining that the starter satisfies the heat increase condition in a case where the starter is in a running state.

3. The vehicle starter control method according to claim 1, characterized by The method further comprises: determining that the starter satisfies the heat increase condition in a case where a current ambient temperature of the starter is greater than a first temperature threshold value.

4. The vehicle starter control method according to claim 2, characterized by The step of increasing the heat integral value comprises: determining a heat growth rate of the starter; increasing the heat integral value based on the heat growth rate and a running duration of the starter.

5. The vehicle starter control method according to claim 4, characterized by The step of determining the heat growth rate of the starter comprises: obtaining a current running current and a current ambient temperature of the starter; determining the heat growth rate based on the current running current and the current ambient temperature.

6. The vehicle starter control method according to claim 4, characterized by The step of increasing the heat integral value based on the heat growth rate and the running duration of the starter comprises: obtaining a starting heat integral value before the starter is running; multiplying the running duration of the starter by the heat growth rate, and adding a product value obtained by the multiplication to the starting heat integral value to obtain the increased heat integral value.

7. The vehicle starter control method according to claim 3, characterized by The method further comprises: determining that the starter satisfies the heat decay condition in a case where an engine of the vehicle is in a motor starting state, or, the engine is in a running state, or, the engine is in a shutdown state.

8. The vehicle starter control method according to claim 7, characterized by The engine is in the running state, and the step of determining that the starter satisfies the heat decay condition comprises: determining that the starter satisfies the heat decay condition in a case where the engine is in the running state and an ambient temperature of the starter is less than a second temperature threshold value, wherein the second temperature threshold value is less than or equal to the first temperature threshold value.

9. The vehicle starter control method according to claim 7, characterized by The step of decreasing the heat integral value comprises: determining a heat decay rate of the starter; decreasing the heat integral value based on the heat decay rate and a starting duration of the engine in a case where the engine is in the motor starting state; decreasing the heat integral value based on the heat decay rate and a running duration of the engine in a case where the engine is in the running state; decreasing the heat integral value based on the heat decay rate and a shutdown duration of the engine in a case where the engine is in the shutdown state.

10. The vehicle starter control method according to claim 9, characterized by The step of decreasing the heat integral value based on the heat decay rate and the starting duration of the engine comprises: acquire a starting heat integral value before the engine is in the motor starting state, multiply the starting duration of the engine by the heat decay rate, add the product to the starting heat integral value to obtain a reduced heat integral value; reducing the heat integral value based on the heat decay rate and the running duration of the engine, comprising: acquire a starting heat integral value before the engine is in the running state, multiply the running duration of the engine by the heat decay rate, add the product to the starting heat integral value to obtain a reduced heat integral value; reducing the heat integral value based on the heat decay rate and the shutdown duration of the engine, comprising: acquire a starting heat integral value before the engine is in the shutdown state, multiply the running duration of the engine by the heat decay rate, add the product to the starting heat integral value to obtain a reduced heat integral value.

11. The vehicle starter control method according to claim 9, characterized by The step of determining the heat decay rate of the starter, comprising: acquiring a current ambient temperature of the starter; determining the heat decay rate based on the current ambient temperature.

12. The vehicle starter control method according to claim 11, characterized by Determining the heat decay rate based on the current ambient temperature, comprising: determining an initial heat decay rate corresponding to the current ambient temperature according to a heat decay rate reference table; determining a target correction factor according to the current state of the engine; correcting the initial heat decay rate according to the target correction factor to obtain the heat decay rate of the starter.

13. The vehicle starter control method according to claim 12, characterized by Determining a target correction factor according to the current state of the engine, comprising: when the current state of the engine is the shutdown state, determining the target correction factor as a first correction factor; when the current state of the engine is the motor starting state, determining the target correction factor as a second correction factor; when the current state of the engine is the running state, determining the target correction factor as a third correction factor; wherein the third correction factor is less than the second correction factor, and the second correction factor is less than the first correction factor.

14. The vehicle starter control method according to claim 1, characterized by The method further comprises: in response to a starting request for the engine, acquiring the prohibition starting flag bit; when the prohibition starting flag bit is set as the first flag bit, controlling the drive motor to start the engine; when the prohibition starting flag bit is set as the second flag bit, controlling the starter to start the engine.

15. A vehicle characterized by comprising: comprising: a memory for storing an executable program; a processor; when the executable program is executed by the processor, the vehicle starter control method according to any one of claims 1-14 is implemented.

Images