CN111946474B - Starting control method for direct injection gasoline engine - Google Patents
Starting control method for direct injection gasoline engine Download PDFInfo
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- CN111946474B CN111946474B CN202010761719.2A CN202010761719A CN111946474B CN 111946474 B CN111946474 B CN 111946474B CN 202010761719 A CN202010761719 A CN 202010761719A CN 111946474 B CN111946474 B CN 111946474B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1506—Digital data processing using one central computing unit with particular means during starting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- General Engineering & Computer Science (AREA)
- Theoretical Computer Science (AREA)
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- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention discloses a starting control method of a direct injection gasoline engine, which determines the minimum ignition rotating speed according to the performance parameters of a low-voltage storage battery and the running parameters of the engine; after the minimum ignition rotating speed is reached, determining a first oil injection cylinder according to the stroke of each cylinder; correcting the initial air-fuel ratio according to the engine operation parameters to obtain an air-fuel ratio; sequentially determining an intake stroke oil injection parameter and a compression stroke oil injection parameter according to the single-cylinder total oil injection quantity and the real-time rotating speed of the engine, executing oil injection, calibrating according to the real-time rotating speed of the engine and the water temperature of the engine to obtain an ignition advance angle, and executing ignition; and controlling the fuel injection and ignition of the next cylinder in a circulating manner until the real-time rotating speed of the engine reaches the starting rotating speed of the engine. The invention can shorten the ignition time of the engine by controlling the lowest ignition rotating speed and further shorten the starting time of the engine by controlling oil injection and ignition on the premise of meeting the NVH performance of the whole vehicle, thereby improving the starting performance of the engine.
Description
Technical Field
The invention relates to the technical field of engine control, in particular to a starting control method of a direct injection gasoline engine.
Background
The starting process of the direct injection gasoline engine is that firstly the engine is driven by the starter to rotate, oil injection and ignition are carried out after the rotating speed of the engine reaches a certain rotating speed, the rotating speed of the engine is continuously increased, then the starter is separated from the engine, and when the rotating speed of the engine is increased to a target rotating speed, the engine is started.
The indexes for measuring the starting performance of the direct injection gasoline engine are various, such as emission, fuel economy, starting time, starting speed evaluation indexes, NVH (noise vibration harshness), and the like. There are various ways and ways how to improve the starting performance of an engine.
Chinese patent CN108757196A discloses a start control system and method for vehicle engine, which proposes that the engine starts to identify the cylinder injecting oil for the first time after reaching a certain set rotation speed, and controls the ignition angle of the cylinder, so as to avoid the large jitter of the engine, thereby improving the NVH performance during the start process. However, the method does not mention how the set rotational speed is determined and how the start time is reduced.
The lower the lowest ignition rotating speed when the engine is firstly ignited and injected with oil is, the longer the ignition time of the engine is, and the longer the starting time is; in addition, the start time of the engine can also be affected by the fuel injection ignition process after the engine is ignited.
Therefore, on the premise of meeting the NVH performance requirement during starting, how to determine the minimum ignition speed and how to control the injection ignition process of the engine after ignition to shorten the ignition time and the starting time of the engine as much as possible becomes a problem to be solved urgently for improving the starting performance of the engine.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a starting control method of a direct injection gasoline engine, which can realize quick starting by shortening the ignition time of the engine and controlling the oil injection and ignition processes on the premise of meeting the NVH performance requirement during starting and improve the starting performance of the engine.
In order to achieve the above object, the present invention provides a starting control method of an engine of a direct injection gasoline engine, which determines a minimum ignition rotation speed according to a performance parameter of a low-voltage battery and an operation parameter of the engine; after the minimum ignition rotating speed is reached, determining a first oil injection cylinder according to the stroke of each cylinder; correcting the initial air-fuel ratio according to the engine operation parameters to obtain an air-fuel ratio; sequentially determining an intake stroke oil injection parameter and a compression stroke oil injection parameter according to the single-cylinder total oil injection quantity and the real-time rotating speed of the engine, executing oil injection, calibrating according to the real-time rotating speed of the engine and the water temperature of the engine to obtain an ignition advance angle, and executing ignition; and controlling the fuel injection and ignition of the next cylinder in a circulating manner until the real-time rotating speed of the engine reaches the starting rotating speed of the engine.
The method for determining the minimum ignition rotating speed comprises the steps of determining a first minimum ignition rotating speed according to performance parameters of a low-voltage storage battery, determining a second minimum ignition rotating speed according to the maximum rotating speed of a starter, determining a third minimum ignition rotating speed according to NVH performance requirements, taking the minimum value of the three minimum ignition rotating speeds as a minimum ignition rotating speed initial value, obtaining the real-time rotating speed of an engine, carrying out filtering processing on the real-time rotating speed of the engine to obtain a real-time rotating speed filter value, and when the absolute value of the difference between the real-time rotating speed of the engine and the real-time rotating speed filter value is greater than or equal to a set rotating speed difference, taking the minimum ignition rotating speed as the real-time rotating speed filter value; and when the absolute value of the difference between the real-time rotating speed of the engine and the real-time rotating speed filter value is smaller than the set rotating speed difference, the lowest ignition rotating speed is the initial value of the lowest ignition rotating speed.
Further, the first minimum ignition rotation speed is obtained through the voltage and SOC calibration of the low-voltage storage battery.
Further, the second minimum ignition rotating speed is obtained by multiplying the maximum rotating speed of the starter by a rotating speed coefficient, and the value range of the rotating speed coefficient is (0, 1).
Further, the value range of the rotation speed coefficient is (0.2, 0.8).
Further, the third minimum ignition rotation speed determination method comprises the steps of respectively determining a fourth minimum ignition rotation speed, a fifth minimum ignition rotation speed and a sixth minimum ignition rotation speed according to the operation parameters of the engine, and then taking the maximum value to obtain the maximum value.
Further, the fourth lowest ignition speed is obtained by intake air pressure difference and engine oil temperature calibration.
Further, the fifth lowest ignition rotational speed is obtained by calibrating atmospheric pressure and engine starting water temperature.
Further, the sixth minimum ignition speed is obtained by calibrating the engine stop time and the engine starting water temperature.
Further, the method for determining the first oil injection cylinder comprises the step of identifying the stroke of each cylinder after the real-time rotating speed of the engine reaches the minimum ignition rotating speed, wherein the first half of the first entering air inlet stroke is the first oil injection cylinder.
Further, the air-fuel ratio is obtained by multiplying the initial air-fuel ratio by an air-fuel ratio correction coefficient.
Further, the air-fuel ratio correction coefficient is a product of a first air-fuel ratio correction coefficient, a second air-fuel ratio correction coefficient, and a third air-fuel ratio correction coefficient.
Further, the first air-fuel ratio correction coefficient is obtained by calibrating the engine starting water temperature and the number of engine working cycles, and the value range of the first air-fuel ratio correction coefficient is (1, 1.35).
Further, the second air-fuel ratio correction coefficient is obtained by calibrating the atmospheric pressure and the number of working cycles of the engine.
Further, the third air-fuel ratio correction coefficient is obtained by calibrating the engine stop time and the engine starting water temperature.
Further, the intake stroke oil injection parameters comprise an intake stroke oil injection coefficient, an intake stroke oil injection quantity, an intake stroke oil injection starting angle and an intake stroke oil injection ending angle.
Furthermore, the intake stroke oil injection coefficient and the intake stroke oil injection initial angle are obtained by calibrating the single-cylinder total oil injection quantity and the real-time engine rotating speed, and the intake stroke oil injection quantity is the product of the single-cylinder total oil injection quantity and the intake stroke oil injection coefficient.
Further, the intake stroke oil injection ending angle is obtained through an intake stroke oil injection quantity and an intake stroke oil injection starting angle.
Further, the compression stroke oil injection parameters comprise compression stroke oil injection quantity, a compression stroke oil injection starting angle and a compression stroke oil injection ending angle.
Further, the compression stroke oil injection ending angle is obtained through single-cylinder total oil injection quantity and engine real-time rotating speed calibration.
Further, the compression stroke injection start angle is obtained by a compression stroke injection amount and a compression stroke injection end angle.
The invention has the beneficial effects that: the third lowest ignition rotating speed is obtained through calibration of the running parameters of the engine, the lowest ignition rotating speed can avoid poor fuel combustion and engine shake, and the NVH performance of the whole vehicle is improved; meanwhile, the lowest ignition rotating speed is limited by setting a first lowest ignition rotating speed and a second lowest ignition rotating speed, and filtering processing is carried out when the real-time rotating speed has large fluctuation, so that the ignition time of the engine is shortened; after the lowest ignition speed is reached, the starting time is further shortened by controlling the oil injection and ignition processes, and the starting performance of the whole vehicle is improved.
Drawings
FIG. 1 is a flow chart of an engine start control method of a direct injection gasoline engine according to the present invention.
Detailed Description
The following detailed description is provided to further explain the claimed embodiments of the present invention in order to make it clear for those skilled in the art to understand the claims. The scope of the invention is not limited to the following specific examples. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
As shown in FIG. 1, in a starting control method of an engine of a direct injection gasoline engine, the lowest ignition rotation speed of the engine is firstly determined, and the lowest ignition rotation speed refers to the rotation speed of the engine when the engine firstly performs fuel injection and ignition in the process of starting the engine driven by a starter. The operating parameters of the engine and the performance parameters of the low-voltage battery can be obtained by sensors.
And acquiring the voltage and the SOC value of the low-voltage storage battery, and obtaining the first lowest ignition rotating speed through the table 1. Because the starter is powered by the storage battery, if the voltage or SOC of the storage battery is lower, the starter continuously drives the engine to start, and the electric quantity of the storage battery can be quickly consumed, so that the engine is flamed out. Therefore, the first minimum ignition speed can be set to limit the minimum ignition speed, and the engine can be started quickly through the ignition combustion of the engine as soon as possible.
TABLE 1 correspondence of first lowest rotational speed to battery voltage, SOC
In addition, since the maximum rotation speed of the starter is fixed, if the engine does not perform ignition combustion after the rotation speed of the engine reaches the maximum rotation speed of the starter, the starting time is too long, and the starting performance of the engine is reduced. Therefore, when the second minimum ignition rotation speed is determined based on the maximum rotation speed of the starter, it is necessary to set the second minimum ignition rotation speed to the product of the maximum rotation speed of the starter and the rotation speed coefficient.
In the embodiment, the maximum rotating speed of the starter is 500rpm, and the value range of the rotating speed coefficient is (0.2, 0.8); as a more preferred embodiment, the speed coefficient may be 0.5, i.e. the second lowest firing speed is 250 rpm. Therefore, the engine can not shake violently due to the fact that the minimum ignition rotating speed is too small, and the engine starting time is not too long.
In the starting process of the engine, a plurality of operating parameters of the engine all affect the NVH performance, so that on the premise of meeting the NVH performance requirement, the third lowest ignition rotating speed is determined according to a plurality of operating parameter calibration. Operating parameters that affect NVH performance are many and include engine intake air pressure differential, oil temperature, barometric pressure, engine water temperature on start, engine down time. These parameters each affect NVH performance in different ways.
In this embodiment, the fourth minimum ignition speed is calibrated by intake air pressure differential and engine oil temperature, as detailed in table 2. When the air inlet pressure difference is certain, and the engine oil temperature is lower than a certain temperature, the engine lubrication effect is poor, and at the moment, the fourth lowest ignition rotating speed needs to be increased to improve the combustion performance of the engine and avoid the poor NVH performance. Meanwhile, the smaller the air inlet pressure difference of the engine is, the smaller the pumping capacity of the engine during ignition and combustion is, the larger the engine jitter is, the worse the NVH performance is, and the engine needs to be ignited as soon as possible.
TABLE 2 corresponding relationship between the fourth lowest ignition rotation speed, the intake pressure difference and the engine oil temperature
In this embodiment, the fifth lowest ignition speed is obtained by atmospheric pressure and engine starting water temperature calibration, which is detailed in table 3. The smaller the atmospheric pressure is, the leaner the air is, the poor ignition combustion effect is caused, the engine shake is large, and the requirement of the fifth lowest ignition rotating speed is higher; the lower the temperature of the starting water of the engine is, the poor atomization effect of the fuel oil mixture of the engine is, the large engine shake is caused, and the requirement on the fifth lowest ignition rotating speed is higher.
TABLE 3 corresponding relationship between the fifth lowest ignition rotation speed, the atmospheric pressure and the engine starting water temperature
In this embodiment, the sixth minimum ignition speed is calibrated by engine off time and engine starting water temperature, as detailed in table 4. The longer the engine stop time, the lower the temperature of the starting water, which results in poor combustion emission performance at the time of starting and large engine judder.
TABLE 4 correspondence of sixth lowest ignition rotation speed to engine stop time and engine starting water temperature
And taking the maximum value of the fourth lowest ignition rotation speed, the fifth lowest ignition rotation speed and the sixth lowest ignition rotation speed as the third lowest ignition rotation speed. Therefore, the third lowest ignition rotating speed can meet the NVH performance of the whole vehicle.
And then taking the minimum value of the first minimum ignition rotating speed, the second minimum ignition rotating speed and the third minimum ignition rotating speed as the initial value of the minimum ignition rotating speed. Thus, the engine start time can be shortened.
And in the process that the starter drives the engine to rotate until the engine reaches the lowest ignition rotating speed, acquiring the real-time rotating speed of the engine, and filtering the real-time rotating speed of the engine to obtain a real-time rotating speed filtering value. When the absolute value of the difference between the real-time rotating speed of the engine and the real-time rotating speed filter value is larger than or equal to 15rpm, the lowest ignition rotating speed is the real-time rotating speed filter value, so that the NVH performance of the engine is prevented from being deteriorated when the rotating speed of the engine does not reach the initial value of the lowest ignition rotating speed, the NVH performance of the engine is prevented from being continuously deteriorated, oil injection and ignition are required to be immediately carried out on the engine at the moment, and the engine is prevented from stalling or shaking violently. And when the absolute value of the difference between the real-time rotating speed of the engine and the real-time rotating speed filter value is less than 15rpm, the lowest ignition rotating speed is the initial value of the lowest ignition rotating speed.
After the minimum ignition speed is reached, fuel injection and ignition control of the engine are started. Firstly, determining a cylinder for injecting oil for the first time, identifying the stroke of each cylinder after the real-time rotating speed of the engine reaches the minimum ignition rotating speed, if a certain cylinder is in the first half section of an intake stroke, namely the stroke of the cylinder leaves the top dead center but does not exceed the angle of a crankshaft by 90 degrees, the cylinder is the cylinder for injecting oil for the first time, and the cylinder starts injecting oil but does not ignite when entering the second half section of the intake stroke, so that the aim of injecting oil in advance is to improve the gas mixing condition; after the cylinder enters a compression stroke, oil is sprayed for the first time, and in the compression stroke, the oil-sprayed cylinder for the first time is ignited according to the ignition advance angle control; at the moment, the next cylinder entering the second half of the intake stroke starts pre-injection but does not ignite, and the injection and ignition process of the engine are controlled in the cycle.
In the injection process of the direct injection gasoline engine, fuel is directly injected into a combustion chamber to be mixed with in-cylinder air, so that the air-fuel ratio needs to be determined before the injection.
In this embodiment, the first air-fuel ratio correction coefficient is obtained by calibrating the engine starting water temperature and the number of engine operating cycles, which is detailed in table 5. When the engine starts to ignite, the temperature in the cylinder is low, the combustion effect is poor, the air-fuel ratio needs to be increased, the first air-fuel ratio correction coefficient takes the maximum value at the moment, after the engine starts to ignite, the temperature in the cylinder gradually rises, the combustion effect is better and better, the air-fuel ratio does not need to be increased, and finally, after the temperature in the cylinder reaches the set temperature, the first air-fuel ratio correction coefficient takes the minimum value of 1.
TABLE 5 correlation of first air-fuel ratio correction factor with engine starting water temperature and number of engine operating cycles
In this embodiment, the second air-fuel ratio correction factor is obtained by calibrating the atmospheric pressure and the number of engine operating cycles, which are detailed in table 6. Under the plateau test condition, the leaner the air is, the lower the oxygen content in the air is, and the smaller the required fuel amount is, the smaller the air-fuel ratio is, and therefore the larger the second air-fuel ratio correction coefficient is, so that the combustion performance at the time of engine start can be improved.
TABLE 6 corresponding relationship between the second air-fuel ratio correction coefficient, the atmospheric pressure, and the number of engine operating cycles
In this embodiment, the third air-fuel ratio correction factor is obtained by calibrating the engine stop time and the engine starting water temperature, which are detailed in table 7.
TABLE 7 correlation of the third air-fuel ratio correction factor with engine stop time and engine starting water temperature
After the first injection cylinder and the air-fuel ratio are determined, it is necessary to determine the injection parameters for the intake stroke and the injection parameters for the compression stroke. In this embodiment, the intake stroke fuel injection coefficient and the intake stroke fuel injection start angle are obtained by calibrating the total fuel injection amount of the single cylinder and the real-time rotation speed of the engine, and are shown in tables 8 and 9. The total fuel injection quantity of the single cylinder is determined according to the quantity PN and COV of particles after combustion, the fuel injection quantity of the intake stroke is the product of the total fuel injection quantity of the single cylinder and the fuel injection coefficient of the intake stroke, and the fuel injection ending angle of the intake stroke is obtained through the fuel injection quantity of the intake stroke and the fuel injection starting angle of the intake stroke.
TABLE 8 corresponding relationship between the injection coefficient of intake stroke and total injection quantity of single cylinder and real-time rotation speed of engine
TABLE 9 corresponding relationship between the initial angle of the intake stroke fuel injection and the total fuel injection amount of the single cylinder and the real-time rotation speed of the engine
In this embodiment, the compression stroke fuel injection end angle is obtained by calibrating the total fuel injection amount of the single cylinder and the real-time rotation speed of the engine, and is detailed in table 10. The compression stroke oil injection quantity is the difference value of the single-cylinder total oil injection quantity and the air inlet stroke oil injection quantity, and the compression stroke oil injection starting angle is obtained through the compression stroke oil injection quantity and the compression stroke oil injection ending angle.
TABLE 10 correlation between the compression stroke fuel injection end angle, the total fuel injection amount of single cylinder and the real-time engine rotation speed
After the intake stroke oil injection parameter and the compression stroke oil injection parameter are determined, the engine performs two oil injection actions in sequence to mix fuel oil and air, then the engine performs ignition, and the ignition advance angle of the compression stroke is obtained according to the engine speed change rate and the engine starting water temperature calibration, which is detailed in table 11. The ignition advance angle of the compression stroke is a crankshaft angle advanced with respect to the compression top dead center. When the temperature of the starting water of the engine is fixed and the change rate of the rotating speed of the engine is lower than a certain change rate of the rotating speed, the ignition advance angle is increased to improve the change rate of the rotating speed of the engine during starting; when the engine speed change rate is constant, the lower the starting water temperature is, the larger the ignition advance angle is.
TABLE 11 correlation between ignition advance angle, engine speed change rate, and engine starting water temperature
After the first oil injection cylinder is ignited and combusted, the next cylinder entering the second half of the intake stroke starts to pre-inject oil but not ignite, and the oil injection and ignition processes of the engine are controlled in a circulating mode. When the engine reaches the lowest ignition speed, the change rate of the engine speed can be adjusted by controlling the intake stroke oil injection parameter, the compression stroke oil injection parameter and the ignition advance angle, so that the starting time of the engine is further shortened, and when the engine speed reaches the starting speed of 750rpm, the engine is started.
Claims (20)
1. A starting control method of a direct injection gasoline engine is characterized in that: determining the minimum ignition rotating speed according to the performance parameters of the low-voltage storage battery and the operation parameters of the engine; after the minimum ignition rotating speed is reached, determining a first oil injection cylinder according to the stroke of each cylinder; correcting the initial air-fuel ratio according to the engine operation parameters to obtain an air-fuel ratio; sequentially determining an intake stroke oil injection parameter and a compression stroke oil injection parameter according to the single-cylinder total oil injection quantity and the real-time rotating speed of the engine, executing oil injection, calibrating according to the real-time rotating speed of the engine and the water temperature of the engine to obtain an ignition advance angle, and executing ignition; controlling the oil injection and ignition of the next cylinder in a circulating manner until the real-time rotating speed of the engine reaches the starting rotating speed of the engine;
the method for determining the minimum ignition rotating speed comprises the steps of determining a first minimum ignition rotating speed according to performance parameters of a low-voltage storage battery, determining a second minimum ignition rotating speed according to the maximum rotating speed of a starter, determining a third minimum ignition rotating speed according to NVH performance requirements, taking the minimum value of the three minimum ignition rotating speeds as a minimum ignition rotating speed initial value, obtaining the real-time rotating speed of an engine, carrying out filtering processing on the real-time rotating speed of the engine to obtain a real-time rotating speed filter value, and when the absolute value of the difference between the real-time rotating speed of the engine and the real-time rotating speed filter value is greater than or equal to a set rotating speed difference, taking the minimum ignition rotating speed as the real-time rotating speed filter value; and when the absolute value of the difference between the real-time rotating speed of the engine and the real-time rotating speed filter value is smaller than the set rotating speed difference, the lowest ignition rotating speed is the initial value of the lowest ignition rotating speed.
2. The engine start control method of a direct injection gasoline engine according to claim 1, characterized in that: and the first lowest ignition rotating speed is obtained by calibrating the voltage and the SOC of the low-voltage storage battery.
3. The engine start control method of a direct injection gasoline engine according to claim 1, characterized in that: the second lowest ignition rotating speed is obtained by multiplying the maximum rotating speed of the starter by a rotating speed coefficient, and the value range of the rotating speed coefficient is (0, 1).
4. The engine start control method of a direct injection gasoline engine according to claim 3, characterized in that: the value range of the rotation speed coefficient is (0.2, 0.8).
5. The engine start control method of a direct injection gasoline engine according to claim 1, characterized in that: the third minimum ignition rotation speed determining method comprises the steps of respectively determining a fourth minimum ignition rotation speed, a fifth minimum ignition rotation speed and a sixth minimum ignition rotation speed according to the operation parameters of the engine, and then obtaining the maximum value.
6. The engine start control method of a direct injection gasoline engine according to claim 5, characterized in that: the fourth lowest ignition speed is obtained by intake air pressure difference and engine oil temperature calibration.
7. The engine start control method of a direct injection gasoline engine according to claim 5, characterized in that: and the fifth lowest ignition rotating speed is obtained by calibrating the atmospheric pressure and the starting water temperature of the engine.
8. The engine start control method of a direct injection gasoline engine according to claim 5, characterized in that: and the sixth lowest ignition rotating speed is obtained by calibrating the engine stop time and the engine starting water temperature.
9. The engine start control method of a direct injection gasoline engine according to claim 1, characterized in that: the method for determining the first oil injection cylinder comprises the steps of identifying the stroke of each cylinder after the real-time rotating speed of the engine reaches the minimum ignition rotating speed, and determining the first oil injection cylinder entering the first half section of the intake stroke firstly.
10. The engine start control method of a direct injection gasoline engine according to claim 1, characterized in that: the air-fuel ratio is obtained by multiplying the initial air-fuel ratio by the air-fuel ratio correction coefficient.
11. The engine start control method of a direct injection gasoline engine according to claim 10, characterized in that: the air-fuel ratio correction coefficient is a product of the first air-fuel ratio correction coefficient, the second air-fuel ratio correction coefficient and the third air-fuel ratio correction coefficient.
12. The engine start control method of a direct injection gasoline engine according to claim 11, characterized in that: the first air-fuel ratio correction coefficient is obtained by calibrating the starting water temperature of the engine and the working cycle times of the engine, and the value range of the first air-fuel ratio correction coefficient is (1, 1.35).
13. The engine start control method of a direct injection gasoline engine according to claim 11, characterized in that: and the second air-fuel ratio correction coefficient is obtained by calibrating the atmospheric pressure and the working cycle times of the engine.
14. The engine start control method of a direct injection gasoline engine according to claim 11, characterized in that: and the third air-fuel ratio correction coefficient is obtained by calibrating the engine stop time and the engine starting water temperature.
15. The engine start control method of a direct injection gasoline engine according to claim 1, characterized in that: the intake stroke oil injection parameters comprise an intake stroke oil injection coefficient, an intake stroke oil injection quantity, an intake stroke oil injection initial angle and an intake stroke oil injection ending angle.
16. The engine start control method of a direct injection gasoline engine according to claim 15, characterized in that: the air inlet stroke oil injection coefficient and the air inlet stroke oil injection initial angle are obtained through single-cylinder total oil injection quantity and engine real-time rotating speed calibration, and the air inlet stroke oil injection quantity is the product of the single-cylinder total oil injection quantity and the air inlet stroke oil injection coefficient.
17. The engine start control method of a direct injection gasoline engine according to claim 15, characterized in that: the air intake stroke oil injection ending angle is obtained through the air intake stroke oil injection quantity and the air intake stroke oil injection starting angle.
18. The engine start control method of a direct injection gasoline engine according to claim 1, characterized in that: the compression stroke oil injection parameters comprise compression stroke oil injection quantity, a compression stroke oil injection starting angle and a compression stroke oil injection ending angle.
19. The engine start control method of a direct injection gasoline engine according to claim 18, characterized in that: and the compression stroke oil injection ending angle is obtained by calibrating the total single-cylinder oil injection quantity and the real-time rotating speed of the engine.
20. The engine start control method of a direct injection gasoline engine according to claim 18, characterized in that: the compression stroke oil injection starting angle is obtained through the compression stroke oil injection quantity and the compression stroke oil injection ending angle.
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