A Fault Handling Method, Device, Vehicle and Storage Medium for an Engine

Abstract

The present application provides an engine fault handling method, device, vehicle, and storage medium, the method comprising: obtaining a first intake pressure of the engine's supercharger when the engine is in a normal starting state; when the first intake pressure is less than a preset pressure and the duration of the first intake pressure being less than the preset pressure is greater than or equal to a first preset time, controlling the engine to operate at a first target torque less than a preset torque; obtaining a second intake pressure of the supercharger when the engine is operating at the first target torque; if the second intake pressure is greater than the preset pressure and the duration of the second intake pressure being greater than the preset pressure is greater than or equal to a second preset time, controlling the engine's torque to return to the initial torque. The above method can promptly determine whether the supercharger is at risk of damage, and promptly protect the supercharger when it is determined that the supercharger is at risk of damage.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular to an engine fault handling method, device, vehicle, and storage medium. Background Art

[0002] To improve engine thermal efficiency, OEMs are currently using supercharged engines in their vehicles. Supercharged engines increase intake efficiency, reduce engine load, and thus improve engine thermal efficiency. During normal engine operation, air passes through the air filter and enters the engine's supercharger. The supercharger compresses the air, increasing its density. This allows more fresh air to enter the engine cylinders within the same working volume, thereby promoting efficient fuel combustion within the cylinders. However, if the air filter is not replaced promptly or an air filter with low intake efficiency is used, low inlet pressure may occur. Low inlet pressure causes a pressure drop within the supercharger. To maintain a constant output pressure, the supercharger automatically adjusts its speed to increase the output air pressure.

[0003] If the inlet pressure is too low, the supercharger needs to continuously increase the speed to maintain the original output pressure, which will cause the supercharger to overspeed. Supercharger overspeed will lead to increased wear of the supercharger's internal components, and may cause the supercharger intermediate shaft to overheat and cause shaft seizure or breakage. Summary of the Invention

[0004] The present application provides an engine fault handling method, device, vehicle, and storage medium. The method can promptly determine whether a supercharger is at risk of damage, and promptly protect the supercharger when it is determined that the supercharger is at risk of damage.

[0005] In a first aspect, a method for handling engine faults is provided, the method comprising: when the engine is in a normal starting state, obtaining a first intake pressure of a supercharger of the engine; when the first intake pressure is less than a preset pressure and a duration for which the first intake pressure is less than the preset pressure is greater than or equal to a first preset time length, controlling the engine to operate at a first target torque less than a preset torque; obtaining a second intake pressure of the supercharger when the engine operates at the first target torque; if the second intake pressure is greater than the preset pressure and a duration for which the second intake pressure is greater than the preset pressure is greater than or equal to a second preset time length, controlling the torque of the engine to recover to an initial torque.

[0006] The above technical solution first obtains the first intake pressure of the supercharger. When the first intake pressure of the supercharger is less than a preset pressure and the duration of the first intake pressure less than the preset pressure is greater than or equal to a first preset time, it indicates that the current supercharger's front intake pressure is too low and the supercharger speed may exceed the critical speed. If the supercharger is currently in a supercharger overspeed state, it may cause damage to the supercharger. Therefore, the engine can be controlled to operate at a first target torque less than the preset torque, which can effectively reduce the supercharger speed and thus protect the supercharger. When the supercharger is operating at the first target torque, the second intake pressure of the supercharger can be obtained. When it is determined that the second intake pressure is greater than the preset pressure and the duration of the second intake pressure greater than the preset pressure is greater than or equal to the second preset time, it can be determined that the current supercharger speed has returned to normal speed, and further, it can be determined that the supercharger is no longer at risk of damage. At this time, the engine torque can be controlled to return to the initial torque, allowing the engine to resume normal operation as soon as possible to avoid affecting the user's use of the car.

[0007] In combination with the first aspect, in certain implementations of the first aspect, controlling the engine to operate at a first target torque that is less than a preset torque includes: increasing a duty cycle of the supercharger to control the engine to operate at a first target torque that is less than the preset torque.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the method also includes: obtaining the initial torque and initial speed of the engine when it is in a normal starting state; based on the initial torque and the initial speed, querying a preset data table to obtain the preset pressure.

[0009] The above technical solution obtains the initial speed and initial torque of the engine during operation, determines the preset pressure corresponding to the initial speed and initial torque by using the correspondence between different engine speeds and engine torques and preset pressures stored in a preset data table, and then determines the relationship between the currently obtained front intake pressure of the supercharger and the preset pressure. If it is determined that the currently obtained front intake pressure of the supercharger is less than the preset pressure and the duration of this front intake pressure being less than the preset pressure exceeds a preset time, it can be determined that there is a risk of supercharger damage under the current operating condition. Determining the preset pressure under different engine operating conditions through the preset data table can more accurately determine whether there is a risk of supercharger damage. When it is determined that there is a risk of supercharger damage under the current operating condition, then torque limiting operation of the engine can more reasonably protect the supercharger.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the method further includes: obtaining a first torque and a first speed of the engine when it is operating at any time; determining the intake pressure when the engine is operating at the first torque and the first speed and the speed of the supercharger is equal to the critical speed as a first preset pressure; and determining the preset data table based on the first torque, the first speed and the first preset pressure.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the method also includes: when the first intake pressure is less than a preset pressure and the duration of the first intake pressure being less than the preset pressure is greater than or equal to a first preset time length, reminding the user to check the engine in a preset reminder manner.

[0012] The above technical solution can determine that the current supercharger is at risk of damage when it is determined that the front intake pressure of the supercharger is less than the preset pressure corresponding to the current working condition and the duration of the intake pressure being less than the preset pressure exceeds the preset time. The low front intake pressure of the supercharger is usually caused by a clogged air filter or a clogged intake pipe of the supercharger. If it is determined that there is a risk of supercharger damage due to the low front intake pressure of the supercharger, the user can be reminded in a preset manner to check the engine, such as checking the air filter or the intake pipe of the supercharger. This can promptly remind the user to pay attention to the malfunction of the vehicle engine, thereby improving driving safety.

[0013] In combination with the first aspect and the above-mentioned implementations, in certain implementations of the first aspect, the method further includes: determining the torque of the engine as the preset torque when the engine operates at the maximum speed, the speed of the supercharger is equal to the critical speed, and the intake pressure output by the supercharger meets the preset requirements.

[0014] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, the first intake pressure and the second intake pressure are obtained through pressure sensors.

[0015] In a second aspect, a fault handling device for an engine is provided, which includes: a first acquisition module for acquiring a first intake pressure of a supercharger of the engine when the engine is in a normal starting state; a first control module for controlling the engine to operate at a first target torque less than a preset torque when the first intake pressure is less than a preset pressure and the duration for which the first intake pressure is less than the preset pressure is greater than or equal to a first preset time length; a second acquisition module for acquiring a second intake pressure of the supercharger when the engine operates at the first target torque; and a second control module for controlling the torque of the engine to return to the initial torque if the second intake pressure is greater than the preset pressure and the duration for which the second intake pressure is greater than the preset pressure is greater than or equal to a second preset time length.

[0016] In combination with the second aspect, in certain implementations of the second aspect, controlling the engine to operate at a first target torque that is less than a preset torque includes: increasing a duty cycle of the supercharger to control the engine to operate at a first target torque that is less than the preset torque.

[0017] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the device is also used to: obtain the initial torque and initial speed of the engine when it is in a normal starting state; based on the initial torque and the initial speed, query the preset data table to obtain the preset pressure.

[0018] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the device is also used to: obtain a first torque and a first speed of the engine when it is operating at any time; determine the intake pressure when the engine is operating at the first torque and the first speed and the speed of the supercharger is equal to the critical speed as a first preset pressure; and determine the preset data table based on the first torque, the first speed and the first preset pressure.

[0019] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the device is also used to: when the first intake pressure is less than the preset pressure and the duration of the first intake pressure being less than the preset pressure is greater than or equal to a first preset time length, remind the user to check the engine in a preset reminder manner.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the device is further used to: determine the torque of the engine as the preset torque when the engine operates at the maximum speed, the speed of the supercharger is equal to the critical speed, and the intake pressure output by the supercharger meets the preset requirements.

[0021] In combination with the second aspect and the above implementations, in certain implementations of the second aspect, the first intake pressure and the second intake pressure are obtained through pressure sensors.

[0022] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the engine fault handling method of the first aspect and any possible implementation of the first aspect.

[0023] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the engine fault handling method in the above-mentioned first aspect and any possible implementation of the first aspect.

[0024] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the engine fault handling method in the above-mentioned first aspect and any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is a schematic diagram of an engine intake process provided by an embodiment of the present application;

[0026] Figure 2 This is a schematic flow chart of an engine fault handling method provided in an embodiment of the present application;

[0027] Figure 3 This is a schematic structural diagram of an engine fault handling device provided in an embodiment of the present application;

[0028] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0029] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0030] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0031] At present, in order to improve the thermal efficiency of the engine, various OEMs use supercharged engines on their cars. Supercharged engines can increase the intake efficiency, reduce the engine load, and thus improve the thermal efficiency of the engine. Figure 1 As shown, during normal engine operation, air passes through an air filter 10 and enters the engine's supercharger 30. Supercharger 30 compresses the air, increasing its density. The supercharged air in supercharger 30 increases its temperature. To prevent excessively high air temperatures before entering the engine, an intercooler 50 is used to cool the supercharged air before it is fed into the combustion chamber 70 of the engine 60.

[0032] like Figure 1 As shown, during normal engine operation, air can pass through air filter 10' and enter the engine's supercharger 30'. Supercharger 30' compresses the air, increasing its density. The supercharged air in supercharger 30' increases its temperature. To prevent excessively high air temperatures before entering the engine, an intercooler 50' can be used to cool the supercharged air before it is fed into the combustion chamber 70 of engine 60.

[0033] The air filter 10 and the air filter 10 ′ can filter out particles and impurities from the air entering the engine combustion chamber, thereby ensuring clean air intake of the engine.

[0034] Superchargers 30 and 30' utilize exhaust gas energy to compress intake air and deliver a high-density mixture into the engine's combustion chamber, thereby increasing engine output. Supercharger 30 may also be equipped with a pressure sensor 40, and a pressure sensor 40' may be positioned behind supercharger 30'. Pressure sensors 40 and 40' measure the pressure of the air after supercharging, i.e., the compressed intake pressure.

[0035] The intercooler 50 and the intercooler 50 ′ can reduce the intake air temperature of the engine, improve the engine power performance, reduce the engine fuel consumption, and reduce the possibility of engine detonation.

[0036] Combustion chamber 70 mixes high-pressure air compressed by the supercharger with fuel and burns it isobarically, converting the chemical energy stored in the fuel into heat energy to power the vehicle. Pressure sensors 80 and 80' can be installed on the intake line leading to combustion chamber 70. These sensors can be used to calculate the engine's intake air volume, thereby calculating the required fuel based on the intake pressure. This ensures that the air and fuel entering the engine are burned in a 14.5:1 ratio.

[0037] It should be understood that during normal operation of the engine, Figure 1 The intake process in the engine delivers air to the combustion chamber. Figure 1 The intake process shown can ensure that more fresh air enters the engine's combustion chamber under the condition of the same engine cylinder working volume, thereby promoting the effective combustion of fuel in the engine's combustion chamber and effectively improving the engine's thermal efficiency.

[0038] In one possible scenario, an experiment using a certain type of engine as an example revealed that when the air filter is operating normally and the supercharger's intake state is normal, the minimum forward intake pressure of the engine supercharger is -8kPa. However, if the air filter is clogged or the supercharger's intake state is abnormal, the air filter's intake efficiency will be reduced, causing the supercharger's forward intake pressure to be lower than the normal forward intake pressure, i.e., -8kPa. Typically, when the supercharger's intake state is abnormal, the supercharger's forward intake pressure may reach -30kPa. In the event of an abnormal supercharger intake state, the supercharger needs to continuously increase its speed to ensure that the output after-compression pressure meets the preset requirements, which may cause the supercharger to malfunction.

[0039] In view of the above experimental findings, a certain type of engine is used as an example for verification:

[0040] Through experimental verification, it was found that the overspeed of the engine supercharger of this model, that is, the critical speed of the supercharger, is 216,000 rpm. If the speed of the engine supercharger of this model exceeds the critical speed of 216,000 rpm, it means that the supercharger of the current engine is at risk of damage.

[0041] For example, when the supercharger intake is normal, the supercharger speed, the intake pressure before compression, and the intake pressure after compression when the engine is operating at different speeds and torques can be measured to obtain Table 1 as shown below:

[0042] Table 1

[0043]

[0044] It can be seen from Table 1 that when the supercharger intake state is normal, Figure 1 The rotation speeds of the supercharger 30 and the supercharger 30' do not exceed 216,000 rpm, indicating that the supercharger is not at risk of being damaged by overspeed.

[0045] For example, by blocking the air intake line of the supercharger, Figure 1 Position 101 is blocked to simulate the abnormal state of the supercharger intake. When the supercharger intake is abnormal, the speed of the supercharger, the intake pressure before compression, and the intake pressure after compression are measured when the engine is working at different speeds and torques. Table 2 is shown below:

[0046] Table 2

[0047]

[0048] As shown in Table 2, when the supercharger intake state is abnormal, when the engine speed is 3972r / min, the torque is 408.1N·m, and the front intake pressure is -30kPa, Figure 1 The speed of the supercharger 30' is 218,720 rpm, which has exceeded 216,000 rpm, indicating that the supercharger is currently at risk of damage due to overspeed.

[0049] It should be understood that if the customer fails to replace the air filter promptly or uses an air filter with low intake efficiency, the supercharger may experience low inlet pressure. Low inlet pressure causes the pressure inside the supercharger to drop. To maintain constant output pressure, the supercharger automatically adjusts its speed to increase the output air pressure. If the inlet pressure is too low, the supercharger needs to continuously increase its speed to maintain output pressure, which can cause the supercharger to overspeed. Overspeeding the supercharger can increase wear on internal components and may also cause problems such as overheating, seizure, and breakage of the intermediate shaft.

[0050] In order to solve the above technical problems, an embodiment of the present application provides an engine fault handling method, and the execution subject of the method can be a vehicle, specifically a controller in the vehicle.

[0051] Figure 2 This is a schematic flowchart of an engine fault handling method provided in an embodiment of the present application.

[0052] For example, Figure 2 As shown, the method 200 includes:

[0053] S201 : When the engine is in a normal startup state, obtain a first intake pressure of a supercharger of the engine.

[0054] It is understandable that after determining that the engine is started successfully, the vehicle controller may obtain the first intake pressure of the supercharger.

[0055] In one possible implementation, the vehicle controller can Figure 1 The pressure sensor 20 shown detects a first intake air pressure of the supercharger.

[0056] For example, the pressure sensor 20 may be provided on the intake pipe of the supercharger, specifically on the intake pipe between the air filter and the supercharger, for obtaining the intake pressure before the supercharger is compressed.

[0057] S202 , when the first intake pressure is lower than the preset pressure and the duration of the first intake pressure being lower than the preset pressure is greater than or equal to a first preset time length, controlling the engine to operate at a first target torque lower than the preset torque.

[0058] S203: Obtain a second intake pressure of the supercharger when the engine operates at the first target torque.

[0059] It is understandable that, similar to the above S201, the vehicle controller can be set on the supercharger intake pipe as follows Figure 1 The pressure sensor 20 shown acquires the second intake pressure of the supercharger after the engine torque is limited, that is, when the engine operates at the first target torque.

[0060] S204: If the second intake pressure is greater than the preset pressure and the duration for which the second intake pressure is greater than the preset pressure is greater than or equal to a second preset time length, control the torque of the engine to return to the initial torque.

[0061] An embodiment of the present application provides an engine fault handling method. When the engine is determined to be in a normal startup state, a first intake pressure of the supercharger is first obtained. If the first intake pressure of the supercharger is less than a preset pressure and the duration of the first intake pressure being less than the preset pressure is greater than or equal to a first preset time, it indicates that the current supercharger front intake pressure is too low and the supercharger speed may exceed a critical speed. If the supercharger is currently in a supercharger overspeed state, it may cause damage to the supercharger. Therefore, the engine can be controlled to operate at a first target torque less than a preset torque, which can effectively reduce the supercharger speed and thus protect the supercharger. When the supercharger is operating at the first target torque, a second intake pressure of the supercharger can be obtained. If it is determined that the second intake pressure is greater than the preset pressure and the duration of the second intake pressure being greater than the preset pressure is greater than or equal to a second preset time, it can be determined that the current supercharger speed has returned to normal speed, and further, it can be determined that the supercharger is no longer at risk of damage. At this time, the engine torque can be controlled to return to the initial torque, allowing the engine to resume normal operation as soon as possible to avoid affecting the user's use of the vehicle.

[0062] Regarding the aforementioned S202, it is understood that a preset pressure corresponding to the current engine operating condition can be determined based on a preset MAP table. After the preset pressure is determined, a determination is made as to whether the first intake pressure is less than the preset pressure. If the first intake pressure is determined to be less than the preset pressure and the duration of the first intake pressure being less than the preset pressure exceeds a first preset duration, a risk of supercharger damage is determined, and the engine torque is limited, i.e., the engine is controlled to operate at a first target torque that is less than the preset torque.

[0063] It should be understood that the above-mentioned preset MAP table may also be referred to as a preset data table, which may include a plurality of corresponding relationships between different engine speeds and torques and preset pressures.

[0064] In one possible implementation, after obtaining the first intake pressure of the supercharger of the engine, the method further includes: obtaining an initial torque and an initial speed when the engine is in a normal starting state; and based on the initial torque and the initial speed, querying a preset data table to obtain a preset pressure.

[0065] It is understood that the preset pressures corresponding to different engine speeds and engine torques can be determined by a preset data table, ie, the aforementioned preset MAP table, which can be stored in a vehicle controller.

[0066] For example, some of the contents in the above preset data table are shown in the following table:

[0067] Table 3

[0068]

[0069]

[0070] It is understood that, as shown in Table 3, when the engine operates at the same speed, the greater the engine torque, the greater the preset pressure value corresponding to the engine speed and torque. When the engine operates at the same torque, the greater the engine speed, the greater the preset pressure value corresponding to the engine speed and torque. It should be understood that Table 3 above is only a portion of the preset data table, and the preset data table provided in the embodiments of the present application may include a variety of different correspondences between engine speed, engine torque, and preset pressure.

[0071] For example, if the initial engine speed is obtained to be 3200 rpm and the initial engine torque is 300 N·m, a preset pressure of -10 kPa may be determined by querying a preset data table. After the preset pressure is determined to be -10 kPa, a determination is made as to whether the obtained first intake pressure is less than the preset pressure. If the first intake pressure is determined to be less than the preset pressure of -15 kPa by -10 kPa, and the first intake pressure remains less than the preset pressure for more than a first preset duration of 3 seconds, a risk of supercharger damage is determined, and the engine torque is limited, i.e., the engine is controlled to operate at a first target torque less than the preset torque.

[0072] The above method obtains the initial speed and initial torque of the engine during operation, determines the preset pressure corresponding to the initial speed and initial torque by using the corresponding relationship between different engine speeds and engine torques and preset pressures stored in a preset data table, and then determines the relationship between the currently obtained front intake pressure of the supercharger and the preset pressure. If it is determined that the currently obtained front intake pressure of the supercharger is less than the preset pressure and the duration of this front intake pressure being less than the preset pressure exceeds a preset time, it can be determined that there is a risk of supercharger damage under the current operating conditions. Determining the preset pressures under different engine operating conditions through the preset data table can more accurately determine whether there is a current risk of supercharger damage. When it is determined that there is a risk of supercharger damage under the current operating conditions, then performing a torque limiting operation on the engine can more reasonably protect the supercharger.

[0073] In one possible implementation, the preset data table can be obtained in the following manner: obtaining a first torque and a first speed of the engine when it is operating at any time; determining the intake pressure when the engine is operating at the first torque and the first speed and the speed of the supercharger is equal to the critical speed as the first preset pressure; and determining the preset data table based on the first torque, the first speed and the first preset pressure.

[0074] It is understandable that when the engine is operating at the first speed and the first torque at a certain moment, by blocking the air inlet of the supercharger, Figure 1 The position 101 in the figure is used to simulate the situation where the air filter is clogged, so that the front intake pressure of the supercharger is reduced, so that the measured supercharger speed is equal to the critical speed. At this time, the front intake pressure corresponding to the supercharger speed equal to the critical speed can be determined as the preset pressure under the current engine operating condition.

[0075] For example, when the engine is running at a speed of 3000 r / min and a torque of 400 N·m, the air inlet of the supercharger is blocked. Figure 1 Position 101 in the figure is used to simulate a clogged air filter, thereby reducing the intake pressure of the engine supercharger. To ensure that the output intake pressure meets the preset requirement, the supercharger continuously increases the speed. When the measured supercharger speed equals the critical speed of 216,000 rpm, the supercharger is determined to be overspeeding. At this time, the intake pressure of the supercharger measured by the pressure sensor is -10 kPa. Therefore, -10 kPa is determined as the preset pressure under the current engine operating condition, that is, -10 kPa is determined as the preset pressure corresponding to an engine speed of 3000 rpm and an engine torque of 400 N·m.

[0076] When the engine is running at 2800r / min and 400N·m torque, the air inlet of the supercharger is blocked. Figure 1 Position 101 in the figure is used to simulate a clogged air filter, thereby reducing the intake pressure of the engine supercharger. To ensure that the output intake pressure meets the preset requirement, the supercharger continuously increases the speed. When the measured supercharger speed equals the critical speed of 216,000 rpm, the supercharger is determined to be overspeeding. At this time, the intake pressure of the supercharger measured by the pressure sensor is -15 kPa. Therefore, -15 kPa is determined as the preset pressure under the current engine operating condition, that is, -15 kPa is determined as the preset pressure corresponding to an engine speed of 2800 rpm and an engine torque of 400 N·m.

[0077] When the engine is running at 3000r / min and 200N·m torque, the air inlet of the supercharger is blocked. Figure 1Position 101 in the figure is used to simulate a clogged air filter, thereby reducing the intake pressure of the engine supercharger. To ensure that the output intake pressure meets the preset requirement, the supercharger continuously increases the speed. When the measured supercharger speed equals the critical speed of 216,000 rpm, the supercharger is determined to be overspeeding. At this time, the intake pressure of the supercharger measured by the pressure sensor is -20 kPa. Therefore, -20 kPa is determined as the preset pressure under the current engine operating condition, that is, -20 kPa is determined as the preset pressure corresponding to an engine speed of 3000 rpm and an engine torque of 200 N·m.

[0078] It should be understood that the intake pressure when the engine operates at different speeds and different torques and the speed of the supercharger is equal to the critical speed is determined as the preset pressure, forming multiple sets of correspondences between different speeds and different torques and the preset pressures, and the above-mentioned preset data table is formed based on the generated multiple sets of correspondences.

[0079] It is understandable that after determining the preset pressure corresponding to the current engine operating condition through a preset data table, it is possible to determine whether the first intake pressure of the supercharger is less than the preset pressure. When it is determined that the first intake pressure of the supercharger is less than the preset pressure and the duration of this first intake pressure being less than the preset pressure is greater than or equal to the first preset duration, it indicates that the pre-compression intake pressure of the supercharger is too low. When the pre-compression intake pressure of the supercharger is too low, the supercharger will continuously increase its speed to ensure that the output intake pressure meets the preset requirements. When the supercharger speed exceeds the critical speed, it may cause damage to the supercharger. At this time, the engine can be torque-limited, that is, the engine can be controlled to operate at a first target torque that is less than the preset torque, which can quickly reduce the speed of the supercharger, thereby achieving the purpose of protecting the supercharger.

[0080] In one possible implementation, controlling the engine to operate at a first target torque that is smaller than a preset torque includes: increasing a duty cycle of the supercharger to control the engine to operate at the first target torque that is smaller than the preset torque.

[0081] It is understandable that the vehicle controller can reduce the speed of the supercharger and the intake volume of the engine by increasing the duty cycle of the supercharger and reducing the opening of the supercharger pressure relief valve, thereby controlling the engine to operate at a first target torque that is less than the preset torque.

[0082] For example, if the initial speed of the engine during normal startup is determined to be 3000 rpm and the initial torque is 400 N·m, a preset data table can be consulted to determine that the preset pressure corresponding to the engine's initial speed and initial torque at this time is -10 kPa. If the vehicle controller obtains a first intake pressure of -15 kPa under the current operating conditions, it can be determined that the first intake pressure is less than the preset pressure. If the first intake pressure remains less than the preset pressure for more than a first preset duration, such as 3 seconds, a risk of supercharger damage is determined. The engine can then be controlled to operate at a first target torque, such as 300 N·m, which is less than the preset torque, to reduce the supercharger speed below the critical speed, thereby protecting the supercharger.

[0083] In a possible implementation, the torque of the engine is determined as the preset torque when the engine operates at a maximum speed, the speed of the supercharger is equal to a critical speed, and the intake pressure output by the supercharger meets a preset requirement.

[0084] It is understandable that when the engine is working normally, by blocking the air inlet of the supercharger, Figure 1 Position 101 in the figure is used to simulate the situation where the air filter is clogged, the speed of the supercharger is controlled to be equal to the critical speed, and the torque of the engine corresponding to the speed of the supercharger being equal to the critical speed is set to the preset torque.

[0085] The experiment found that when the engine is running at 4000r / min, the supercharger's air inlet is blocked to reduce the supercharger's pre-compression intake pressure. To ensure that the output post-compression intake pressure meets the preset requirements, the supercharger will continuously increase its own speed. When the supercharger speed is measured to be equal to the critical speed of 216,000 rpm, the supercharger is determined to be overspeeding. At this time, the torque corresponding to the current engine operating condition is 400N·m. When the engine is running at 5000r / min, the supercharger's air inlet is blocked to reduce the supercharger's pre-compression intake pressure. To ensure that the output post-compression intake pressure meets the preset requirements, the supercharger will continuously increase its own speed. When the supercharger speed is measured to be equal to the critical speed of 216,000 rpm, the supercharger is determined to be overspeeding. At this time, the torque corresponding to the current engine operating condition is 350N·m.

[0086] When the engine is running at 6000 rpm, the supercharger's intake port is blocked to reduce the pre-compression pressure. To ensure that the output post-compression pressure meets the preset requirements, the supercharger continuously increases its speed. When the measured supercharger speed reaches the critical speed of 216,000 rpm, the supercharger is determined to be overspeeding. At this time, the torque corresponding to the current engine operating condition is 320 N·m.

[0087] It can be seen from this that when the engine speed is higher, the corresponding engine working torque when the supercharger speed is equal to the critical speed is smaller. This means that when the engine torque is limited, as long as the engine torque is controlled to be less than the torque corresponding to the maximum engine speed, the supercharger speed can be prevented from exceeding the critical speed, thereby avoiding the problem of supercharger damage caused by the supercharger speed exceeding the critical speed.

[0088] For example, if the maximum speed of a car engine is 6000 rpm, the torque at which the engine operates when the engine is operating at 6000 rpm, the speed of the supercharger is equal to the critical speed, and the intake pressure output by the supercharger meets the preset requirement can be set as the preset torque, that is, 320 N·m can be set as the preset torque.

[0089] The above method can determine the engine torque as the preset torque when the engine is operating at its maximum speed, the supercharger speed is equal to the critical speed, and the supercharger's intake pressure meets preset requirements. If the supercharger's first intake pressure is too low, causing the supercharger speed to exceed the critical speed, regardless of the engine's current speed and torque, simply controlling the engine torque to less than the preset torque ensures the supercharger speed is reduced to the critical speed, thereby protecting the supercharger.

[0090] It should be understood that when the supercharger's intake state is abnormal, the supercharger's first intake pressure will be less than a preset pressure, and the duration of this first intake pressure being less than the preset pressure will be greater than or equal to a first preset duration. Abnormal supercharger intake state is typically caused by a clogged air filter or the supercharger's intake line. Therefore, if it is determined that the supercharger's first intake pressure is less than the preset pressure and the duration of this first intake pressure being less than the preset pressure is greater than or equal to the first preset duration, the user can be reminded to check the air filter and the supercharger's intake line.

[0091] In one possible implementation, when the first intake pressure is lower than a preset pressure and the duration for which the first intake pressure is lower than the preset pressure is greater than or equal to a first preset time length, the user is reminded to check the engine in a preset reminder manner.

[0092] It is understandable that the user is reminded to check the air intake line and the air filter through a preset reminder method.

[0093] Optionally, the preset reminder method can be an alarm sound from the vehicle's buzzer, or a voice reminder, or it can be the lighting of a fault light, or it can be the display of a fault sign on the vehicle's dashboard or vehicle display screen, etc. The embodiments of this application do not limit the possible reminder methods.

[0094] For example, if the supercharger's first intake pressure is determined to be less than a first preset pressure under current operating conditions, and the duration of this less-than-preset pressure is greater than or equal to a first preset duration, the supercharger's pre-compression intake pressure is too low. When the supercharger's pre-compression intake pressure is too low, the supercharger will continuously increase its speed to ensure that the output intake pressure meets the preset requirement. When the supercharger's speed exceeds a critical speed, damage to the supercharger may occur. In this case, the engine torque can be limited and a fault light can be illuminated. This illuminated fault light serves as a reminder to the user to promptly check the engine's intake manifold and air filter.

[0095] The above method can determine that the current supercharger is at risk of damage when it is determined that the supercharger's front intake pressure is less than the preset pressure corresponding to the current operating condition and the duration of the intake pressure being less than the preset pressure exceeds the preset time. The supercharger's front intake pressure being too low is usually caused by a clogged air filter or a clogged supercharger intake line. If it is determined that there is a risk of supercharger damage due to the supercharger's front intake pressure being too low, the user can be reminded in a preset manner to check the engine, such as checking the air filter or the supercharger's intake line. This can promptly remind the user to pay attention to vehicle engine malfunctions, thereby improving driving safety.

[0096] It is understandable that Figure 1 When the pressure sensor 20 acquires the supercharger's pre-compression intake pressure, interference from other surrounding electrical signals may cause the pressure sensor to detect the supercharger's first intake pressure to be less than a preset pressure at a given moment. However, in reality, the supercharger's pre-compression intake pressure is not less than the preset pressure, and the supercharger's rotational speed will not exceed the critical speed, thus preventing supercharger damage and eliminating the need for engine torque limiting. Furthermore, in the event of a sudden signal change due to factors such as signal interference, the duration during which the supercharger's first intake pressure detected by the pressure sensor is less than the preset pressure is very short. Therefore, in embodiments of the present application, a first preset duration may be set. When the supercharger's first intake pressure detected by the pressure sensor 20 is less than the preset pressure, the pressure sensor 20 continuously acquires the supercharger's first intake pressure. If it is determined that the supercharger's first intake pressure has been less than the preset pressure for a duration exceeding the first preset duration, a risk of supercharger damage is determined. Only after the risk of supercharger damage is determined can engine torque limiting be implemented, thereby more effectively protecting the supercharger.

[0097] For example, when the engine speed is 3000 rpm and the torque is 400 N·m, as described above, the preset pressure corresponding to the current engine operating condition is -10 kPa. By blocking the supercharger's air inlet, the pre-compression pressure of the supercharger is reduced. To ensure that the output post-compression pressure meets the preset requirement, the supercharger will continuously increase its speed. Multiple tests have shown that when the supercharger's first intake pressure measured by the pressure sensor is less than the preset pressure, if the supercharger speed measured by the speed sensor exceeds the critical speed of 216,000 rpm. For example, if the supercharger speed is measured at 230,000 rpm, experiments have shown that if the supercharger operates at an overspeed of 230,000 rpm for four seconds, the supercharger intermediate shaft may overheat, seize, or break. Therefore, to protect the supercharger, a first preset duration of 3 seconds can be set. When the first intake pressure is less than the preset pressure and the duration of this level of pressure is greater than or equal to 3 seconds, a risk of supercharger damage is determined, and the engine torque is limited.

[0098] In the above method, when the supercharger's first intake pressure, as measured by the pressure sensor, is less than a preset pressure, the pressure sensor continuously measures the supercharger's first intake pressure. If the duration of the supercharger's first intake pressure being less than the preset pressure exceeds a first preset duration, a risk of supercharger damage is determined. By setting the first preset duration, engine torque can be limited only when the risk of supercharger damage is determined, thereby more effectively protecting the supercharger.

[0099] Regarding the above S204, it can be understood that after obtaining the second intake pressure, it is determined whether the second intake pressure is greater than the above preset pressure. If it is determined that the second intake pressure is greater than the preset pressure and the duration for which the second intake pressure is greater than the preset pressure exceeds the second preset time length, it can be determined that the current supercharger is no longer at risk of damage, and the torque limit of the engine is then released, that is, the torque of the engine is controlled to return to the initial torque.

[0100] For example, as described above, when the initial speed of the engine during normal startup is determined to be 3000 rpm and the initial torque is 400 N·m, a preset data table can be consulted to determine that the preset pressure corresponding to the engine's initial speed and initial torque at this time is -10 kPa. If the vehicle controller obtains a first intake pressure of -15 kPa under the current operating conditions, it can be determined that the first intake pressure is less than the preset pressure. If the first intake pressure remains less than the preset pressure for longer than a first preset duration, such as 3 seconds, it is determined that there is a risk of supercharger damage, and the engine can be controlled to operate at a first target torque, such as 300 N·m, which is less than the preset torque. If the vehicle controller obtains a second intake pressure of -5 kPa when the engine is operating at a torque of 300 N·m, it can be determined that the second intake pressure is greater than the preset pressure. If the second intake pressure remains greater than the preset pressure for longer than or equal to a second preset duration, such as 4 seconds, it can be determined that the supercharger is no longer at risk of damage, and the engine torque limit can be released, i.e., the engine torque can be controlled to return to the initial torque of 400 N·m.

[0101] It is understandable that Figure 1 When the pressure sensor 20 acquires the supercharger's forward intake pressure, interference from other electrical signals may cause the pressure sensor to detect the supercharger's second intake pressure exceeding the preset pressure at a given moment. However, the supercharger's second intake pressure may not actually exceed the preset pressure, and the supercharger's speed may still exceed the critical speed, meaning the supercharger is in an overspeed state, posing a risk of supercharger damage. Releasing the engine torque limit at this point could damage the supercharger. Furthermore, if signal fluctuations occur due to factors such as signal interference, the duration during which the supercharger's second intake pressure detected by the pressure sensor exceeds the preset pressure may be very short. Therefore, in embodiments of the present application, a second preset duration may be set. When the supercharger's second intake pressure detected by the pressure sensor 20 exceeds the preset pressure, the pressure sensor 20 continuously detects the supercharger's second intake pressure. If the duration of the supercharger's second intake pressure exceeding the preset pressure exceeds the second preset duration, it can be determined that the risk of supercharger damage is no longer present. After confirming that there is no risk of supercharger damage at present, the engine torque limit is released, which can more reasonably protect the supercharger. At the same time, the engine torque is controlled to return to the normal working torque in time, which can also ensure that users can use the car normally.

[0102] For example, when the engine speed is 3000r / min and the torque is 400N·m, the preset pressure under the current working condition is determined to be -10kPa. If the first intake pressure of the supercharger obtained by the controller is -15kPa, it can be determined that the first intake pressure is less than the preset pressure. If the duration of the first intake pressure being less than the preset pressure exceeds the first preset time length, such as 3 seconds, it is determined that there is a risk of supercharger damage. The engine can be controlled to operate at a first target torque less than the preset torque, such as 300N·m, and the user is reminded to check the engine by lighting a fault light. After multiple tests, it was found that after the engine is operating at the first target torque, when the controller obtains the second intake pressure of the supercharger as -10kPa, it is determined that the second intake pressure is equal to the preset pressure. At this time, the speed sensor can be used to continuously measure the speed of the supercharger. If the supercharger speed is measured to be 230,000 rpm at this time, the time required for the supercharger speed to decrease from 230,000 rpm to the critical speed of 216,000 rpm is recorded. If it is determined that the time required for the supercharger speed to decrease from 230,000 rpm to the critical speed of 216,000 rpm is 4 seconds, the second preset time duration can be set to 4 seconds. When the second intake pressure is greater than the preset pressure and the duration of the second intake pressure greater than the preset pressure is greater than or equal to the second preset time duration of 4 seconds, it means that the supercharger speed has decreased to the critical speed and the risk of supercharger damage is no longer present. The engine torque limit can then be released, that is, the engine torque can be controlled to return to the initial torque and the fault light can be extinguished.

[0103] Understandably, experiments have revealed that, regardless of engine speed or torque, the supercharger's maximum speed will only reach 230,000 rpm. Therefore, once the second intake pressure is determined to be equal to the preset pressure, it is sufficient to record the time required for the supercharger to decrease from its maximum speed of 230,000 rpm to the critical speed of 216,000 rpm and use this time as the second preset duration. This ensures that the supercharger's speed can be reduced to the critical speed when the supercharger's second intake pressure exceeds the preset pressure and the duration of this excess pressure is greater than or equal to the second preset duration, thereby confirming that the supercharger is no longer at risk of damage.

[0104] In the above method, when the second intake pressure of the supercharger obtained by the pressure sensor is greater than a preset pressure, the second intake pressure of the supercharger is continuously obtained through the pressure sensor. If it is determined that the second intake pressure of the supercharger is greater than the preset pressure for a duration exceeding a second preset time, it can be determined that the risk of supercharger damage is no longer present. By setting the second preset time, when it is determined that there is no risk of supercharger damage, the engine torque limit can be promptly released and restored to normal operating torque, ensuring that the user can use the vehicle normally.

[0105] Figure 3It is a structural schematic diagram of an engine fault handling device provided in an embodiment of the present application.

[0106] For example, Figure 3 As shown, the device 300 includes:

[0107] The first acquisition module 301 is configured to acquire a first intake pressure of a supercharger of the engine when the engine is in a normal startup state.

[0108] The first control module 302 is configured to control the engine to operate at a first target torque that is less than a preset torque when the first intake pressure is less than a preset pressure and a duration for which the first intake pressure is less than the preset pressure is greater than or equal to a first preset duration.

[0109] The second acquisition module 303 is configured to acquire a second intake pressure of the supercharger when the engine operates at the first target torque.

[0110] The second control module 304 is configured to control the engine torque to return to the initial torque if the second intake pressure is greater than the preset pressure and the time for which the second intake pressure is greater than the preset pressure is greater than or equal to a second preset time period.

[0111] In one possible implementation, controlling the engine to operate at a first target torque that is smaller than a preset torque includes increasing a duty cycle of the supercharger to control the engine to operate at the first target torque that is smaller than the preset torque.

[0112] In a possible implementation, the device is further used to: obtain the initial torque and initial speed of the engine when it is in a normal starting state; and based on the initial torque and the initial speed, query a preset data table to obtain the preset pressure.

[0113] In one possible implementation, the device is further used to: obtain a first torque and a first speed of the engine when it is operating at any time; determine the intake pressure when the engine is operating at the first torque and the first speed and the speed of the supercharger is equal to the critical speed as a first preset pressure; and determine the preset data table based on the first torque, the first speed and the first preset pressure.

[0114] In one possible implementation, the device is also used to: when the first intake pressure is less than a preset pressure and the duration for which the first intake pressure is less than the preset pressure is greater than or equal to a first preset time length, remind the user to check the engine in a preset reminder manner.

[0115] In one possible implementation, the device is further configured to determine the torque of the engine as the preset torque when the engine operates at a maximum speed, the speed of the supercharger is equal to a critical speed, and the intake pressure output by the supercharger meets a preset requirement.

[0116] In a possible implementation, the first intake pressure and the second intake pressure are obtained through a pressure sensor.

[0117] An embodiment of the present application provides an engine fault handling device. When the engine is determined to be in a normal startup state, a first acquisition module first acquires a first intake pressure of a supercharger. If the first intake pressure of the supercharger is determined to be less than a preset pressure and the duration of the first intake pressure being less than the preset pressure is greater than or equal to a first preset time, it indicates that the current supercharger front intake pressure is too low and the supercharger speed may exceed a critical speed. If the supercharger is currently in a supercharger overspeed state, it may cause damage to the supercharger. Therefore, the first control module can control the engine to operate at a first target torque less than the preset torque, which can effectively reduce the supercharger speed and thus protect the supercharger. When the supercharger is operating at the first target torque, a second acquisition module can acquire a second intake pressure of the supercharger. If the second intake pressure is determined to be greater than the preset pressure and the duration of the second intake pressure being greater than the preset pressure is greater than or equal to a second preset time, it can be determined that the current supercharger speed has returned to a normal speed and further that the supercharger is no longer at risk of damage. At this time, the second control module can control the engine torque to return to the initial torque, allowing the engine to resume normal operation as soon as possible to avoid affecting the user's use of the vehicle.

[0118] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0119] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform an engine fault processing method.

[0120] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0121] When the functional modules are divided according to their functions, the vehicle may include: a first acquisition module, a first control module, a second acquisition module, a second control module, etc. It should be noted that all relevant contents of the various steps involved in the above method embodiment can be referred to the functional description of the corresponding functional modules and will not be repeated here.

[0122] The vehicle provided in this embodiment is used to execute the above-mentioned engine fault handling method, and thus can achieve the same effect as the above-mentioned implementation method.

[0123] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of program codes and data.

[0124] The processing module may be a processor or controller that implements or executes various exemplary logic blocks, modules, and circuits disclosed herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0125] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement an engine fault handling method in the above-mentioned embodiment.

[0126] This embodiment further provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement an engine fault handling method in the above-mentioned embodiment.

[0127] In addition, the vehicle provided in the embodiments of the present application can specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor can call and execute instructions to enable the chip to execute an engine fault handling method in the above embodiment.

[0128] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0129] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0130] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0131] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for troubleshooting an engine, characterized in that: Applied to a vehicle, the method comprises: When the engine is in a normal starting state, obtaining a first intake pressure of a supercharger of the engine; Obtaining a first torque and a first speed of the engine when it is operating at any time; determining the intake pressure when the engine operates at the first torque, the first speed and the speed of the supercharger is equal to a critical speed as a first preset pressure; determining a preset data table according to the first torque, the first speed, and the first preset pressure; Obtaining the initial torque and initial speed of the engine when it is in a normal starting state; Based on the initial torque and the initial speed, query the preset data table to obtain a preset pressure; When the first intake pressure is lower than the preset pressure and a duration in which the first intake pressure is lower than the preset pressure is greater than or equal to a first preset time period, controlling the engine to operate at a first target torque lower than a preset torque; obtaining a second intake pressure of the supercharger when the engine operates at the first target torque; If the second intake pressure is greater than the preset pressure and a duration during which the second intake pressure is greater than the preset pressure is greater than or equal to a second preset time period, the torque of the engine is controlled to return to an initial torque.

2. The method according to claim 1, characterized in that The controlling the engine to operate at a first target torque that is smaller than a preset torque includes: The duty cycle of the supercharger is increased to control the engine to operate at a first target torque that is smaller than the preset torque.

3. The method according to claim 1, characterized in that The method further comprises: When the first intake pressure is lower than a preset pressure and a duration in which the first intake pressure is lower than the preset pressure is greater than or equal to a first preset time period, a user is reminded to check the engine in a preset reminder manner.

4. The method according to claim 1 or 2, characterized in that The method further comprises: The torque of the engine when the engine operates at a maximum speed, the speed of the supercharger is equal to a critical speed, and the intake pressure output by the supercharger meets a preset requirement is determined as the preset torque.

5. The method according to claim 1, wherein The first intake pressure and the second intake pressure are obtained through pressure sensors.

6. An engine fault handling device, characterized in that: The device comprises: a first acquisition module configured to acquire a first intake pressure of a supercharger of the engine when the engine is in a normal starting state; acquire a first torque and a first speed of the engine when operating at any time; determine the intake pressure when the engine is operating at the first torque and the first speed and the speed of the supercharger is equal to a critical speed as a first preset pressure; determine a preset data table based on the first torque, the first speed, and the first preset pressure; acquire an initial torque and an initial speed when the engine is in a normal starting state; and obtain a preset pressure by querying the preset data table based on the initial torque and the initial speed; a first control module, configured to control the engine to operate at a first target torque that is less than a preset torque when the first intake pressure is less than the preset pressure and a duration in which the first intake pressure is less than the preset pressure is greater than or equal to a first preset time duration; a second acquisition module, configured to acquire a second intake pressure of the supercharger when the engine operates at the first target torque; The second control module is configured to control the engine torque to return to the initial torque if the second intake pressure is greater than the preset pressure and the time for which the second intake pressure is greater than the preset pressure is greater than or equal to a second preset time period.

7. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 5 is implemented.

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