Control method, system, device and vehicle for engine start in a vehicle

Abstract

The application discloses a control method, system and device of engine starting in a vehicle and the vehicle. The method comprises the following steps: obtaining a target rotating speed, wherein the target rotating speed is obtained in the process that an enhanced starter continuously adjusts the rotating speed of the engine in the vehicle; determining a first fuel injection strategy in response to the target rotating speed being in a first rotating speed threshold range; switching the first fuel injection strategy to a second fuel injection strategy in response to the target rotating speed entering a second rotating speed threshold range from the first rotating speed threshold range, wherein the combustion torque generated by the engine in the process of burning the mixed gas is positively correlated with the second rotating speed threshold range, and the second fuel injection strategy is used to indicate that the engine is allowed to perform the fuel injection operation; determining an ignition angle corresponding to the second rotating speed threshold range under the second fuel injection strategy; and controlling the engine to start according to the second fuel injection strategy and the ignition angle. The application solves the technical problem that the impact force is large when the engine starts in the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, in particular to a control method, system and device for engine starting in a vehicle and a vehicle. BACKGROUND

[0002] At present, the starting condition of the engine is a key link in the starting stage of the vehicle, which affects the driving experience of the user and the performance of the vehicle. In the starting process of the engine in the related technology, the torque provided by the ordinary starter is limited, and only the engine can be dragged to a relatively low speed range, such as 200-300 rpm. In this speed range, the internal resistance of the engine is large, and in order to ensure that the engine can start smoothly, a large ignition advance angle needs to be used.

[0003] Through the above method, although the instantaneous combustion torque of the mixed gas (mixed gas) can be increased to help the engine overcome the resistance during starting, it also brings a significant impact when the first combustion occurs, that is, the so-called "starting impact". The starting impact not only affects the comfort of the user, but also may cause excessive stress to some parts of the engine, which may accelerate the wear of the engine and reduce its service life in the long run. Therefore, there is still a technical problem of large impact force when the engine starts in the vehicle.

[0004] At present, no effective solution has been proposed for the above problems. SUMMARY

[0005] The embodiments of the present application provide a control method, system and device for engine starting in a vehicle and a vehicle to at least solve the technical problem of large impact force when the engine starts in the vehicle.

[0006] According to one aspect of the embodiments of the present application, a control method for engine starting in a vehicle is provided, and an enhanced starter is deployed in the vehicle. The method comprises: obtaining a target speed, wherein the target speed is a speed obtained in the process that the enhanced starter continuously adjusts the speed of the engine in the vehicle; in response to the target speed being in a first speed threshold range, determining a first fuel injection strategy, wherein the first fuel injection strategy is used to indicate that the engine is prohibited to perform a fuel injection operation; in response to the target speed entering a second speed threshold range from the first speed threshold range, switching the first fuel injection strategy to a second fuel injection strategy, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine in the process of burning the mixed gas is positively correlated with the second speed threshold range, and the second fuel injection strategy is used to indicate that the engine is allowed to perform the fuel injection operation; under the second fuel injection strategy, determining an ignition angle corresponding to the second speed threshold range, wherein the ignition angle is positively correlated with the second speed threshold range; and controlling the engine to start according to the second fuel injection strategy and the ignition angle.

[0007] Optionally, the second rotation speed threshold range comprises a plurality of sub-rotation speed threshold ranges, the plurality of sub-rotation speed threshold ranges are not overlapped, and switching the first fuel injection strategy to the second fuel injection strategy in response to the target rotation speed entering the second rotation speed threshold range from the first rotation speed threshold range comprises: switching the first fuel injection strategy to the second fuel injection strategy in response to the target rotation speed entering a first sub-rotation speed threshold range of the plurality of sub-rotation speed threshold ranges from the first rotation speed threshold range.

[0008] Optionally, determining the ignition angle corresponding to the second rotation speed threshold range under the second fuel injection strategy comprises: determining a first ignition angle corresponding to the first sub-rotation speed threshold range under the second fuel injection strategy, wherein the first ignition angle is less than the angle threshold, and the first ignition angle is used to make the engine unburned mixture.

[0009] Optionally, the method further comprises: obtaining a first time length during which the target rotation speed does not enter the first sub-rotation speed threshold range from the first rotation speed threshold range; and in response to the first time length exceeding a time length threshold, controlling the enhanced starter to stop adjusting the rotation speed of the engine and prohibiting the engine from performing the fuel injection operation.

[0010] Optionally, the method further comprises: in response to the target rotation speed entering a second sub-rotation speed threshold range of the plurality of sub-rotation speed threshold ranges from the first sub-rotation speed threshold range, maintaining the second fuel injection strategy, wherein the second sub-rotation speed threshold range is greater than the first sub-rotation speed threshold range.

[0011] Optionally, determining the ignition angle corresponding to the second rotation speed threshold range under the second fuel injection strategy comprises: determining a second ignition angle corresponding to the second sub-rotation speed threshold range under the second fuel injection strategy, wherein the second ignition angle is greater than the first ignition angle corresponding to the first sub-rotation speed threshold range, and the second ignition angle is used to make the engine produce a first combustion torque in the process of burning the mixture, and the first combustion torque is less than the first torque threshold.

[0012] Optionally, the method further comprises: obtaining a second time length during which the target rotation speed does not enter the second sub-rotation speed threshold range from the first sub-rotation speed threshold range; and in response to the second time length exceeding a time length threshold, controlling the enhanced starter to stop adjusting the rotation speed of the engine and prohibiting the engine from performing the fuel injection operation.

[0013] Optionally, the method further comprises: in response to the target rotation speed entering a third sub-rotation speed threshold range of the plurality of sub-rotation speed threshold ranges from the second sub-rotation speed threshold range, maintaining the second fuel injection strategy, wherein the third sub-rotation speed threshold range is greater than the second sub-rotation speed threshold range.

[0014] Optionally, in the second fuel injection strategy, determining the ignition angle corresponding to the second rotation speed threshold range comprises: in the second fuel injection strategy, determining a third ignition angle corresponding to a third sub-rotation speed threshold range, wherein the third ignition angle is greater than a second ignition angle corresponding to the second sub-rotation speed threshold range, and the third ignition angle is used to make the engine generate a second combustion torque in the process of burning the mixed gas, the torque of the second combustion torque being less than the first combustion torque corresponding to the second ignition angle, and the torque of the first combustion torque corresponding to the second ignition angle is less than the second torque threshold.

[0015] Optionally, the method further comprises: obtaining a third time length during which the target rotation speed is from the second sub-rotation speed threshold range and does not enter the third sub-rotation speed threshold range; and in response to the third time length exceeding a time length threshold, controlling the enhanced starter to stop adjusting the rotation speed of the engine and to prohibit the engine from performing the fuel injection operation.

[0016] According to another aspect of the embodiments of the present application, a control system for starting an engine in a vehicle is also provided, which can comprise: an enhanced starter configured to continuously adjust the rotation speed of the engine in the vehicle to obtain a target rotation speed; and a controller configured to: in response to the target rotation speed being in a first rotation speed threshold range, determine a first fuel injection strategy, wherein the first fuel injection strategy is used to indicate that the engine is prohibited from performing a fuel injection operation; in response to the target rotation speed entering a second rotation speed threshold range from the first rotation speed threshold range, switch the first fuel injection strategy to a second fuel injection strategy, wherein the second rotation speed threshold range is greater than the first rotation speed threshold range, a combustion torque generated by the engine in the process of burning mixed gas is positively correlated with the second rotation speed threshold range, and the second fuel injection strategy is used to indicate that the engine is allowed to perform the fuel injection operation; in the second fuel injection strategy, determine an ignition angle corresponding to the second rotation speed threshold range, wherein the ignition angle is positively correlated with the second rotation speed threshold range; and control the engine to start according to the second fuel injection strategy and the ignition angle.

[0017] According to another aspect of the embodiments of the present application, a control device for engine starting in a vehicle is also provided, the vehicle being equipped with an enhanced starter, comprising: an obtaining unit configured to obtain a target speed, wherein the target speed is a speed obtained in a process in which the enhanced starter continuously adjusts a speed of an engine in the vehicle; a first determining unit configured to determine a first fuel injection strategy in response to the target speed being in a first speed threshold range, wherein the first fuel injection strategy is used to indicate that the engine is prohibited to perform a fuel injection operation; a switching unit configured to switch the first fuel injection strategy to a second fuel injection strategy in response to the target speed entering a second speed threshold range from the first speed threshold range, wherein the second speed threshold range is greater than the first speed threshold range, a combustion torque generated by the engine in a process of combusting a mixture is positively correlated with the second speed threshold range, and the second fuel injection strategy is used to indicate that the engine is allowed to perform the fuel injection operation; a second determining unit configured to determine an ignition angle corresponding to the second speed threshold range under the second fuel injection strategy, wherein the ignition angle is positively correlated with the second speed threshold range; and a control unit configured to control the engine to start according to the second fuel injection strategy and the ignition angle.

[0018] According to another aspect of the embodiments of the present application, a vehicle is also provided, comprising: a memory and a processor, wherein the memory stores an executable program; and the processor is configured to execute the program, wherein the program performs any of the above methods when executed.

[0019] According to another aspect of the embodiments of the present application, a computer readable storage medium is also provided, comprising a stored program, wherein the program performs any of the above methods when executed to control a processor of a device in which the program is stored.

[0020] According to another aspect of the embodiments of the present application, an electronic device is also provided, comprising: one or more processors; and a storage device configured to store one or more programs, wherein the one or more programs, when executed by the one or more processors, cause the one or more processors to perform any of the above methods.

[0021] In the embodiment of the present application, an enhanced starter can be deployed in a vehicle. In the process of continuously adjusting the engine speed of the vehicle by using the enhanced starter, the target speed of the engine can be acquired in real time. When it is detected that the target speed is in a first speed threshold range, a first injection strategy can be determined, that is, in the case that the target speed is in the first speed threshold range, the engine is prohibited from performing an injection operation. When it is detected that the target speed increases and enters a second speed threshold range larger than the first speed threshold range, the first injection strategy can be switched to a second injection strategy, that is, in the case that the target speed is in the second speed threshold range, the engine can be allowed to perform the injection operation. Under the second injection strategy, a spark angle corresponding to the second speed threshold range can be determined. And the engine is controlled to perform the injection operation and start according to the second injection strategy and the spark angle.

[0022] In this embodiment, the enhanced starter is introduced to control the engine start, and improve the user's comfort experience in the engine start condition. Specifically, in the early stage of starting, since the target speed is low, the injection operation is prohibited to avoid the pre-combustion of the mixture at low speed, thereby reducing the combustion torque impact at the first combustion, that is, unnecessary combustion torque consumption is reduced in the early stage of starting, the starting energy consumption is reduced, and at the same time, sufficient combustion of the engine is ensured in the later stage of starting, and the starting success rate is increased. When the target speed is high, the injection operation is allowed, and the spark angle can be gradually increased according to the increase of the target speed, so that the combustion torque of the engine increases slightly, which not only reduces the starting impact, but also ensures the stability of the combustion process, that is, by gradually adjusting the spark angle, the smooth transition of the combustion torque of the engine is realized, and the additional impact caused by unstable combustion is avoided. Through the above method, the technical effect of reducing the impact force of the engine start in the vehicle is realized, and the technical problem of large impact force of the engine start in the vehicle is solved. BRIEF DESCRIPTION OF DRAWINGS

[0023] The accompanying drawings, which are included to provide a further understanding of the present application and are incorporated in and constitute a part of this application, illustrate embodiments of the present application and together with the description serve to explain the present application. In the drawings:

[0024] Figure 1 FIG. 1 is a flowchart of a control method of engine start in a vehicle according to an embodiment of the present application;

[0025] Figure 2 FIG. 2 is a flowchart of a control method of reducing impact in an engine start condition according to an embodiment of the present application;

[0026] Figure 3 FIG. 3 is a system block diagram of a control system of engine start in a vehicle according to an embodiment of the present application;

[0027] Figure 4 is a structural block diagram of a control device for engine start in a vehicle according to an embodiment of the present application;

[0028] Figure 5 is a structural block diagram of an autonomous vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0029] In order to make the personnel in the technical field better understand the present application scheme, the technical scheme in the embodiment of the present application will be described clearly and completely below in combination with the drawings in the embodiment of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should belong to the scope of protection of the present application.

[0030] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or a chronological sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, such as a process, method, system, product or device including a series of steps or units does not necessarily limit to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0031] According to an embodiment of the present application, a method embodiment of controlling engine start in a vehicle is provided. It should be noted that the steps shown in the flowchart of the drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in an order different from that shown herein.

[0032] Figure 1 is a flowchart of a method for controlling engine start in a vehicle according to an embodiment of the present application, as shown in Figure 1 The method can include the following steps:

[0033] Step S102, obtaining the target speed.

[0034] In the technical solution provided in the step S102 of the present application, the enhanced starter can be deployed in the vehicle. The enhanced starter is set in view of the performance and functional limitations of the ordinary starter, and has the main feature of higher torque output capacity, and can adopt the control method of the engine starting of the embodiment of the present application to relieve the impact force of the engine during the starting process. The target speed can be the speed obtained during the process of continuously adjusting the engine speed in the vehicle by the enhanced starter.

[0035] In this embodiment, during the process of continuously adjusting the engine speed in the vehicle by the enhanced starter, the target speed of the engine can be obtained.

[0036] Optionally, the process of adjusting the engine speed by the enhanced starter is detected in real time by the electronic control unit (ECU) in the vehicle, that is, the real-time state of the engine can be detected by the ECU, such as the real-time target speed during the process of adjusting the engine speed.

[0037] It should be noted that the above method of obtaining the target speed is only for illustration, and is not specifically limited herein, as long as the process and method of detecting the adjustment of the engine speed by the enhanced starter are within the protection scope of the embodiment of the present application.

[0038] Step S104, in response to the target speed being in a first speed threshold range, determining a first fuel injection strategy.

[0039] In the technical solution provided in the step S104 of the present application, the first fuel injection strategy can be used to indicate that the engine is prohibited from performing the fuel injection operation. The first speed threshold range can be used to indicate the stage of low speed (low speed) in the initial stage of engine starting, and the first speed threshold range of the target speed in this stage can be at a lower value. The maximum value of the first speed threshold range can be represented by A speed. The first speed threshold range can be a pre-set speed range, or a speed range set by itself according to the actual situation of the engine of different vehicles, such as 0 rpm to 600 rpm. That is, the A speed can be 600 rpm.

[0040] It should be noted that the setting method and speed range of the above first speed threshold range are only for illustration, and are not specifically limited herein. As long as the set first speed threshold range with low speed can ensure that the engine speed has not reached the appropriate combustion condition, avoid early fuel injection and ignition, and prevent the impact and possible engine damage caused by incomplete combustion, it is within the protection scope of the embodiment of the present application.

[0041] In this embodiment, after obtaining the target speed, it can be determined whether the target speed is also in the first speed threshold range. In the case where the target speed is in the first speed threshold range, the first fuel injection strategy can be determined. That is, in the initial stage of engine starting, although the enhanced starter is working to increase the engine speed, the fuel injection operation is not allowed to be performed on the engine.

[0042] Optionally, at low speed, the combustion conditions inside the engine (such as air intake, mixture quality, etc.) are often not good, and early fuel injection and ignition can cause incomplete combustion of the mixture, resulting in a large impact force, affecting user experience and the long-term health of the engine. At low speed, the fuel injection operation can be prohibited until the engine speed reaches a level more suitable for combustion, and then the fuel injection operation is performed. Through the above method, the combustion conditions can be optimized, and the impact on other parts of the vehicle and the user can be reduced.

[0043] In the embodiment of the present application, in the initial stage of engine starting, considering that excessive fuel injection can cause too much mixture in the combustion chamber of the engine, which not only has a negative impact on combustion, but also can cause the phenomenon of flooded cylinder, that is, the mixture cannot be completely burned and accumulates inside the engine, affecting the normal operation of the engine. In the above case, the fuel injection operation can be prohibited until the speed reaches a preset threshold (such as A speed), which can effectively prevent the flooded cylinder and ensure the reliability and safety of the engine. By delaying the fuel injection operation until the engine speed reaches a higher level, the starting efficiency can be improved. This is because a higher speed means that the resistance inside the engine has been overcome, at which time fuel injection and ignition will be more effective, helping to quickly reach a stable operating state and reduce the starting time.

[0044] In step S106, in response to the target speed entering the second speed threshold range from the first speed threshold range, the first fuel injection strategy is switched to the second fuel injection strategy.

[0045] In the technical solution provided by the above step S106 of the present application, the second fuel injection strategy can be used to indicate that the engine is allowed to perform the fuel injection operation. The combustion torque generated by the engine in the process of burning the mixture is positively correlated with the second speed threshold range. The second speed threshold range is greater than the first speed threshold range, that is, the second speed threshold range is a speed interval higher than the maximum value (A speed) of the first speed threshold range. For example, the second speed threshold range can be a speed range higher than 600 rpm. This is only an example and is not limited. The second speed threshold range can be used to indicate the stage at which the engine begins to have stable combustion conditions and can safely perform fuel injection and ignition operations. The combustion torque (referred to as torque in the embodiment of the present application) generated by the engine in the process of burning the mixture is positively correlated with the second speed threshold range, indicating that as the engine speed increases, the combustion torque will also gradually increase.

[0046] In this embodiment, during the process of continuously adjusting the engine speed by the enhanced starter, the target speed gradually increases, and if the target speed enters the second speed threshold range from the first speed threshold range, the first fuel injection strategy can be switched to the second fuel injection strategy, and the engine can be allowed to perform the fuel injection operation.

[0047] Optionally, in the second speed threshold range, the intake air amount and the mixture quality of the engine are improved, and allowing the fuel injection operation helps to establish a stable combustion process, so that the engine can smoothly transition to the running state. In the case where the engine speed enters the second speed threshold range, the fuel injection operation can be allowed to be performed while detecting the continuous rise of the engine speed and the time limit. If the speed cannot continuously exceed the subsequent speed threshold or the time exceeds the preset time limit, the fuel injection and the starter operation can be immediately stopped to protect the engine and the starter from being damaged.

[0048] Optionally, the second fuel injection strategy can be switched when the engine speed reaches the second speed threshold range, allowing the fuel injection operation to be performed, controlling the increase range of the combustion torque, ensuring the smoothness and safety of the engine starting process, effectively reducing the starting impact, and improving the user driving experience. Through the above method, the combustion process of the engine can be accurately controlled, and the starting impact (impact force) can be effectively managed.

[0049] In step S108, under the second fuel injection strategy, the ignition angle corresponding to the second speed threshold range is determined.

[0050] In the technical solution provided in the above step S108 of the present application, the ignition angle is positively correlated with the second speed threshold range. That is, as the engine speed increases, the ignition angle also gradually increases. The ignition angle can refer to the advance angle (degree) of the ignition system before the engine piston reaches the top dead center.

[0051] In this embodiment, in the case where the target speed enters the second speed threshold range, the ignition angle corresponding to the second speed threshold range can be determined under the second fuel injection strategy.

[0052] Optionally, in the case where the engine speed is low, due to the limitations of factors such as the intake air amount and the mixture quality, even if a larger ignition angle is used, the combustion efficiency and the torque output may not necessarily be significantly improved, but may instead lead to insufficient combustion. However, when the engine speed is raised to the second speed threshold range, the combustion conditions are improved, and at this time, moderately increasing the ignition angle can improve the combustion efficiency and ensure that the mixture ignites at the right time, thereby obtaining a more smooth and effective combustion process and reducing the starting impact on other parts of the vehicle and the user.

[0053] Optionally, the increase of the combustion torque is closely related to the adjustment of the ignition angle. In the second fuel injection strategy, the combustion torque gradually increases with the moderate increase of the ignition angle. By controlling the increase of the ignition angle, the increase of the combustion torque can be accurately controlled, avoiding the impact caused by the sudden increase of the torque, and ensuring the smooth starting of the engine.

[0054] Optionally, during the starting process of the engine, the ignition angle can be dynamically adjusted according to the real-time change of the engine speed. When the engine speed just enters the second speed threshold range, the initial ignition angle can be set to a minimum value (for example, -30 degrees) to control the increase of the combustion torque. As the engine speed further increases, the ignition angle gradually increases until it reaches a larger value (for example, 5 degrees) that can ensure the stability of the combustion process. This dynamic adjustment mechanism allows flexible adjustment of the ignition angle according to the real-time state of the engine, achieving accurate control of the combustion process.

[0055] In the embodiments of the present application, by determining the ignition angle corresponding to the second speed threshold range, the starting process of the engine is further optimized. The dynamic adjustment strategy of the above-mentioned ignition angle ensures the smooth increase of the combustion torque, reduces the starting impact, and improves the starting performance of the engine and the driving experience of the user.

[0056] Optionally, the combustion torque generated by the engine during the combustion of the mixed gas is positively related to the second speed threshold range. This means that as the engine speed increases, the combustion torque also gradually increases, but in order to reduce the starting impact, a smaller ignition angle (for example, -30 degrees) can be provided at the beginning of fuel injection to control the initial increase of the combustion torque, ensuring the smoothness of the starting process of the engine. During the transition from the first speed threshold range to the second speed threshold range, the ignition angle can be adjusted, starting from a smaller ignition angle (for example, -30 degrees), and gradually increasing the ignition angle as the engine speed further increases (for example, when the speed reaches B speed, the ignition angle is adjusted from -30 degrees to 0 degrees). Through the above dynamic adjustment strategy, the sudden increase of the combustion torque is avoided, and the impact caused by the premature ignition is prevented.

[0057] In the embodiments of the present application, during the starting process of the engine controlled by the enhanced starter, the target speed of the engine can be continuously monitored and compared with the second speed threshold range. Once the target speed is in the second speed threshold range, that is, reaches or exceeds A speed (for example, 600 rpm), the subsequent second fuel injection strategy can be automatically switched to, allowing appropriate fuel injection and gradually adjusting the ignition angle to achieve a smoother starting process. Through the above dynamic adjustment mechanism, it is ensured that the starting control strategy of the engine can be optimized in real time according to the actual state of the engine, so as to achieve the appropriate starting effect.

[0058] Step S110, control the engine to start according to the second fuel injection strategy and the ignition angle.

[0059] In the technical solution provided by step S110 of the present application, after determining the ignition angle corresponding to the second rotation speed threshold range under the second fuel injection strategy, the engine is controlled to start according to the second fuel injection strategy and the ignition angle.

[0060] Optionally, the second fuel injection strategy and the determined ignition angle are applied to the actual operation of the engine to achieve the purpose of optimizing the starting process and reducing the impact on other components in the vehicle and the user.

[0061] Optionally, under the joint action of the second fuel injection strategy and the ignition angle, the engine starting process is optimized. The opening of the fuel injection operation and the precise control of the ignition timing ensure that the engine can start combustion at a relatively high rotation speed, thereby reducing the impact of the combustion moment. Through the above method, not only the smoothness of the starting process is improved, but also the comfort of the engine starting is improved by controlling the increase of the combustion torque, thereby reducing the vibration and noise impact on the user.

[0062] In steps S102 to S110 of the present application, an enhanced starter can be deployed in the vehicle. In the process of continuously adjusting the engine rotation speed of the vehicle by using the enhanced starter, the target rotation speed of the engine can be obtained in real time. In the case that the target rotation speed is in the first rotation speed threshold range, the engine is prohibited to perform fuel injection operation. In the case that the target rotation speed is in the second rotation speed threshold range, the engine is allowed to perform fuel injection operation. Under the second fuel injection strategy, the ignition angle corresponding to the second rotation speed threshold range can be determined. And the engine is controlled to perform fuel injection operation and start according to the second fuel injection strategy and the ignition angle. In this embodiment, the enhanced starter is introduced to control the engine starting, thereby improving the comfort experience of the user in the engine starting working condition. In this embodiment, at the initial stage of starting, fuel injection operation is prohibited to avoid pre-combustion of the mixture at low rotation speed, thereby reducing the combustion torque impact at the first combustion, that is, unnecessary combustion torque consumption is reduced at the initial stage of starting, and the starting energy consumption is reduced, and at the later stage of starting, sufficient combustion of the engine is ensured, and the starting success rate is increased. When the target rotation speed is high, fuel injection operation is allowed, and the ignition angle can be gradually increased according to the increase of the target rotation speed, so that the combustion torque of the engine increases slightly, which not only reduces the starting impact, but also ensures the stability of the combustion process, that is, by gradually adjusting the ignition angle, the smooth transition of the combustion torque of the engine is realized, and the additional impact caused by unstable combustion is avoided. Through the above method, the technical effect of reducing the impact force of the engine starting in the vehicle is achieved, and the technical problem of large impact force of the engine starting in the vehicle is solved.

[0063] The following further describes the process of how to adjust the fuel injection strategy when the target speed enters the second speed threshold range from the first speed threshold range.

[0064] As an optional embodiment, in step S106, the second speed threshold range includes a plurality of sub speed threshold ranges, the plurality of sub speed threshold ranges do not overlap, and switching the first fuel injection strategy to the second fuel injection strategy in response to the target speed entering the second speed threshold range from the first speed threshold range includes: switching the first fuel injection strategy to the second fuel injection strategy in response to the target speed entering a first sub speed threshold range of the plurality of sub speed threshold ranges from the first speed threshold range.

[0065] In the embodiment, when the target speed enters the second speed threshold range from the first speed threshold range, the first fuel injection strategy can be switched to the second fuel injection strategy if the target speed enters a first sub speed threshold range of a plurality of sub speed threshold ranges in the second speed threshold range. The second speed threshold range can include a plurality of sub speed threshold ranges (sub ranges), for example, the range of speeds exceeding 600 rpm can be divided into a plurality of ranges. The plurality of sub speed threshold ranges do not overlap. The first sub speed threshold range can be the range just passed from the first speed threshold range, for example, the range of speeds exceeding A speed and not reaching B speed (for example, 800 rpm).

[0066] It should be noted that the size of the sub speed threshold range in the second speed threshold range and the minimum and maximum values of the speed in the first sub speed threshold range are only for illustration and are not specifically limited here.

[0067] In the embodiment of the application, the control method for starting the engine can further refine the adjustment of the fuel injection strategy, and by dividing the second speed threshold range into a plurality of sub speed threshold ranges, the combustion process of the engine can be more accurately controlled to achieve smoother starting and smaller starting impact.

[0068] Optionally, the second rotation speed threshold range is subdivided into a plurality of sub-rotation speed threshold ranges, each of the sub-rotation speed threshold ranges corresponding to a respective stage of engine starting, and each of the sub-rotation speed threshold ranges corresponding to a respective ignition angle. By subdividing the second rotation speed threshold range, more accurate control can be implemented according to the subtle changes in the actual rotation speed of the engine at different stages of engine starting. For example, the second rotation speed threshold range can be set to be between 600 rpm and 1000 rpm. The second rotation speed threshold range can be subdivided into two sub-rotation speed threshold ranges. The first sub-rotation speed threshold range can be set to be between 600 rpm and 800 rpm. The second sub-rotation speed threshold range can be set to be between 800 rpm and 1000 rpm. By subdividing the second rotation speed threshold range, the injection amount, the ignition angle, and other parameters can be adjusted according to the engine state in different sub-ranges, so as to achieve fine management of the combustion process.

[0069] In the embodiment of the present application, by subdividing the second rotation speed threshold range into a plurality of sub-ranges and implementing different injection strategies and ignition angle adjustments in each sub-range, the driving experience of the user under the engine starting condition can be significantly improved by the above method. During the starting process of the engine, the smooth increase of the torque reduces unnecessary impact, and at the same time, by optimizing the combustion process, the performance and efficiency of the engine are improved, the fuel consumption and emissions are reduced, and the comfort and satisfaction of the user are enhanced.

[0070] The process of determining the ignition angle corresponding to the second rotation speed threshold range under the second injection strategy of the embodiment is further described below.

[0071] As an optional embodiment, determining the ignition angle corresponding to the second rotation speed threshold range under the second injection strategy includes: determining a first ignition angle corresponding to the first sub-rotation speed threshold range under the second injection strategy, wherein the first ignition angle is less than an angle threshold, and the first ignition angle is used to make the engine unburned mixture.

[0072] In the embodiment, in the process of determining the ignition angle corresponding to the second rotation speed threshold range under the second injection strategy, a first ignition angle corresponding to the first sub-rotation speed threshold range can be determined. The first ignition angle is less than an angle threshold, and the first ignition angle can be used to make the engine unburned mixture. The first ignition angle is set to be less than an angle threshold, which aims to ensure that the mixture is established inside the engine, but combustion is not immediately triggered. The angle threshold can be a very small negative value, for example, -30 degrees. The first ignition angle can also be referred to as a minimum ignition angle or an ignition angle minimum value. It should be noted that the size of the above-mentioned angle threshold is only for illustration, and is not specifically limited here.

[0073] Optionally, when the target engine speed enters a first sub-threshold range of the second threshold range (e.g., 600 rpm to 800 rpm) from the first threshold range (e.g., below 600 rpm), the first fuel injection strategy can be switched to a second fuel injection strategy. With the second fuel injection strategy, the engine is allowed to start fuel injection, but the fuel injection amount and the ignition angle of the engine are still in an initial stage of control to ensure smooth transition of the engine to the combustion state. In the first sub-threshold range, the fuel injection amount and the ignition angle can be adjusted according to the actual engine speed to control the initial increase of the combustion torque, so that the engine can run smoothly with small torque when it just enters the combustion state, avoiding the strong impact caused by sudden increase of torque.

[0074] Optionally, as the engine speed further increases, the fuel injection strategy and the ignition angle can be dynamically adjusted according to different sub-threshold ranges in which the engine is located. For example, when the engine speed enters a second sub-threshold range (e.g., 800 rpm to 1000 rpm), the fuel injection amount and the ignition angle can be increased to adapt to higher speed requirements and further improve combustion efficiency, while still controlling the increase of torque to ensure the smoothness of the engine starting process.

[0075] Optionally, the adjustment of the ignition angle under the second fuel injection strategy is further refined to adapt to different stages of engine speed increase, ensuring optimization of the combustion process and reduction of the starting impact.

[0076] Optionally, during the process of the engine entering the second threshold range (e.g., above 600 rpm) from the first threshold range (e.g., below 600 rpm), it is monitored that the engine speed first enters the first sub-threshold range (e.g., 600 rpm to 800 rpm). At this time, a first ignition angle corresponding to the first sub-threshold range can be determined.

[0077] Optionally, when the engine just starts to allow fuel injection, a very small first ignition angle (even possibly negative) is adopted, which can ensure that the fuel forms an oil film in the intake manifold and the engine, and the mixture is established but not immediately combusted. The purpose of the above method is to create a more stable and optimized combustion environment in the engine to prepare for subsequent combustion. By controlling the first ignition angle to be less than an angle threshold, premature combustion of the mixture at low engine speed can be avoided, thereby reducing the impact caused by sudden increase of combustion torque. For the user, this means that the engine starting process is smoother and the driving experience is improved.

[0078] Optionally, the setting of the first ignition angle is not static. As the engine speed further increases, the ignition angle can be dynamically adjusted according to different sub-threshold ranges of the engine speed. For example, when the engine speed first enters the first sub-threshold range, the first ignition angle can be set to a very small negative value (for example, -30 degrees). But when the engine speed continues to increase and enters the second sub-threshold range (for example, 800 rpm to 1000 rpm), the ignition angle can be adjusted to an angle that can ensure that the mixture starts to burn (such as 0 degrees or a positive value) to achieve smooth starting of the engine.

[0079] In the embodiment of the application, by using the first ignition angle at the initial stage of engine starting, the embodiment can effectively optimize the initial stage of the engine combustion process, reduce the starting impact, and improve the user driving experience. The control strategy of the first ignition angle not only ensures smooth transition of the combustion process, but also helps to improve the combustion efficiency, reduce fuel consumption and emissions, and thus overall improve the performance and environmental protection of the engine.

[0080] In summary, by determining the first ignition angle corresponding to the first sub-threshold range of the engine speed under the second fuel injection strategy, the embodiment of the application can achieve more fine control of the engine combustion process. This strategy not only reduces the starting impact and improves the driving experience, but also optimizes the combustion efficiency of the engine and reduces fuel consumption and emissions.

[0081] The process of how the embodiment controls the vehicle when the target speed does not enter the first sub-threshold range from the first threshold range of the speed is further described below.

[0082] As an optional embodiment, the method further includes: obtaining a first time length during which the target speed does not enter the first sub-threshold range from the first threshold range of the speed; and in response to the first time length exceeding a time threshold, controlling the enhanced starter to stop adjusting the speed of the engine and prohibiting the engine from performing the fuel injection operation.

[0083] In the embodiment, if the target speed does not enter the first sub-threshold range from the first threshold range of the speed, a first time length during which the target speed does not enter the first sub-threshold range can be obtained. It can be determined whether the first time length exceeds a time threshold, that is, whether the time is exceeded. If the first time length exceeds the time threshold, the enhanced starter can be controlled to stop adjusting the speed of the engine and the engine can be prohibited from performing the fuel injection operation. The time threshold can be a pre-set time or a time set according to the actual engine starting condition. The time threshold is set according to the performance of the engine and the starter and the safety consideration in the starting process. It should be noted that the setting method of the above-mentioned time threshold is only for example and is not limited specifically herein.

[0084] Optionally, the safety and reliability of the engine starting control strategy can be further enhanced by the above method, that is, by introducing a time detection mechanism, it is ensured that during the starting process, if the engine speed fails to reach the first sub-speed threshold range within the preset time, protective measures will be taken to prevent engine or starter damage.

[0085] Optionally, at the initial stage of engine starting, when the target speed is in the first speed threshold range (for example, below 600 rpm) and fails to enter the first sub-speed threshold range (for example, 600 rpm to 800 rpm) within the expected time, timing can be started to monitor the duration of the engine's failure to reach the first sub-speed threshold range, i.e., the first time length.

[0086] Optionally, a time threshold is preset. If the first time length exceeds the time threshold, it indicates that the engine encounters some resistance or obstacle during the starting process, causing the speed to rise slowly. At this time, the protection mechanism can be started to control the enhanced starter to stop working, and the engine is prohibited from performing fuel injection operation.

[0087] In the embodiment of the application, the enhanced starter has its maximum continuous working time and power limit when it is set. If the engine speed fails to reach the first sub-speed threshold range for a long time, the starter will be in a high load state, which has the risk of overheating or damage. By setting a time threshold, the overload of the starter can be avoided, and the starter can be protected from damage. When the engine fails to reach the appropriate combustion speed, long-term continuous fuel injection can cause excessive mixture and thick oil film, and even the fuel inside the engine cannot be fully burned, resulting in the phenomenon of flooded cylinder, which affects the normal starting and running of the engine. By prohibiting fuel injection operation, this potential damage can be avoided, and the engine can be ensured to run in a safe condition.

[0088] In summary, by introducing the above time detection and protection mechanism, not only the safety of the engine starting process is enhanced, and the failure caused by the overload of the starter or the flooded cylinder of the engine is reduced, but also the user driving experience is positively affected. In the case of engine starting obstruction, measures can be taken quickly to avoid long waiting and unnecessary noise or vibration, and the smoothness and reliability of the starting process are improved.

[0089] The process of how to control the vehicle when the target speed enters the second sub-speed threshold range from the first sub-speed threshold range in this embodiment will be further described below.

[0090] As an optional embodiment, the method further comprises: in response to the target speed entering a second sub-speed threshold range from the first sub-speed threshold range, maintaining the second fuel injection strategy, wherein the second sub-speed threshold range is larger than the first sub-speed threshold range.

[0091] In an embodiment, when the target speed enters a second sub-speed threshold range from the first sub-speed threshold range, the second fuel injection strategy can be maintained, wherein the second sub-speed threshold range is larger than the first sub-speed threshold range. The second sub-speed threshold range can be 800 rpm to 1000 rpm. It should be noted that the size of the above-mentioned second sub-speed threshold range, as well as the maximum and minimum values of the range, are only for illustration and are not specifically limited here.

[0092] Optionally, the method deepens the dynamic adjustment mechanism of the engine start control strategy. By maintaining the second fuel injection strategy when the target speed rises to a higher sub-speed threshold range, the combustion process of the engine can be more finely managed, ensuring the smoothness and efficiency of the starting process.

[0093] Optionally, during the engine starting process, when the target speed crosses from the first sub-speed threshold range (for example, 600 rpm to 800 rpm) to a higher second sub-speed threshold range (for example, 800 rpm to 1000 rpm), this state change can be identified. The above-mentioned crossing means that the starting process of the engine has entered a new stage, and the fuel injection and ignition parameters can be adjusted to adapt to the higher speed requirement.

[0094] Optionally, although the target speed of the engine has entered a higher second sub-speed threshold range, the second fuel injection strategy adopted in the first sub-speed threshold range can be continued. This means that fuel injection can continue, but the amount of fuel injection and the time of fuel injection will be fine-tuned according to the current speed and the second sub-speed threshold range to ensure that the engine can burn the mixture smoothly and efficiently at this stage.

[0095] The process of how to determine the ignition angle corresponding to the second speed threshold range under the second fuel injection strategy in this embodiment is further described below.

[0096] As an optional embodiment, under the second fuel injection strategy, determining the ignition angle corresponding to the second speed threshold range comprises: under the second fuel injection strategy, determining a second ignition angle corresponding to the second sub-speed threshold range, wherein the second ignition angle is greater than a first ignition angle corresponding to the first sub-speed threshold range, and the second ignition angle is used to make the engine produce a first combustion torque in the process of burning the mixture, and the first combustion torque is less than the first torque threshold.

[0097] In an embodiment, in the process of determining the ignition angle corresponding to the second rotational speed threshold range under the second fuel injection strategy, a second ignition angle corresponding to the second rotational speed threshold range can be determined. The second ignition angle is greater than the first ignition angle corresponding to the first sub-rotational speed threshold range, and the second ignition angle is used to make the engine generate a first combustion torque in the process of burning the mixed gas. The second ignition angle can also be referred to as a smaller ignition angle or an ignition angle minimum value, such as 0 degrees. The first combustion torque is less than the first torque threshold.

[0098] Optionally, the adjustment mechanism of the ignition angle in the engine starting control strategy can be further refined by the above method, aiming to generate a smaller first combustion torque in the combustion process by adjusting the ignition angle when the engine enters the second sub-rotational speed threshold range, so as to further weaken the starting impact, while ensuring the smooth operation of the engine.

[0099] Optionally, under the second fuel injection strategy, when the target rotational speed of the engine enters the second sub-rotational speed threshold range (such as 800 rpm to 1000 rpm), a second ignition angle corresponding to the sub-rotational speed threshold range can be determined according to the current operating state of the engine. The second ignition angle is set to ensure that the engine can start to burn the mixed gas, but at the same time generate a first combustion torque less than the preset first torque threshold, so as to avoid the impact caused by the sudden increase in torque.

[0100] Optionally, the second ignition angle is greater than the first ignition angle corresponding to the first sub-rotational speed threshold range (such as the minimum ignition angle at 600 rpm to 800 rpm). This is because as the engine speed increases, the combustion conditions become more stable, and the ignition angle can be safely increased to ensure the combustion of the mixed gas. However, the increase is limited, and the purpose is to control the first combustion torque to avoid excessive torque increment.

[0101] Optionally, the first combustion torque, i.e., the torque generated by the engine when it first stably burns the mixed gas in the second sub-rotational speed threshold range, is a key parameter for controlling the starting impact. By adjusting the second ignition angle, the first combustion torque can be ensured to be less than the first torque threshold. This torque threshold is set based on the performance of the engine and the user comfort requirement, aiming to avoid excessive impact when the engine starts, while ensuring that the engine can smoothly transition to a normal operating state.

[0102] In the embodiment, by controlling the second ignition angle, the engine generates a first combustion torque less than the first torque threshold in the second sub-rotational speed threshold range, which can significantly optimize the combustion efficiency during the engine starting process, weaken the starting impact, and improve the user driving experience. At the same time, this strategy can also avoid the damage caused by excessive torque at the initial stage of starting, such as excessive wear or impact, thereby protecting the engine.

[0103] The process of how to control the vehicle when the target rotational speed does not enter the second sub-rotational speed threshold range from the first sub-rotational speed threshold range in the embodiment will be further described below.

[0104] As an optional embodiment, the method further includes: obtaining a second time length during which the target rotational speed does not enter the second sub-rotational speed threshold range from the first sub-rotational speed threshold range; and in response to the second time length exceeding a time length threshold, controlling the enhanced starter to stop adjusting the rotational speed of the engine and prohibiting the engine from performing the fuel injection operation.

[0105] In the embodiment, when the target rotational speed does not enter the second sub-rotational speed threshold range from the first sub-rotational speed threshold range, a second time length during which the target rotational speed does not enter the second sub-rotational speed threshold range can also be obtained. When the second time length exceeds a time length threshold, the enhanced starter can be controlled to stop adjusting the rotational speed of the engine and the engine can be prohibited from performing the fuel injection operation.

[0106] Optionally, the safety feature of the engine starting control is further improved by the above method. By introducing the detection mechanism of the second time length, the damage that the starter and the engine may suffer during the starting process if the engine fails to reach the expected second sub-rotational speed threshold range within a reasonable time can be effectively prevented.

[0107] Optionally, during the engine starting process, when the target rotational speed is raised from the first sub-rotational speed threshold range (for example, 600 rpm to 800 rpm) but does not enter the second sub-rotational speed threshold range (for example, 800 rpm to 1000 rpm) within the expected time, the second time length during which this state lasts can be monitored. This time length reflects the time spent by the engine in the starting process to raise the rotational speed to a certain threshold, and is one of the indicators for evaluating whether the starting process is normal.

[0108] Optionally, a time threshold is preset, and when the second time exceeds the time threshold, the protection mechanism is started. The setting of this threshold is based on the performance parameters of the starter and the engine, and the safety considerations in the starting process, aiming to prevent excessive load that may occur during the starting process, such as starter overheating or engine flooding. If the second time exceeds the time threshold, protective measures can be taken immediately, including controlling the enhanced starter to stop adjusting the engine speed and prohibiting the engine from performing the fuel injection operation. The above measures can quickly reduce the load of the starter, avoid overheating or damage of the starter, and at the same time prevent excessive mixture in the engine due to long-time fuel injection, reduce the risk of flooding, ensure that the engine will not burn under inappropriate conditions, and protect the health of the engine.

[0109] The process of how the vehicle control is performed when the target speed enters the third sub-speed threshold range from the second sub-speed threshold range in this embodiment is further described below.

[0110] As an optional embodiment, the method further includes: in response to the target speed entering a third sub-speed threshold range in the plurality of sub-speed threshold ranges from the second sub-speed threshold range, maintaining the second fuel injection strategy, wherein the third sub-speed threshold range is greater than the second sub-speed threshold range.

[0111] In an embodiment, when the target speed enters a third sub-speed threshold range from the second sub-speed threshold range, the second fuel injection strategy can be maintained, wherein the third sub-speed threshold range is greater than the second sub-speed threshold range. The third sub-speed threshold range can be a pre-set speed interval, such as a speed interval exceeding the C speed (such as 1000 rpm). It should be noted that the size of the above third sub-speed threshold range and the minimum value of its speed interval are only for illustration and are not specifically limited here.

[0112] Optionally, the above method further expands the dynamic adjustment range of the engine starting control strategy, and by maintaining the second fuel injection strategy when the target speed enters the third sub-speed threshold range, the combustion process of the engine can be more finely managed, especially when the engine approaches or reaches a higher operating speed.

[0113] Optionally, during the engine starting process, when the target speed further increases from the second sub-speed threshold range (such as 800 rpm to 1000 rpm) and enters a higher third sub-speed threshold range (such as exceeding 1000 rpm), the above state change can be identified. This marks that the engine starting process has entered a new stage, and the combustion conditions can be further optimized to adapt to higher speeds and more complex operating environments.

[0114] Optionally, although the engine target speed has entered the third sub-speed threshold range, the second fuel injection strategy will continue to be maintained. This means that in this speed range, the fuel injection amount and injection time can continue to be adjusted according to the current speed and the empirical parameters of the second sub-speed threshold range, to ensure that the engine can smoothly and efficiently combust the mixture at high speed. The maintenance of the above method ensures the continuity and stability of the combustion process, and avoids the possible decline in combustion efficiency due to frequent strategy switching.

[0115] Optionally, in the third sub-speed threshold range, not only the second fuel injection strategy is maintained, but also the ignition angle and other parameters can be fine-tuned according to the further increase of the engine speed. The above process aims to ensure that the efficiency of the engine in burning the mixture and the torque output at high speed are within a controllable range, while reducing vibration and noise and improving the driving experience.

[0116] The process of determining the ignition angle corresponding to the second speed threshold under the second fuel injection strategy in this embodiment is further described below.

[0117] As an optional embodiment, determining the ignition angle corresponding to the second speed threshold range under the second fuel injection strategy includes: determining a third ignition angle corresponding to the third sub-speed threshold range under the second fuel injection strategy, wherein the third ignition angle is greater than a second ignition angle corresponding to the second sub-speed threshold range, and the third ignition angle is used to make the engine produce a second combustion torque in the process of burning the mixture, and the torque of the second combustion torque exceeding the first combustion torque corresponding to the second ignition angle is less than a second torque threshold, and the second ignition angle is used to make the engine produce a first combustion torque in the process of burning the mixture.

[0118] In the embodiment, in the process of determining the ignition angle corresponding to the second speed threshold range under the second fuel injection strategy, a third ignition angle corresponding to the third sub-speed threshold range can be determined. Wherein the third ignition angle is greater than a second ignition angle corresponding to the second sub-speed threshold range, and the third ignition angle is used to make the engine produce a second combustion torque in the process of burning the mixture. The third ignition angle can also be referred to as a larger ignition angle, a larger ignition angle, for example, 5 degrees. The torque of the second combustion torque exceeding the first combustion torque corresponding to the second ignition angle is less than a second torque threshold. The second ignition angle is used to make the engine produce a first combustion torque in the process of burning the mixture.

[0119] Optionally, through the above ignition angle dynamic adjustment mechanism, when the engine target speed enters the third sub-speed threshold range, the third ignition angle is determined to further optimize the combustion process, ensure the combustion efficiency and torque control of the engine at high speed, and reduce the starting impact and improve the user driving experience.

[0120] Optionally, in the second fuel injection strategy, when the target engine speed further increases to a third sub-speed threshold range (e.g., above 1000 rpm) from the second sub-speed threshold range (e.g., 800 rpm to 1000 rpm), a third ignition angle corresponding to the third sub-speed threshold range is determined. The third ignition angle is larger than the second ignition angle in the second sub-speed threshold range, which reflects that as the engine speed increases, the ignition angle also needs to be adjusted accordingly to ensure that the mixture can be stably combusted at a higher speed.

[0121] Optionally, the third ignition angle is set to make the engine generate a second combustion torque in the process of combusting the mixture. The second combustion torque is increased compared to the first combustion torque (the torque generated in the second sub-speed threshold range), but the increased torque is controlled to be less than a second torque threshold. The second torque threshold is preset according to the performance and safety requirements of the engine, to limit the increase of the combustion torque at high speed, and to avoid the impact or damage that may be caused by the sudden increase of the torque.

[0122] In the embodiment, by adjusting the third ignition angle, the second combustion torque can be controlled to be within the limit of the second torque threshold, achieving a smooth increase of the torque and avoiding excessive impact when the engine starts at a high speed. At the same time, the above method also ensures the combustion efficiency of the engine in the third sub-speed threshold range, optimizes the combustion process by fine control of the ignition angle, reduces fuel consumption and emissions, and improves the performance of the engine.

[0123] The process of how to control the vehicle when the target speed does not enter the third sub-speed threshold range from the second sub-speed threshold range in the embodiment will be further described below.

[0124] As an optional embodiment, the method further includes: obtaining a third time length during which the target speed does not enter the third sub-speed threshold range from the second sub-speed threshold range; and in response to the third time length exceeding a time length threshold, controlling the enhanced starter to stop adjusting the speed of the engine and prohibiting the engine from performing the fuel injection operation.

[0125] In the embodiment, if the target speed does not enter the third sub-speed threshold range from the second sub-speed threshold range, a third time length during which the target speed does not enter the third sub-speed threshold range can be obtained. If the third time length exceeds a time length threshold, the enhanced starter can be controlled to stop adjusting the speed of the engine and the engine can be prohibited from performing the fuel injection operation.

[0126] Optionally, the safety and stability of the engine starting control strategy are enhanced by the above method. By monitoring and controlling the third time length when the target speed fails to enter the third sub-speed threshold range from the second sub-speed threshold range, timely protective measures can be taken to prevent the starter and the engine from being damaged under abnormal conditions.

[0127] Optionally, when the target speed has been raised to the second sub-speed threshold range (for example, 800 rpm to 1000 rpm) but fails to be further raised to the third sub-speed threshold range (for example, over 1000 rpm) within the expected time during the engine starting process, a third time length during which this state lasts can be started to be monitored. The third time length is a key indicator for evaluating whether the engine can successfully transit to higher speed operation and is a prerequisite for triggering the protection measure.

[0128] Optionally, a time length threshold is preset for judging whether the failure of the target speed to enter the third sub-speed threshold range within a reasonable time is an abnormal state. The time length threshold is set based on a comprehensive consideration of the performance of the starter and the engine, aiming to prevent overloading or failure that may occur during the starting process, such as overheating of the starter, internal carbon deposition or poor combustion of the engine, etc. If the third time length exceeds the time length threshold, it indicates that the engine encounters an obstacle during the raising process from the second sub-speed threshold range to the third sub-speed threshold range, and the protection mechanism can be immediately started, including controlling the enhanced starter to stop adjusting the speed of the engine and prohibiting the engine from continuing to perform the fuel injection operation. This measure can quickly relieve the load of the starter, avoid overheating or damage of the starter, prevent excessive internal mixture of the engine due to long-time fuel injection, reduce the risk of cylinder flooding, protect the health status of the engine, and ensure the safe operation of the vehicle.

[0129] In the embodiment of the present application, an enhanced starter can be deployed in the vehicle. During the process of continuously adjusting the engine speed of the vehicle by using the enhanced starter, the target speed of the engine can be obtained in real time. When the target speed is in the first speed threshold range, the engine is prohibited from performing the fuel injection operation. When the target speed is in the second speed threshold range, the engine can be allowed to perform the fuel injection operation. Under the second fuel injection strategy, the ignition angle corresponding to the second speed threshold range can be determined. And the engine is controlled to perform the fuel injection operation and start according to the second fuel injection strategy and the ignition angle. In this embodiment, the enhanced starter is introduced to control the engine starting. In the initial stage of starting, since the target speed is low, the fuel injection operation is prohibited to avoid the pre-combustion of the mixture at low speed, thereby reducing the combustion torque impact at the first combustion. When the target speed is high, the fuel injection operation is allowed, and the ignition angle can be gradually increased according to the increase of the target speed, so that the combustion torque of the engine increases slightly, which not only reduces the starting impact, but also ensures the stability of the combustion process. Through the above method, the technical effect of reducing the impact force during the starting of the engine in the vehicle is achieved, and the technical problem of large impact force during the starting of the engine in the vehicle is solved.

[0130] The technical solutions of the embodiments of the present application will be illustrated below in conjunction with the preferred embodiments.

[0131] At present, in the common engine starting condition, the engine resistance is large, and the starting air quantity is large, the mixture is rich, and the ignition angle is advanced more. At the moment of ignition of the mixture, the impact is large, and the customer is easy to have an uncomfortable experience. Therefore, there is still a technical problem of large impact force of the engine starting in the vehicle.

[0132] However, the embodiment of the present application proposes a control method for reducing impact of engine starting condition, introduces an enhanced starter to control the engine starting, and improves the comfort experience of the user in the engine starting condition. In the initial starting period, since the target speed is low, the oil injection operation can be prohibited to avoid the advance combustion of the mixture at low speed, thereby reducing the combustion torque impact at the first combustion, that is, reducing unnecessary combustion torque consumption in the initial starting period, reducing the starting energy consumption, and at the same time, ensuring sufficient combustion of the engine in the later starting period, and increasing the starting success rate. When the target speed is high, the oil injection operation can be allowed, and the ignition angle can be gradually increased according to the increase of the target speed, so that the combustion torque of the engine is increased slightly, which not only reduces the starting impact, but also ensures the stability of the combustion process, that is, by gradually adjusting the ignition angle, the smooth transition of the combustion torque of the engine is realized, and the additional impact caused by unstable combustion is avoided. Through the above method, the impact at the moment of ignition of the mixture is reduced, the purpose of improving the comfort experience of the user in the engine starting process is achieved, the technical effect of reducing the impact force of the engine starting in the vehicle is realized, and the technical problem of large impact force of the engine starting in the vehicle is solved.

[0133] The method of the embodiment of the present application will be further illustrated below.

[0134] In this embodiment, an enhanced engine can be configured in the vehicle to drag the engine speed to a higher speed. Figure 2 It is a flow chart of a control method for reducing impact of engine starting condition according to the embodiment of the present application, as shown in Figure 2 The method can include the following steps:

[0135] Step S201, control the enhanced starter to drag the engine.

[0136] In this embodiment, if the engine needs to be started, the enhanced engine can be controlled to drag the vehicle engine to increase the engine speed.

[0137] Step S202, judge whether the engine speed exceeds A speed.

[0138] In this embodiment, it can be judged whether the engine speed exceeds A speed (for example, 600 rpm). If the engine speed exceeds A speed, step S203 can be performed, otherwise, step S208 can be performed.

[0139] Step S203, determine that the engine is allowed to inject fuel, and adjust the ignition angle to the minimum ignition angle.

[0140] In this embodiment, after the engine speed is higher than the A speed, the fuel injection is allowed, and the minimum ignition angle (e.g. -30 degree) is provided. So as to establish the initial oil film in the intake manifold and the engine, and not to combust the mixture.

[0141] Step S204, judge whether the engine speed exceeds the B speed.

[0142] In this embodiment, it can be judged whether the engine speed exceeds the B speed (e.g. 800 rpm). If the engine speed exceeds the B speed, step S205 can be executed, otherwise, step S210 can be executed.

[0143] Step S205, determine that the engine is allowed to inject fuel, and adjust the ignition angle to the smaller ignition angle.

[0144] In this embodiment, the engine speed rises to a higher value B speed (e.g. 800 rpm), and the smaller but ignitable ignition angle (e.g. 0 degree) is provided, so as to make the engine combust the torque smaller at first time, thereby reducing the impact.

[0145] Step S206, judge whether the engine speed exceeds the C speed.

[0146] In this embodiment, it can be judged whether the engine speed exceeds the C speed (e.g. 1000 rpm). If the engine speed exceeds the C speed, step S207 can be executed, otherwise, step S211 can be executed.

[0147] Step S207, determine that the engine is allowed to inject fuel, and adjust the ignition angle to the larger ignition angle.

[0148] In this embodiment, the engine speed further rises to the C speed (e.g. 1000 rpm), and the larger ignition angle (e.g. 5 degree) is provided, so as to make the engine combust the torque small increase, and ensure the stability of combustion.

[0149] Step S208, judge whether the time is over limit.

[0150] In this embodiment, it can be judged whether the time that the engine speed does not exceed the A speed is over limit. If yes, step S212 can be executed, otherwise, step S209 can be executed.

[0151] Step S209, control the engine to prohibit fuel injection.

[0152] In this embodiment, after the time is over limit, the starter stopping operation and the engine stopping fuel injection protection measures can be carried out.

[0153] In step S210, it is judged whether the time is over limit.

[0154] In this embodiment, it can be judged whether the time that the engine speed does not exceed the B speed is over limit. If yes, step S212 can be executed, otherwise, step S203 can be executed.

[0155] In step S211, it is judged whether the time is over limit.

[0156] In this embodiment, it can be judged whether the time that the engine speed does not exceed the C speed is over limit. If yes, step S212 can be executed, otherwise, step S205 can be executed.

[0157] In step S212, the starter stopping dragging and the engine stopping fuel injection are controlled.

[0158] In this embodiment, after the time is over limit, the starter stopping operation and the engine stopping fuel injection protection measures can be carried out.

[0159] In the related art, the engine uses the common starter to only drag the engine to 200-300 rpm, the starting resistance is large, in order to ensure the starting success, the large ignition angle is needed, the large torque is generated by the mixed gas combustion, so as to overcome the starting resistance, but at the same time, the large impact feeling of the first combustion is caused. However, the difference between the engine starting in the embodiment of the present application and the above related art is that the enhanced starter is used to drag the engine speed to a higher speed and then allow the fuel injection, and the initial ignition angle is set to a small value and then gradually increased, so that the impact feeling caused by the first combustion of the mixed gas can be effectively reduced.

[0160] In the embodiment of the present application, by introducing the enhanced starter, the engine is dragged to a higher speed, and the starting resistance of the engine is effectively overcome by the starter, and by reducing the ignition angle, the first combustion torque is effectively reduced under the premise of ensuring the engine combustion, and the starting impact feeling is effectively reduced, so that the user's starting working condition experience can be improved, and the user's satisfaction with the vehicle use can be increased.

[0161] In the embodiment of the present application, an enhanced starter can be deployed in a vehicle. In the process of continuously adjusting the engine speed of the vehicle by using the enhanced starter, the target speed of the engine can be obtained in real time. When the target speed is in a first speed threshold range, the engine is prohibited from performing fuel injection. When the target speed is in a second speed threshold range, the engine can be allowed to perform fuel injection. In the second fuel injection strategy, the ignition angle corresponding to the second speed threshold range can be determined. And the engine is controlled to perform fuel injection and start according to the second fuel injection strategy and the ignition angle. In this embodiment, the enhanced starter is introduced to control the starting of the engine. In the initial stage of starting, since the target speed is low, the fuel injection is prohibited to avoid the pre-combustion of the mixture at low speed, thereby reducing the combustion torque impact at the first combustion. When the target speed is high, the fuel injection is allowed, and the ignition angle can be gradually increased according to the increase of the target speed, so that the combustion torque of the engine is slightly increased, which not only reduces the starting impact, but also ensures the stability of the combustion process. Through the above method, the technical effect of reducing the impact force during the starting of the engine in the vehicle is achieved, and the technical problem of large impact force during the starting of the engine in the vehicle is solved.

[0162] According to another aspect of the embodiment of the present application, corresponding to the above-mentioned control method for starting the engine in the vehicle, the present specification also provides a control system of an engine, Figure 3 is a system block diagram of a control system of an engine in a vehicle according to an embodiment of the present application, as Figure 3 shown, the control system 300 of the engine in the vehicle can include an enhanced starter 302 and a controller 304.

[0163] The enhanced starter 302 is used to continuously adjust the speed of the engine in the vehicle to obtain a target speed.

[0164] The controller 304 is used to determine a first fuel injection strategy in response to the target speed being in a first speed threshold range, wherein the first fuel injection strategy is used to indicate that the engine is prohibited from performing fuel injection; in response to the target speed entering a second speed threshold range from the first speed threshold range, the first fuel injection strategy is switched to a second fuel injection strategy, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine in the process of burning the mixture is positively correlated with the second speed threshold range, and the second fuel injection strategy is used to indicate that the engine is allowed to perform fuel injection; in the second fuel injection strategy, an ignition angle corresponding to the second speed threshold range is determined, wherein the ignition angle is positively correlated with the second speed threshold range; and the engine is controlled to start according to the second fuel injection strategy and the ignition angle.

[0165] In the control system for starting the engine in the vehicle of the embodiment, the target speed of the engine can be acquired in real time during the process of continuously adjusting the engine speed of the vehicle by the enhanced starter. When the target speed is in the first speed threshold range, the engine is prohibited from performing the fuel injection operation. When the target speed is in the second speed threshold range, the engine can be allowed to perform the fuel injection operation. In the second fuel injection strategy, the ignition angle corresponding to the second speed threshold range can be determined. And the engine is controlled to perform the fuel injection operation and start according to the second fuel injection strategy and the ignition angle. In the embodiment, the enhanced starter is introduced to control the starting of the engine. In the initial stage of starting, the fuel injection operation can be prohibited due to the low target speed, so as to avoid the pre-combustion of the mixture at low speed, thereby reducing the combustion torque impact at the first combustion. When the target speed is high, the fuel injection operation can be allowed, and the ignition angle can be gradually increased according to the increase of the target speed, so that the combustion torque of the engine is slightly increased, which not only reduces the starting impact, but also ensures the stability of the combustion process. Through the above method, the technical effect of reducing the impact force during the starting of the engine in the vehicle is realized, and the technical problem of large impact force during the starting of the engine in the vehicle is solved.

[0166] According to another aspect of the embodiment of the present application, corresponding to the above-mentioned embodiment of the control method for starting the engine in the vehicle, the present specification also provides a control device for starting the engine in the vehicle, Figure 4 is a structural block diagram of a control device for starting the engine in the vehicle according to an embodiment of the present application, as Figure 4 shown, the control device 400 for starting the engine in the vehicle can include an acquisition unit 402, a first determination unit 404, a switching unit 406, a second determination unit 408 and a control unit 410.

[0167] The acquisition unit 402 is configured to acquire the target speed.

[0168] The first determination unit 404 is configured to determine a first fuel injection strategy in response to the target speed being in a first speed threshold range.

[0169] The switching unit 406 is configured to switch the first fuel injection strategy to a second fuel injection strategy in response to the target speed entering a second speed threshold range from the first speed threshold range.

[0170] The second determination unit 408 is configured to determine an ignition angle corresponding to the second speed threshold range in the second fuel injection strategy.

[0171] The control unit 410 is configured to control the starting of the engine according to the second fuel injection strategy and the ignition angle.

[0172] In the embodiment, the control device 400 for starting the engine in the vehicle is provided with the following units: a first determination unit 404 is configured to determine a first fuel injection strategy in response to the target speed being in a first speed threshold range. A switching unit 406 is configured to switch the first fuel injection strategy to a second fuel injection strategy in response to the target speed entering a second speed threshold range from the first speed threshold range. A second determination unit 408 is configured to determine an ignition angle corresponding to the second speed threshold range under the second fuel injection strategy. A control unit 410 is configured to control the starting of the engine according to the second fuel injection strategy and the ignition angle. Thus, the technical effect of reducing the impact force during the starting of the engine in the vehicle is achieved, and the technical problem of large impact force during the starting of the engine in the vehicle is solved.

[0173] According to another aspect of the embodiments of the present application, a vehicle, which can be an autonomous vehicle, is also provided, and includes a memory storing an executable program, and a processor configured to execute the program, wherein the program performs the steps of the above method when executed.

[0174] Figure 5 is a structural block diagram of an autonomous vehicle according to an embodiment of the present application, as shown in Figure 5 The components of the autonomous vehicle 500 include but are not limited to a memory 510 and a processor 520. The processor 520 and the memory 510 are connected through a bus 530, and a database 560 is used to save data.

[0175] The autonomous vehicle 500 can also include an access device 540 that enables the autonomous vehicle 500 to communicate via one or more networks 550. Examples of these networks include the Public Switched Telephone Network (PSTN), a Local Area Network (LAN), a Wide Area Network (WAN), a Personal Area Network (PAN), or a combination of communication networks such as the Internet. The access device 540 can include one or more of any type of network interface (such as a network interface controller (NIC)) wired or wireless, such as an IEEE 802.11 Wireless Local Area Network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC) interface, and the like.

[0176] In one embodiment of the present disclosure, the above-mentioned components of the autonomous vehicle 500 and other components not shown in the above-mentioned components can be connected to each other, such as through a bus. It should be understood that the autonomous vehicle structure diagram shown is for the purpose of example only, and is not a limitation on the scope of the present disclosure. Those skilled in the art can add or replace other components as needed. Figure 5 In one embodiment of the present disclosure, the above-mentioned components of the autonomous vehicle 500 and other components not shown in the above-mentioned components can be connected to each other, such as through a bus. It should be understood that the autonomous vehicle structure diagram shown is for the purpose of example only, and is not a limitation on the scope of the present disclosure. Those skilled in the art can add or replace other components as needed. Figure 5 The autonomous vehicle structure diagram shown is for the purpose of example only, and is not a limitation on the scope of the present disclosure. Those skilled in the art can add or replace other components as needed.

[0177] According to another aspect of the embodiment of the present application, a computer readable storage medium is also provided, which includes a stored executable program, wherein the executable program controls the device where the storage medium is located to perform the method of any one of the above when the executable program is executed.

[0178] According to another aspect of the embodiment of the present application, a computer program product is also provided, which includes a computer program, wherein the computer program is executed by a processor to implement the method of any one of the above.

[0179] In the above-mentioned embodiments of the present application, the description of each embodiment is focused on, and the part not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0180] In several embodiments provided by the present application, it should be understood that the disclosed technology can be implemented in other manners. The embodiments described above are merely exemplary, and the unit division is merely logical function division, and there can be other division manners in actual implementation. For example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be indirect couplings or communication connections through some interfaces, and electrical or mechanical couplings or communication connections.

[0181] The units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place or distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purposes of the embodiments.

[0182] In addition, each functional unit in the embodiments of the present application can be integrated in a processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0183] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solutions of the present application essentially or substantially, or all or part of the technical solutions, can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in the embodiments of the present application. The foregoing storage medium includes: a U disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and various other media that can store program codes.

[0184] The above are only preferred embodiments of the present application, and it should be pointed out that, for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements should be regarded as the protection scope of the present application.

Claims

1. A control method for starting an engine in a vehicle, characterized in that, The method includes: [The vehicle is equipped with an enhanced starter motor.] Obtain the target rotational speed, wherein the target rotational speed is the rotational speed obtained during the process of the enhanced starter continuously adjusting the engine speed in the vehicle; In response to the target speed being within a first speed threshold range, a first fuel injection strategy is determined, wherein the first fuel injection strategy is used to indicate that the engine is prohibited from performing fuel injection operations; In response to the target speed entering the second speed threshold range from the first speed threshold range, the first injection strategy is switched to the second injection strategy, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine during the combustion of the air-fuel mixture is positively correlated with the second speed threshold range, and the second injection strategy is used to indicate that the engine is allowed to perform injection operation; Under the second fuel injection strategy, the ignition angle corresponding to the second speed threshold range is determined, wherein the ignition angle is positively correlated with the second speed threshold range; The engine is started according to the second fuel injection strategy and the ignition angle.

2. The method according to claim 1, characterized in that, The second speed threshold range includes multiple sub-speed threshold ranges, which do not overlap. In response to the target speed moving from the first speed threshold range to the second speed threshold range, the first injection strategy is switched to the second injection strategy, including: In response to the target speed moving from the first speed threshold range into the first sub-speed threshold range among the plurality of sub-speed threshold ranges, the first fuel injection strategy is switched to the second fuel injection strategy.

3. The method according to claim 2, characterized in that, Under the second fuel injection strategy, determining the ignition angle corresponding to the second engine speed threshold range includes: Under the second fuel injection strategy, a first ignition angle corresponding to the first sub-speed threshold range is determined, wherein the first ignition angle is less than the angle threshold, and the first ignition angle is used to prevent the engine from burning the mixture.

4. The method according to claim 2, characterized in that, The method further includes: The first duration during which the target rotational speed does not fall within the first sub-rotational speed threshold range from the first rotational speed threshold range is obtained; In response to the first duration exceeding the duration threshold, the enhanced starter motor is controlled to stop adjusting the engine speed and the engine is prohibited from performing fuel injection.

5. The method according to claim 2, characterized in that, The method further includes: In response to the target speed moving from the first sub-speed threshold range into a second sub-speed threshold range among a plurality of sub-speed threshold ranges, the second fuel injection strategy is maintained, wherein the second sub-speed threshold range is greater than the first sub-speed threshold range.

6. The method according to claim 5, characterized in that, Under the second fuel injection strategy, determining the ignition angle corresponding to the second engine speed threshold range includes: Under the second fuel injection strategy, a second ignition angle corresponding to the second sub-speed threshold range is determined, wherein the second ignition angle is greater than the first ignition angle corresponding to the first sub-speed threshold range, and the second ignition angle is used to enable the engine to generate a first combustion torque during the combustion of the gas-fuel mixture, wherein the first combustion torque is less than a first torque threshold.

7. The method according to claim 5, characterized in that, The method further includes: The second duration during which the target rotational speed does not fall within the second sub-rotational speed threshold range from the first sub-rotational speed threshold range is obtained; In response to the second duration exceeding the duration threshold, the enhanced starter motor is controlled to stop adjusting the engine speed and the engine is prohibited from performing fuel injection.

8. The method according to claim 5, characterized in that, The method further includes: In response to the target speed moving from the second sub-speed threshold range into a third sub-speed threshold range among the plurality of sub-speed threshold ranges, the second injection strategy is maintained, wherein the third sub-speed threshold range is greater than the second sub-speed threshold range.

9. The method according to claim 8, characterized in that, Under the second fuel injection strategy, determining the ignition angle corresponding to the second engine speed threshold range includes: Under the second injection strategy, a third ignition angle corresponding to the third sub-speed threshold range is determined, wherein the third ignition angle is greater than the second ignition angle corresponding to the second sub-speed threshold range, and the third ignition angle is used to enable the engine to generate a second combustion torque during the combustion of the gas-fuel mixture, wherein the second combustion torque exceeds the first combustion torque corresponding to the second ignition angle but is less than the second torque threshold, and the second ignition angle is used to enable the engine to generate the first combustion torque during the combustion of the gas-fuel mixture.

10. The method according to claim 8, characterized in that, The method further includes: The third duration during which the target rotational speed does not enter the third sub-rotational speed threshold range from the second sub-rotational speed threshold range is obtained; In response to the third duration exceeding the duration threshold, the enhanced starter motor is controlled to stop adjusting the engine speed and the engine is prohibited from performing fuel injection.

11. A control system for starting an engine in a vehicle, characterized in that, include: An enhanced starter motor is used to continuously adjust the engine speed in the vehicle to obtain a target speed; A controller is configured to: determine a first injection strategy in response to the target speed being within a first speed threshold range, wherein the first injection strategy indicates that the engine is prohibited from performing injection operations; switch the first injection strategy to a second injection strategy in response to the target speed moving from the first speed threshold range into a second speed threshold range, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine during the combustion of the air-fuel mixture is positively correlated with the second speed threshold range, and the second injection strategy indicates that the engine is allowed to perform injection operations; determine an ignition angle corresponding to the second speed threshold range under the second injection strategy, wherein the ignition angle is positively correlated with the second speed threshold range; and control the engine to start according to the second injection strategy and the ignition angle.

12. A control device for starting an engine in a vehicle, characterized in that, An enhanced starter motor is deployed in the vehicle, the device comprising: An acquisition unit is used to acquire a target rotational speed, wherein the target rotational speed is the rotational speed obtained during the process of the enhanced starter continuously adjusting the engine speed in the vehicle; The first determining unit is configured to determine a first fuel injection strategy in response to the target speed being within a first speed threshold range, wherein the first fuel injection strategy is configured to indicate that the engine is prohibited from performing fuel injection operations; A switching unit is configured to switch the first injection strategy to the second injection strategy in response to the target speed moving from the first speed threshold range to the second speed threshold range, wherein the second speed threshold range is greater than the first speed threshold range, the combustion torque generated by the engine during the combustion of the air-fuel mixture is positively correlated with the second speed threshold range, and the second injection strategy is used to indicate that the engine is allowed to perform injection operations; The second determining unit is used to determine the ignition angle corresponding to the second speed threshold range under the second fuel injection strategy, wherein the ignition angle is positively correlated with the second speed threshold range; The control unit is used to control the engine to start according to the second fuel injection strategy and the ignition angle.

13. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 10.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 10.

15. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 1 to 10.

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