Engine starting methods, devices, vehicles, and storage media

Abstract

This application relates to the field of vehicle technology, and provides an engine starting method, device, vehicle, and storage medium, including: S1, when the engine is off and the crankshaft stops rotating, controlling a motor to drive the crankshaft to a position at a first preset angle α after the top dead center of a first target cylinder, where 0° < α ≤ 180°; S2, obtaining an engine start command; S3, controlling a motor to drive the crankshaft to rotate a second preset angle β; wherein, the second preset angle β = 360° - α; S4, controlling a motor to drive the crankshaft to rotate at the top dead center of the compression stroke of a second target cylinder, and controlling the second target cylinder to inject fuel and ignite when ignition conditions are met; the second target cylinder is selected as the same cylinder or a different cylinder from the first target cylinder. When the first target cylinder and the second target cylinder are different cylinders, when the first target cylinder is at the top dead center of the compression stroke, the second target cylinder is at the top dead center of the exhaust stroke. This can reduce engine vibration during startup.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an engine starting method, device, vehicle, and storage medium. Background Technology

[0002] Compared to pure electric vehicles, hybrid vehicles can operate by the combined drive of an electric motor and an engine, offering superior adaptability to various operating conditions. In hybrid vehicles, the engine is started by the electric motor rotating the engine. However, during ignition, if the crankshaft's rotational speed increases rapidly under the motor's influence, the engine is prone to significant vibration, negatively impacting the user experience. Summary of the Invention

[0003] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this application provides an engine starting method, device, vehicle and storage medium, which can reduce engine vibration during startup.

[0004] The first aspect of this application provides an engine starting method for a hybrid vehicle, the vehicle including an engine and an electric motor, the electric motor capable of driving the crankshaft of the engine to rotate, the control method including:

[0005] S1. When the engine is turned off and the crankshaft stops rotating, control the motor to drag the crankshaft to a position at a first preset angle α after the top dead center of the first target cylinder, where 0°<α≤180°;

[0006] S2. Obtain engine start command;

[0007] S3. Control the motor to drive the crankshaft to rotate by a second preset angle β; wherein, the second preset angle β = 360° - α;

[0008] S4. Control the motor to drive the crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder, and control the second target cylinder to inject oil and ignite when the ignition conditions are met;

[0009] Specifically, when the second target cylinder is selected to be the same cylinder or a different cylinder from the first target cylinder, and the first target cylinder and the second target cylinder are different cylinders, when the first target cylinder is at the top dead center of the compression stroke, the second target cylinder is at the top dead center of the exhaust stroke.

[0010] Based on the above scheme, when the engine is off and the crankshaft stops rotating, the crankshaft is rotated by a motor and eventually stops at a first preset angle α after the top dead center of the first target cylinder. This sets the position of the crankshaft when the engine starts next. After receiving the engine start command, the crankshaft is first rotated by the motor to the top dead center of the first target cylinder by a second preset angle. Then, the crankshaft is rotated by the motor to the top dead center of the compression stroke of the second target cylinder. When the ignition conditions are met, the second target cylinder is controlled to inject fuel and ignite. In this way, the crankshaft is driven by the motor to rotate at least β+360°-γ (γ is the ignition angle range), thereby increasing the number of crankshaft rotations when the engine ignites. This makes the rotational angular velocity of the crankshaft tend to be stable when the engine ignites, thereby reducing the vibration when the rotational angular velocity of the crankshaft is increasing during engine ignition and improving the user experience.

[0011] Optionally, the engine is a four-cylinder engine, and the first target cylinder is the first cylinder;

[0012] When the top dead center of the first target cylinder is the top dead center of the compression stroke, the second target cylinder is the first cylinder, and the first cylinder is controlled to inject fuel and ignite when the ignition conditions are met;

[0013] When the top dead center of the first target cylinder is the top dead center of the exhaust stroke, the second target cylinder is the fourth cylinder, and the fourth cylinder is controlled to inject fuel and ignite when the ignition conditions are met.

[0014] Based on the above scheme, by taking advantage of the special characteristic that when the first cylinder of a four-cylinder engine is at top dead center, the fourth cylinder is also at top dead center, the second target cylinder can be selected as the fourth cylinder or the first cylinder. This ensures that before the second target cylinder is injected and ignited, the crankshaft rotates at the same angle under the drive of the electric motor, which reduces engine vibration during startup and helps to shorten the engine startup time.

[0015] Optionally, between S3 and S4, the method further includes determining the second target cylinder, wherein determining the second target cylinder includes:

[0016] Obtain the number of cylinders of the engine. If the number of cylinders of the engine is four, then the second target cylinder is the same as or different from the first target cylinder; if the number of cylinders of the engine is greater than or less than four, then the second target cylinder is the same as the first target cylinder.

[0017] Optionally, in S1, the top dead center is either the top dead center of the compression stroke or the top dead center of the exhaust stroke.

[0018] Optionally, when the number of cylinders in the engine is four, it is determined whether the current position of the first target cylinder is the top dead center of the compression stroke or the top dead center of the exhaust stroke;

[0019] If it is the top dead center of the exhaust stroke, then the second target cylinder is selected as the same cylinder as the first target cylinder;

[0020] If it is the top dead center of the compression stroke, then the second target cylinder is selected as a different cylinder from the first target cylinder.

[0021] Optionally, the ignition conditions include the oil rail pressure reaching a set value and the piston of the second target cylinder being within a set ignition angle range.

[0022] Optionally, determining the ignition conditions includes:

[0023] Obtain the oil rail pressure and determine whether the oil rail pressure has reached the set value;

[0024] Determine whether the piston of the second target cylinder is within the set ignition angle range;

[0025] If the oil rail pressure reaches the set value and is within the set ignition angle range, then the ignition conditions are met.

[0026] A second aspect of this application provides an engine starting device for a hybrid vehicle, the vehicle including an electric motor and an engine, the electric motor capable of driving the rotation of the engine crankshaft, the engine starting device comprising:

[0027] The first control module is used to control the motor to drive the crankshaft to rotate to a position of a first preset angle α after the top dead center of the first target cylinder when the engine is turned off and the crankshaft stops rotating.

[0028] The first information acquisition module is used to acquire engine start commands;

[0029] The second control module is used to control the motor to drive the crankshaft to rotate a second preset angle β.

[0030] The third control module is used to control the motor to drive the crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder, and to control the second target cylinder to inject fuel and ignite when ignition is available.

[0031] A third aspect of this application provides a vehicle comprising:

[0032] Memory, used to store executable program code;

[0033] A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the method as described in any of the preceding descriptions.

[0034] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed, implements the method described in any of the preceding claims.

[0035] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description

[0036] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0037] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 A schematic diagram of a hybrid architecture structure for a vehicle provided in an embodiment of this application;

[0039] Figure 2 A schematic flowchart illustrating an engine starting method provided in an embodiment of this application;

[0040] Figure 3 This is a schematic diagram of the structure of a vehicle drive device provided in an embodiment of this application;

[0041] Figure 4 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0042] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0043] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0044] Embodiments of this application provide an engine starting method, which is applied to a hybrid vehicle, also known as a hybrid vehicle.

[0045] For example, Figure 1 This is a schematic diagram of a hybrid vehicle architecture. That is to say... Figure 1 A hybrid architecture for hybrid vehicles is presented, but other hybrid architectures are also possible.

[0046] The following combination Figure 1 The hybrid architecture of the vehicle involved in the embodiments of this application will be described.

[0047] like Figure 1 As shown, the vehicle includes an engine 1 and a motor 2. The vehicle has a special engine starting method, which is to use the motor (high voltage motor or large motor) 2 to drive the crankshaft of the engine 1 to rotate, thereby starting the engine. However, since the position of the crankshaft when it stops rotating is random, when the motor 2 drives the crankshaft to rotate, the motor 2 can bring the rotational angular velocity of the crankshaft to more than 800 Rr / min after rotating half a turn. If the engine 1 is ignited when the crankshaft rotational speed increases, it will cause the engine 1 to vibrate significantly.

[0048] In response to the above issues, the following will be combined with... Figure 1 The hybrid architecture of the vehicle shown illustrates the implementation process of the engine starting method provided in this application embodiment:

[0049] Figure 2 This is a schematic flowchart illustrating the engine starting method provided in an embodiment of this application. The executing entity of this control method can be a control unit in the vehicle, such as an HCU (Hybrid Control Unit), a VCU (Vehicle Control Unit), or a PDCU (Power Train Domain Control Unit).

[0050] For example, refer to Figure 3 The engine starting method includes:

[0051] S1. When the engine 1 is turned off and the crankshaft stops rotating, the control motor 2 drags the crankshaft to the position of the first preset angle α after the top dead center of the first target cylinder, 0°<α≤180°;

[0052] S2, Obtain the engine 1 start command;

[0053] S3. Control motor 2 to drive crankshaft to rotate by a second preset angle β, wherein the second preset angle β = 360° - α;

[0054] S4. Control motor 2 to continue driving the crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder, and control the second target cylinder to inject fuel and ignite when the ignition conditions are met.

[0055] Specifically, when the second target cylinder is selected to be the same cylinder as or a different cylinder from the first target cylinder, and the first target cylinder and the second target cylinder are different cylinders, when the first target cylinder is at the top dead center of the compression stroke, the second target cylinder is at the top dead center of the exhaust stroke.

[0056] The aforementioned engine 1 has a first target cylinder and a second target cylinder.

[0057] It should be noted that in S1, the engine 1 shutting off and the crankshaft stopping rotating are two conditions that need to be met simultaneously. The engine 1 shutting off can be confirmed by the engine 1 shutting off command, while the crankshaft stopping rotating can be determined by the crankshaft position sensor detecting the crankshaft speed. When the crankshaft speed is 0, it is determined that the crankshaft has stopped rotating.

[0058] Furthermore, when motor 2 drives the crankshaft to rotate, engine 1 is in a shut-off state, and the crankshaft is in a stationary state. At this time, the position of the crankshaft is random. By using motor 2 to drive the crankshaft to rotate, the crankshaft eventually stops at a set position. That is, by using motor 2 to actively intervene, the crankshaft eventually stops at a set position before the engine 1 starts again. The set position can be selected as the position of the first preset angle after the top dead center of the first target cylinder, so as to facilitate the subsequent confirmation of the top dead center of the compression stroke of the second target cylinder, and increase the angle of crankshaft rotation when the second target cylinder is ignited, so that the rotational angular velocity of the crankshaft tends to be stable when engine 1 is ignited.

[0059] Understandably, the top dead center (TDC) can be confirmed using a crankshaft position sensor, thus clearly indicating that the crankshaft has reached the TDC of the first target cylinder. The crankshaft is then allowed to continue rotating until it stops at the set position, facilitating the confirmation of its position. When the crankshaft continues to rotate and its position at TDC of the first target cylinder is confirmed again, the crankshaft has rotated 180°-360°, meaning it has rotated at least half a revolution.

[0060] Moreover, from another perspective, the crankshaft stops at the first preset angle after the top dead center of the first target cylinder, which is before the next top dead center. At this point, it stops at a position 360°-α before the next top dead center. When the crankshaft continues to rotate to the next top dead center, the angle of rotation of the crankshaft is also 180°-360°.

[0061] The aforementioned top dead center (TDC) can refer to either the compression stroke or the exhaust stroke. The compression stroke TDC is the position where the piston reaches its highest point during the compression stroke, at which point the piston is furthest from the crankshaft's center of rotation. The exhaust stroke TDC is the position where the piston reaches its highest point during the exhaust stroke, at which point the piston is furthest from the crankshaft's center of rotation.

[0062] The first preset angle α is 0°-180°, and can be selected as 10°, 30°, 50°, 60°, 100°, 120°, 140°, 150°, 180°, etc., or other reasonable angles within the 0°-180° range. Further, the first preset angle α is preferably 0°-15°, and can be selected as 2°, 4°, 5°, 6°, 10°, 12°, 14°, 15°, etc., or other reasonable angles within the 0°-15° range. When the first preset angle α is set smaller, the second preset angle β will be larger when the crankshaft rotates again to the top dead center of the first target cylinder under the drive of motor 2. Thus, during subsequent fuel injection and ignition of the second target cylinder, the crankshaft will rotate a larger angle and more revolutions, resulting in a more stable crankshaft speed.

[0063] Of course, considering the existence of errors, the first preset angle α mentioned above is an angle range. At this time, the actual angle range of the first preset angle α is α±3°.

[0064] It should be noted that after the engine start command is obtained, in S3, the motor 2 drives the crankshaft to rotate by a second preset angle, and the crankshaft rotates to the top dead center of the first target cylinder. At this time, the angle of crankshaft rotation after obtaining the engine start command is β.

[0065] It should be noted that, based on S3, motor 2 drives the crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder, and controls the second target cylinder to inject fuel and ignite when the ignition conditions are met. The ignition conditions include the piston of the first target cylinder being within the set ignition angle range. Thus, the crankshaft rotates at the top dead center of the compression stroke of the second target cylinder until the crankshaft rotates to the set ignition angle range.

[0066] The ignition angle setting range is usually between 0° and 60°, and can be selected according to actual needs. For example, you can choose 6°-12°, 8°-10°, 20°-30°, etc. Of course, you can also choose other reasonable ranges within the 0°-60° range.

[0067] As exemplified above, assuming the ignition angle range is set to 6°-12°, when the motor 2 drives the crankshaft to rotate to the range of 6°-12° before the top dead center of the compression stroke of the second target cylinder, the ignition angle range of the second target cylinder is reached, and at this time, the fuel injection and ignition of the second target cylinder can be controlled.

[0068] Ignition angle refers to the angle through which the crankshaft rotates from the moment of ignition until the piston reaches top dead center of the compression stroke. A proper ignition angle maximizes the mechanical work done by the engine per cycle, thereby achieving optimal power, fuel economy, and emissions performance.

[0069] It should be noted that the second target cylinder can be selected to be the same cylinder as the first target cylinder or a different cylinder. In other words, the second target cylinder can be selected to be the same cylinder as the first target cylinder, or it can be selected to be a different cylinder from the first target cylinder.

[0070] For example, whether the second target cylinder and the first target cylinder are the same cylinder or different cylinders can be determined by the number of cylinders in engine 1. Commonly used engines 1 include three-cylinder engines, four-cylinder engines, six-cylinder engines, eight-cylinder engines, twelve-cylinder engines, etc.

[0071] When engine 1 has four cylinders, the first target cylinder and the second target cylinder can be the same cylinder or different cylinders. For example, the first target cylinder is the first cylinder, and the second target cylinder can be either the first cylinder or the fourth cylinder. This is because in a four-cylinder engine, when the first cylinder is at the top dead center of the compression stroke, the fourth cylinder is at the top dead center of the exhaust stroke; when the first cylinder is at the top dead center of the exhaust stroke, the fourth cylinder is at the top dead center of the compression stroke. This characteristic can be used to control the ignition of the first cylinder or the fourth cylinder.

[0072] When the number of cylinders in engine 1 is not four (i.e., the number of cylinders in engine 1 is greater than or less than four), the second target cylinder is preferably the same cylinder as the first target cylinder. For example, both the first and second target cylinders can be cylinder 1. In this case, it is convenient to confirm the top dead center of the compression stroke of the first cylinder through the camshaft position sensor and the crankshaft position sensor. Of course, the first target cylinder can also be selected to be different from the second target cylinder. In this case, the position of the first cylinder and the rotation angle of the crankshaft can be used to determine the position of the other cylinders.

[0073] If the first target cylinder and the second target cylinder are the same cylinder, then when the second target cylinder is injected and ignited, the crankshaft rotates at least β+360°-γ (where γ is the ignition angle range, 0°<γ≤60°), so the crankshaft rotates at least one revolution. At this time, the rotational angular velocity of the crankshaft driven by the motor 2 tends to be stable. When the engine 1 is ignited, the vibration of the engine 1 is relatively small, thereby achieving stable starting of the engine 1.

[0074] If the first target cylinder and the second target cylinder are different cylinders, then the crankshaft rotation angle is also at least β+360°-γ (where γ is the ignition angle range, 0°<γ≤60°), then the crankshaft has rotated at least one revolution. At this time, the rotational angular velocity of the crankshaft driven by the motor 2 tends to be stable. At this time, the ignition of the engine 1 can make the vibration of the engine 1 relatively small, thereby achieving stable starting of the engine 1.

[0075] The angle at which the crankshaft rotates before the second target cylinder is injected and ignited is determined by whether the top dead center in S1 is the top dead center of the compression stroke or the top dead center of the exhaust stroke, and whether the second target cylinder and the first target cylinder are the same cylinder. This will be further explained below.

[0076] In summary, the engine starting method involves using motor 2 to rotate the crankshaft when engine 1 is off and the crankshaft stops rotating, eventually stopping it at a first preset angle α after the top dead center of the first target cylinder. This sets the crankshaft position for the next start of engine 1. After receiving the engine start command, motor 2 first rotates the crankshaft by a second preset angle to the top dead center of the first target cylinder. Then, motor 2 rotates the crankshaft to the top dead center of the compression stroke of the second target cylinder. When ignition conditions are met, the second target cylinder is controlled to inject fuel and ignite. In this way, motor 2 drives the crankshaft to rotate at least β+360°-γ (where γ is the ignition angle range, 0°<γ≤60°)), thereby increasing the number of crankshaft rotations when engine 1 ignites. This makes the crankshaft rotational angular velocity during engine 1 ignition more stable, thus reducing vibrations caused by the increasing rotational angular velocity of the crankshaft during engine 1 ignition and improving the user experience.

[0077] In S1, the top dead center is either the top dead center of the compression stroke or the top dead center of the exhaust stroke. Based on this, by way of example, in some embodiments, the first target cylinder and the second target cylinder are the same cylinder, in which case the number of cylinders of engine 1 can be disregarded.

[0078] By using the same target cylinder as the first target cylinder, the process of determining the second target cylinder can be eliminated. Only the position of the first target cylinder needs to be confirmed, which makes the control method simple and direct and improves the reliability of operation.

[0079] At this point, the specific flow of the control method is as follows:

[0080] S10. When the engine is turned off and the crankshaft stops rotating, control motor 2 to drive the crankshaft to rotate to the position of the first preset angle α after the top dead center of the first target cylinder, 0°<α≤180°;

[0081] S11. Obtain the engine 1 start command;

[0082] S12. Control motor 2 to drive crankshaft to rotate by a second preset angle; wherein, the second preset angle β = 360° - α;

[0083] S13. Control motor 2 to drive the crankshaft to rotate at the top dead center of the compression stroke of the first target cylinder, and control the first target cylinder to inject oil and ignite when the ignition conditions are met.

[0084] In the first scenario, when the top dead center of the first target cylinder is the top dead center of the compression stroke in S10, after receiving the engine 1 start command, the motor 2 drives the crankshaft to rotate by a second preset angle β, so that the first target cylinder is located at the top dead center of the exhaust stroke. If the first target cylinder is to be ignited, the motor 2 needs to drive the crankshaft to continue rotating, so that the first target cylinder moves towards the top dead center of the compression stroke. In this way, the crankshaft rotates another 360°-γ from the top dead center of the exhaust stroke of the first target cylinder (where γ is the ignition angle range, 0°<γ≤60°). Then, the angle rotated by the crankshaft after the engine 1 start command is determined is β+360°-γ=720°-(α+γ), which is at least 480°. At this time, the rotational angular velocity of the crankshaft tends to be stable.

[0085] In the second scenario, when the top dead center of the first target cylinder is the top dead center of the exhaust stroke in S10, after receiving the engine 1 start command, the motor 2 drives the crankshaft to rotate by a second preset angle β, so that the first target cylinder is located at the top dead center of the compression stroke. To ignite the first target cylinder, the motor 2 needs to drive the crankshaft to continue rotating, causing the first target cylinder to move towards the top dead center of the compression stroke. In this way, the crankshaft rotates another 720° - γ (where γ is the ignition angle range, 0° < γ ≤ 60°) from the top dead center of the exhaust stroke of the first target cylinder. Then, the angle rotated by the crankshaft after receiving the engine 1 start command is β + 720° - γ = 1080° - (α + γ), which is at least 840°. At this time, the rotational angular velocity of the crankshaft is more stable than in the previous scenario.

[0086] It should be noted that when the first target cylinder is the first cylinder, the crankshaft position sensor and camshaft position sensor can be used to confirm whether the top dead center of the first target cylinder in S2 is the top dead center of the exhaust stroke or the top dead center of the compression stroke.

[0087] Specifically, the camshaft position sensor (CPS) collects camshaft angle signals and inputs them into the electronic control unit (HCU, VCU, or PDCU) to determine ignition and injection timing. The crankshaft position sensor determines the crankshaft position, i.e., the crankshaft angle and engine speed, and is also electrically connected to the electronic control unit.

[0088] Thus, in the prior art, the position of the first cylinder is determined by using a camshaft position sensor and a crankshaft position sensor. For example, the position of the first cylinder is determined by using the position of the camshaft and the position of the crankshaft to determine whether the first cylinder is at the top dead center of the compression stroke or the top dead center of the compression stroke.

[0089] Of course, the first target cylinder can also be any other cylinder besides the first cylinder, such as the second cylinder, the third cylinder, etc. In this case, the position of the top dead center of the other cylinders is determined by confirming the position of the first cylinder and the rotation angle of the crankshaft.

[0090] Optionally, in other embodiments, the second target cylinder can be selected as a different cylinder from the first target cylinder. For example, the first target cylinder can be selected as the first cylinder, and the second target cylinder can be selected as the second cylinder. In this way, after the engine 1 start command is determined, the control motor 2 first drags the crankshaft to rotate by a second preset angle, and then the control motor 2 drags the crankshaft to rotate to the top dead center of the compression stroke of the second cylinder, and controls the second cylinder to inject fuel and ignite when the ignition conditions are met.

[0091] For example, in some other embodiments, considering the number of cylinders of engine 1, when the engine is a four-cylinder engine, the first target cylinder is the first cylinder. In S1, when the top dead center of the first target cylinder is the top dead center of the compression stroke, the second target cylinder is selected as the first cylinder, and the first cylinder is controlled to inject fuel and ignite when the ignition conditions are met; in S1, when the top dead center of the first target cylinder is the top dead center of the exhaust stroke, the second target cylinder is limited to the fourth cylinder, and the fourth cylinder is controlled to inject fuel and ignite when the ignition conditions are met.

[0092] Specifically, let's assume the first target cylinder is the first cylinder.

[0093] In one scenario, during S1, when the crankshaft stops at a first preset angle α after the top dead center of the compression stroke of the first cylinder, after receiving the engine 1 start command, the motor 2 drives the crankshaft to rotate by a second preset angle β. The first cylinder is at the top dead center of the exhaust stroke, and the fourth cylinder is at the top dead center of the compression stroke. At this point, the second target cylinder is the first cylinder. To ignite the first cylinder, the motor 2 needs to drive the crankshaft to continue rotating, causing the first cylinder to move towards its top dead center of the compression stroke. In this way, the crankshaft rotates another 360° - γ (where γ is the ignition angle range, 0° < γ ≤ 60°) from the top dead center of the exhaust stroke of the first target cylinder. Therefore, the angle rotated by the crankshaft after receiving the engine 1 start command is β + 360° - γ = 720° - (α + γ), which is at least 480°. At this point, the rotational angular velocity of the crankshaft tends to stabilize.

[0094] At this point, the specific flow of the control method is as follows:

[0095] S20. When the engine is turned off and the crankshaft stops rotating, control motor 2 drives the crankshaft to rotate to the position of the first preset angle α after the top dead center of the compression stroke of the first cylinder, 0°<α≤180°;

[0096] S21. Obtain engine 1 start command;

[0097] S22. Control motor 2 to drive crankshaft to rotate by a second preset angle; wherein, the second preset angle β = 360° - α;

[0098] S23. Control motor 2 to drive crankshaft to rotate at the top dead center of the compression stroke of the first cylinder, and control the first cylinder to inject fuel and ignite when the ignition conditions are met.

[0099] In another scenario, in S2, when the crankshaft stops at a first preset angle α after the top dead center of the exhaust stroke of the first cylinder, after receiving the engine 1 start command, the motor 2 drives the crankshaft to rotate by a second preset angle β. The first cylinder is at the top dead center of the compression stroke, and the fourth cylinder is at the top dead center of the exhaust stroke. At this point, the second target is the fourth cylinder. If the fourth cylinder is to be ignited, the motor 2 needs to drive the crankshaft to continue rotating, so that the fourth cylinder moves towards its top dead center of the compression stroke. In this way, the crankshaft rotates another 360° - γ (where γ is the ignition angle range, 0° < γ ≤ 60°) from the top dead center of the exhaust stroke of the fourth cylinder. Then, the angle rotated by the crankshaft after the engine 1 start command is determined is β + 360° - γ = 720° - (α + γ), which is at least 480°. At this point, the rotational angular velocity of the crankshaft tends to be stable.

[0100] At this point, the specific flow of the control method is as follows:

[0101] S30. When the engine 1 is turned off and the crankshaft stops rotating, the control motor 2 drives the crankshaft to rotate to the position of the first preset angle α after the top dead center of the exhaust stroke of the first cylinder, 0°<α≤180°;

[0102] S31. Obtain engine start command;

[0103] S32. Control motor 2 to drive crankshaft to rotate by a second preset angle; wherein, the second preset angle β = 360° - α;

[0104] S33, control motor 2 to drive the crankshaft to rotate at the top dead center of the compression stroke of the fourth cylinder, and control the fourth cylinder to inject fuel and ignite when the ignition conditions are met.

[0105] Combining the two situations mentioned above, due to the special characteristics of a four-cylinder engine, specifically that when the first cylinder is at top dead center, the fourth cylinder is also at top dead center, the second target cylinder can be selected as either the fourth cylinder or the first cylinder. This ensures that before the second target cylinder is injected and ignited, the crankshaft rotates at the same angle under the drive of the motor 2. This reduces vibration when the engine 1 starts and helps to shorten the start-up time of the engine 1, thus improving efficiency.

[0106] Of course, the first target cylinder can also be selected as the fourth cylinder, or one of the second and third cylinders. In this case, when the first target cylinder is the fourth cylinder, the second target cylinder is the first cylinder. And when the first target cylinder is one of the second and third cylinders, the second target cylinder is the other one.

[0107] Furthermore, when engine 1 is a four-cylinder engine and the first target cylinder is the first cylinder, the second target cylinder can also be selected as the fourth cylinder, and the above control method can still be used.

[0108] Specifically, in the first case, when the top dead center of the first cylinder is the top dead center of the compression stroke in S1, the fourth cylinder is at the top dead center of the exhaust stroke. After receiving the engine 1 start command, the motor 2 drives the crankshaft to rotate by a second preset angle β. Then, the first cylinder is at the top dead center of the exhaust stroke, and the fourth cylinder is at the top dead center of the compression stroke. If the fourth cylinder is to be ignited at this time, the motor 2 continues to drive the crankshaft to rotate at the top dead center of the compression stroke of the fourth cylinder. In this way, the crankshaft rotates another 720°-γ (where γ is the ignition angle range, 0°<γ≤60°) from the top dead center of the compression stroke of the fourth cylinder. Then, the angle rotated by the crankshaft after the engine 1 start command is determined is β+720°-γ=1080°-(α+γ), which is at least 840°. At this time, the rotational angular velocity of the crankshaft tends to be stable.

[0109] At this point, the specific flow of the control method is as follows:

[0110] S40. When engine 1 is turned off and crankshaft stops rotating, control motor to drive crankshaft to the position of the first preset angle α after the top dead center of the compression stroke of the first cylinder, 0°<α≤180°;

[0111] S41. Obtain engine start command;

[0112] S42. Control the motor to drive the crankshaft to rotate by a second preset angle; wherein, the second preset angle β = 360° - α;

[0113] S43. Control the motor to drive the crankshaft to rotate at the top dead center of the compression stroke of the fourth cylinder, and control the fourth cylinder to inject fuel and ignite when the ignition conditions are met.

[0114] In the second case, in S2, when the top dead center of the first cylinder is the top dead center of the exhaust stroke, the fourth cylinder is at the top dead center of the compression stroke. After receiving the engine 1 start command, the motor 2 drives the crankshaft to rotate by a second preset angle β. Then the first cylinder is at the top dead center of the compression stroke, and the fourth cylinder is at the top dead center of the exhaust stroke. If you want to ignite the fourth cylinder, control the motor 2 to continue to drive the crankshaft to rotate at the top dead center of the fourth cylinder's compression stroke. Then the crankshaft rotates 360°-γ from the top dead center of the fourth cylinder's exhaust stroke (where γ is the ignition angle range, 0°<γ≤60°). The angle that the crankshaft rotates after receiving the engine 1 start command is β+360°-γ=720°-(α+γ), which is at least 480°. At this time, the rotational angular velocity of the crankshaft tends to be stable.

[0115] At this point, the specific flow of the control method is as follows:

[0116] S50. When engine 1 is turned off and crankshaft stops rotating, control motor to drive crankshaft to the position of the first preset angle α after the top dead center of the exhaust stroke of the first cylinder, 0°<α≤180°;

[0117] S51, Obtain engine start command;

[0118] S52. Control the motor to drive the crankshaft to rotate by a second preset angle; wherein, the second preset angle β = 360° - α;

[0119] S53, control the motor to drive the crankshaft to rotate at the top dead center of the compression stroke of the fourth cylinder, and control the fourth cylinder to inject fuel and ignite when the ignition conditions are met.

[0120] Thus, when engine 1 is a four-cylinder engine, after receiving the engine 1 start command and before controlling the second target cylinder to inject fuel and ignite, the angle by which motor 2 drives the crankshaft to rotate is x*360°-(α+γ), where x=2 or x=3. In this way, before the second target cylinder injects fuel and ignites, the crankshaft rotates at least 720-α-γ, which is at least 480°. At this time, the rotational angular velocity of the crankshaft tends to be stable, which can reduce engine vibration and improve user experience.

[0121] It should be noted that the first target cylinder can also be any cylinder other than the first cylinder. For example, the first target cylinder can be the fourth cylinder, the second target cylinder can be the first cylinder, or one of the first and second target cylinders can be the second cylinder and the other can be the third cylinder. Alternatively, the first target cylinder can be the first cylinder, and the second target cylinder can be the second or the third cylinder. In this case, the position of the first cylinder is confirmed and the position of the top dead center of the other cylinders is determined according to the rotation angle of the crankshaft.

[0122] In some embodiments, the control method for starting the engine 1 by the motor 2 may further include: determining a second target cylinder.

[0123] For example, determining the second target cylinder includes: obtaining the number of cylinders in engine 1; if the number of cylinders is four, then the second target cylinder is selected to be the same as or different from the first target cylinder. If the number of cylinders is greater than or less than four, then the second target cylinder is selected to be the same as the first target cylinder.

[0124] By determining the second target cylinder based on the number of cylinders in engine 1, the optimal solution for the second target cylinder can be achieved based on the number of cylinders in engine 1. This reduces vibration during engine 1 startup and helps to shorten the startup time of engine 1, thereby improving efficiency.

[0125] In the case of a four-cylinder engine, the second target cylinder can be determined by whether the top dead center of the first target cylinder in S1 is the top dead center of the compression stroke or the top dead center of the exhaust stroke.

[0126] Specifically, in this case, if the number of cylinders is four, the current position of the first target cylinder is determined as either the top dead center of the compression stroke or the top dead center of the exhaust stroke. If it is the top dead center of the exhaust stroke, the second target cylinder is selected to be the same as the first target cylinder; if it is the top dead center of the compression stroke, the second target cylinder is selected to be different from the first target cylinder.

[0127] In this way, when engine 1 is a four-cylinder engine, the second target cylinder can be selected based on whether the top dead center of the first target cylinder is the top dead center of the compression stroke or the top dead center of the exhaust stroke in S1, so that when the second target cylinder injects fuel and ignites, the crankshaft rotation angle remains unchanged.

[0128] It should be noted that the first target cylinder can be a fixed selection, such as setting the first target cylinder as the first cylinder. Alternatively, it can be determined each time the control method is executed, for example, by adding the determination of the first target cylinder in S1, in which case the cylinder closest to its own top dead center can be selected as the first target cylinder.

[0129] For example, in one specific implementation, between S3 and S4, that is, after controlling the motor 2 to drive the crankshaft to rotate by a second preset angle β, and after controlling the motor to drive the crankshaft to rotate to the top dead center of the compression stroke of the second target cylinder, and before controlling the second target cylinder to inject fuel and ignite when the ignition conditions are met, the method further includes determining the second target cylinder.

[0130] At this point, the specific flow of the control method is as follows:

[0131] S60. When the engine is turned off and the crankshaft stops rotating, control motor 2 drives the crankshaft to rotate to the position of the first preset angle α after the top dead center of the first target cylinder, 0°<α≤180°;

[0132] S61, Obtain engine 1 start command;

[0133] S62. Control motor 2 to drive crankshaft to rotate by a second preset angle; wherein, the second preset angle β = 360° - α;

[0134] S63, Identify the second target cylinder;

[0135] S64. Control motor 2 to drive the crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder, and control the second target cylinder to inject oil and ignite when the ignition conditions are met.

[0136] For example, in another specific implementation, the determination of the second target cylinder can also be performed before S1. In this case, the second target cylinder is determined at the beginning of the control flow. At this time, the first target cylinder also needs to be determined. That is, the first target cylinder is determined first, and then the second target cylinder is determined according to the number of cylinders of engine 1. The first target cylinder can be selected individually each time, or it can be preset. For example, if the first target cylinder is cylinder 1, then it is not necessary to determine the first target cylinder, only the second target cylinder needs to be determined. Of course, the first target cylinder can also be selected in S1. For example, when the engine is turned off and the crankshaft stops rotating, the cylinder that is closest to its own top dead center is selected as the first target cylinder. Then, the motor is controlled to drive the crankshaft to rotate to a position of a first preset angle α after the top dead center of the selected cylinder.

[0137] Alternatively, it can be placed between S2 and S3. In this case, the second target cylinder is determined after the engine start command is confirmed. The first target cylinder can be determined before S1 or in S1, or it can be pre-set. For example, if the first target cylinder is the first cylinder, only the second target cylinder needs to be confirmed.

[0138] The following description uses a four-cylinder engine as an example to illustrate the starting method of the engine, assuming that the first target cylinder is the first cylinder.

[0139] In the first case, the second target cylinder can be selected as either the first or the fourth cylinder, and the control method includes:

[0140] S100. When the engine is turned off and the crankshaft stops rotating, control motor 2 drives the crankshaft to rotate to the position of the first preset angle α after the top dead center of the first cylinder, 0°<α≤180°;

[0141] S101, Obtain engine start command;

[0142] S102, Control motor 2 to drive crankshaft to rotate by a second preset angle; wherein, the second preset angle β = 360° - α;

[0143] S103. Obtain and determine whether the current position of the first cylinder is the top dead center of the compression stroke or the top dead center of the exhaust stroke. If it is the top dead center of the exhaust stroke, the second target cylinder is selected as the first cylinder; if it is the top dead center of the compression stroke, the second target cylinder is selected as the fourth cylinder.

[0144] S104. Control motor 2 to drive crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder, and control the second target cylinder to inject oil and ignite when ignition conditions are met.

[0145] In the second case, the second target cylinder is directly selected as the first cylinder, and the control method includes:

[0146] S200: When the engine is turned off and the crankshaft stops rotating, control motor 2 drives the crankshaft to rotate to the position of the first preset angle α after the top dead center of the first cylinder, 0°<α≤180°;

[0147] S201, Obtain engine start command;

[0148] S202, Control motor 2 to drive crankshaft to rotate by a second preset angle; wherein, the second preset angle β = 360° - α;

[0149] S203, control motor 2 to drive crankshaft to rotate at top dead center of compression stroke of first cylinder, and control fuel injection and ignition of first cylinder when ignition conditions are met.

[0150] In some embodiments, the ignition conditions include the oil rail pressure reaching a set value and the piston of the second target cylinder being within a set ignition angle range.

[0151] In other words, before controlling the second target cylinder to inject fuel and ignite, in addition to ensuring that the crankshaft driven by motor 2 rotates to the top dead center of the compression stroke of the second target cylinder, it is also necessary to ensure that the oil rail pressure reaches the set value and the piston of the second target cylinder is within the set ignition angle range. This ensures that the engine can ignite and start under normal operating conditions.

[0152] The ignition angle can be set between 0° and 60° and can be selected according to actual needs.

[0153] Furthermore, the determination of the above ignition conditions includes:

[0154] Obtain the oil rail pressure and determine whether the oil rail pressure has reached the set value;

[0155] Determine whether the piston of the second target cylinder is within the set ignition angle range;

[0156] If the oil rail pressure reaches the set value and is within the set ignition angle range, then ignition conditions are met.

[0157] Understandably, after receiving the command from engine 1, motor 2 drives the crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder. During this process, it is necessary to determine whether the fuel rail pressure has reached the set value and whether the piston of the second target cylinder is within the ignition angle range. If the fuel rail pressure reaches the set value and the piston of the second target cylinder is within the ignition angle range, then the ignition conditions are considered met, and fuel injection and ignition of the second target cylinder can be controlled.

[0158] It should be noted that the aforementioned fuel rail pressure refers to the pressure of the fuel in the fuel rail, specifically detected in real time by a fuel rail pressure sensor. This sensor converts the measured pressure signal into a voltage signal and transmits it to the ECU, thereby enabling precise control of fuel injection accuracy and timing.

[0159] Furthermore, timing begins after receiving engine commands. If the aforementioned fuel rail pressure does not reach the set value and / or the piston of the second target cylinder is outside the set ignition angle range, ignition conditions are not met, and a fault is reported when the timer reaches the set time.

[0160] Understandably, after the engine 1 command is confirmed to be running, the timer starts, assuming that the fuel injection and ignition of the second target cylinder must be completed within the set time. At this time, it is assumed that the time required to complete the above process is less than the set time. However, if the ignition conditions are not met, a fault is reported when the timer reaches the set time. The cause of the fault may be that the fuel rail pressure has not reached the set value, or that the piston of the second target cylinder is not within the ignition angle range.

[0161] The time setting can be adjusted according to actual needs; for example, the time setting can be selected as 15 seconds.

[0162] Figure 3 This is a schematic diagram of an engine starting device 600 provided in an embodiment of this application. The engine starting device 600 can be applied to hybrid vehicles, which include an engine 1 and an electric motor 2, the electric motor 2 being able to drive the crankshaft of the engine 1 to rotate.

[0163] Among them, the aforementioned engine 1 and motor 2 are electrically connected to the control unit in the vehicle. The control unit can be an HCU (Hybrid Control Unit), a VCU (Vehicle Control Unit), or a PDCU (Power Train Domain Control Unit), etc.

[0164] In addition, the aforementioned vehicle 600 also includes a camshaft position sensor and a crankshaft position sensor, both of which are electrically connected to the control unit in the vehicle.

[0165] For example, refer to Figure 3 As shown, the engine starting device 600 includes:

[0166] The first control module 601 is used to control the motor to drive the crankshaft to rotate to a position of a first preset angle α after the top dead center of the first target cylinder when the engine is turned off and the crankshaft stops rotating.

[0167] The first information acquisition module 602 is used to acquire the engine start command;

[0168] The second control module 603 is used to control the motor to drive the crankshaft to rotate a second preset angle β;

[0169] The third control module 604 is used to control the motor to drive the crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder, and to control the second target cylinder to inject fuel and ignite when ignition is available.

[0170] In some embodiments, the control device 600 further includes a second information acquisition module for determining a second target cylinder. That is, the second information acquisition module is used to select the second target cylinder based on the number of cylinders in the engine and whether the current position of the first target cylinder is the top dead center of the compression stroke or the top dead center of the exhaust stroke; specifically, the second target cylinder is selected as either the same cylinder as the first target cylinder or a different cylinder.

[0171] In some embodiments, the control device 600 further includes a timing module for starting a timer after receiving an engine start command, and stopping and resetting the timer to zero after controlling the injection and ignition of the second target cylinder.

[0172] In some embodiments, the control device 600 further includes a third acquisition module for determining ignition conditions. That is, the third information acquisition module is used to acquire and determine whether the fuel rail pressure has reached a set value, and to determine whether the piston of the second target cylinder is within the set ignition angle range.

[0173] Figure 4 This is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0174] For example, refer to Figure 4 The vehicle includes a memory 701 and a processor 702. The memory 701 stores executable program code. The processor 702 retrieves and runs the executable program code 7011 from the memory 701, causing the vehicle to perform an engine starting method as described in any of the above embodiments.

[0175] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0176] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module and a control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0177] The vehicle provided in this embodiment is used to execute any of the above-described engine starting methods, and therefore can achieve the same effect as the above-described implementation methods.

[0178] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions, while the storage module is used to support the vehicle in executing program code and data.

[0179] The processing module may be a processor or a controller, which can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also implement a combination of computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processor (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0180] This application also provides a computer-readable storage medium (including but not limited to disk storage, CD-ROM, optical storage, etc.) storing a computer program that, when executed, implements a vehicle drive control method as provided in any of the above embodiments.

[0181] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle drive control method provided in any of the above embodiments.

[0182] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0183] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0184] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0185] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0186] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for starting an engine, characterized in that, A hybrid vehicle, comprising an engine and an electric motor, wherein the electric motor is capable of rotating the crankshaft of the engine, the starting method comprising: S1. When the engine is turned off and the crankshaft stops rotating, control the motor to drag the crankshaft to a position at a first preset angle α after the top dead center of the first target cylinder, where 0°<α≤180°; S2. Obtain engine start command; S3. Control the motor to drive the crankshaft to rotate by a second preset angle β; wherein, the second preset angle β = 360° - α; S4. Control the motor to drive the crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder, and control the second target cylinder to inject oil and ignite when the ignition conditions are met; Specifically, when the second target cylinder is selected to be the same cylinder or a different cylinder from the first target cylinder, and the first target cylinder and the second target cylinder are different cylinders, when the first target cylinder is at the top dead center of the compression stroke, the second target cylinder is at the top dead center of the exhaust stroke.

2. The engine starting method according to claim 1, characterized in that, The engine is a four-cylinder engine, and the first target cylinder is the first cylinder; When the top dead center of the first target cylinder is the top dead center of the compression stroke, the second target cylinder is the first cylinder, and the first cylinder is controlled to inject fuel and ignite when the ignition conditions are met; When the top dead center of the first target cylinder is the top dead center of the exhaust stroke, the second target cylinder is the fourth cylinder, and the fourth cylinder is controlled to inject fuel and ignite when the ignition conditions are met.

3. The engine starting method according to claim 1, characterized in that, Between S3 and S4, the process further includes determining the second target cylinder, wherein determining the second target cylinder includes: Obtain the number of cylinders of the engine. If the number of cylinders of the engine is four, the second target cylinder is selected as either the same cylinder as the first target cylinder or a different cylinder. If the number of cylinders of the engine is greater than or less than four, the second target cylinder is selected as the same cylinder as the first target cylinder.

4. The engine starting method according to claim 3, characterized in that, In S1, the top dead center is either the top dead center of the compression stroke or the top dead center of the exhaust stroke.

5. The engine starting method according to claim 4, characterized in that, When the number of cylinders in the engine is four, determine whether the current position of the first target cylinder is the top dead center of the compression stroke or the top dead center of the exhaust stroke; If it is the top dead center of the exhaust stroke, then the second target cylinder is selected as the same cylinder as the first target cylinder; If it is the top dead center of the compression stroke, then the second target cylinder is selected as a different cylinder from the first target cylinder.

6. The engine starting method according to claim 1, characterized in that, The ignition conditions include the oil rail pressure reaching a set value and the piston of the second target cylinder being within the set ignition angle range.

7. The engine starting method according to claim 6, characterized in that, The determination of the ignition conditions includes: Obtain the oil rail pressure and determine whether the oil rail pressure has reached the set value; Determine whether the piston of the second target cylinder is within the set ignition angle range; If the oil rail pressure reaches the set value and the piston of the second target cylinder is within the set ignition angle range, then the ignition conditions are met.

8. An engine starting device, characterized in that, A starting method for an engine as described in any one of claims 1-7, wherein the engine starting device is applied to a hybrid vehicle, the vehicle including an electric motor and an engine, the electric motor being capable of driving the rotation of the crankshaft of the engine, the engine starting device comprising: The first control module is used to control the motor to drive the crankshaft to rotate to a position of a first preset angle α after the top dead center of the first target cylinder when the engine is turned off and the crankshaft stops rotating. The first information acquisition module is used to acquire engine start commands; The second control module is used to control the motor to drive the crankshaft to rotate a second preset angle β. The third control module is used to control the motor to drive the crankshaft to rotate at the top dead center of the compression stroke of the second target cylinder, and to control the second target cylinder to inject fuel and ignite when ignition is available.

9. A vehicle, characterized in that, include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1-7.

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