阅读说明：本技术 一种发动机控制方法及装置 (Engine control method and device ) 是由 刘兴义 刘栋 于 2019-09-25 设计创作，主要内容包括：本发明提供一种发动机控制方法及装置,响应于发动机处于低怠速状态且发动机没有出现电气故障,获取共轨管当前的轨压设定值和共轨管当前的轨压实际值；计算轨压设定值和轨压实际值的轨压差值；如果轨压差值大于第一阈值,提高发动机的低怠速设定值和轨压设定值。根据低怠速闭环控制原理,通过提高低怠速设定值可以增加喷油量,喷油量的增加可以使得气体随喷油量快速排出,减少共轨管内的气体,从而降低发动机的熄火概率。并且在有气体进入共轨管后通过提高轨压设定值的方式可以降低共轨管下降到轨压最低限制值,进而减少共轨管内的气体,从而降低发动机的熄火概率。(The invention provides an engine control method and device, which respond to the condition that an engine is in a low idle speed state and the engine has no electrical fault, and obtain a current rail pressure set value and a current rail pressure actual value of a common rail pipe; calculating a rail pressure difference value of a rail pressure set value and a rail pressure actual value; and if the rail pressure difference value is larger than the first threshold value, the low idle speed set value and the rail pressure set value of the engine are increased. According to the low idle speed closed-loop control principle, the fuel injection quantity can be increased by improving the low idle speed set value, the fuel injection quantity is increased, gas can be rapidly discharged along with the fuel injection quantity, and the gas in the common rail pipe is reduced, so that the flameout probability of the engine is reduced. And after gas enters the common rail pipe, the common rail pipe can be lowered to the lowest limit value of the rail pressure by increasing the set value of the rail pressure, so that the gas in the common rail pipe is reduced, and the flameout probability of the engine is reduced.)

1. An engine control method, characterized in that the method comprises:

responding to the situation that the engine is in a low idling state and no electrical fault occurs to the engine, and acquiring a current rail pressure set value and a current rail pressure actual value of the common rail pipe;

calculating a rail pressure difference value of the rail pressure set value and the rail pressure actual value;

and if the rail pressure difference value is larger than a first threshold value, increasing the low idle speed set value and the rail pressure set value of the engine.

2. The method of claim 1, wherein increasing the low idle speed setting of the engine and the current rail pressure setting if the rail pressure differential value is greater than a first threshold comprises:

if the rail pressure difference value is larger than the first threshold value, the low idle speed set value of the engine is increased to an idle speed preset value, and the current rail pressure set value is increased to a rail pressure preset value.

3. The method according to claim 1 or 2, characterized in that the method further comprises: continuously acquiring a rail pressure difference value after increasing a low idle speed set value and the rail pressure set value of the engine;

and if the acquired rail pressure difference value is smaller than a second threshold value, restoring the low idle speed set value of the engine to the initial low idle speed set value, and restoring the rail pressure set value to the initial rail pressure set value, wherein the second threshold value is larger than the first threshold value.

4. The method according to claim 1 or 2, characterized in that the method further comprises: continuously acquiring the working state of the engine after the low idle speed set value and the rail pressure set value of the engine are increased;

in response to the engine not being in a low idle state, restoring the low idle setting of the engine to an initial low idle setting, and restoring the rail pressure setting to an initial rail pressure setting.

5. The method of claim 4, further comprising: and responding to the low idle speed state of the engine, and continuously acquiring the working state of the engine.

6. An engine control apparatus, characterized in that the apparatus comprises:

the acquiring unit is used for responding to the condition that the engine is in a low idling state and no electrical fault occurs to the engine, and acquiring a current rail pressure set value and a current rail pressure actual value of the common rail pipe;

the calculating unit is used for calculating the rail pressure difference value of the rail pressure set value and the rail pressure actual value;

a control unit to increase a low idle speed set point and the rail pressure set point of the engine if the rail pressure difference value is greater than a first threshold value.

7. The apparatus of claim 6, wherein the control unit is configured to increase the low idle speed set point of the engine to an idle speed preset value and increase the current rail pressure set point to a rail pressure preset value, in particular if the rail pressure difference value is greater than the first threshold value.

8. The apparatus according to claim 6 or 7, wherein the obtaining unit is further configured to continuously obtain the rail pressure difference value after raising the low idle speed setting value and the rail pressure setting value of the engine;

the control unit is further configured to restore the low idle speed set value of the engine to an initial low idle speed set value and restore the rail pressure set value to an initial rail pressure set value if the acquired rail pressure difference value is smaller than a second threshold value, where the second threshold value is larger than the first threshold value.

9. The apparatus according to claim 6 or 7, wherein the obtaining unit is further configured to continuously obtain the operating state of the engine after raising the low idle speed set value and the rail pressure set value of the engine;

the control unit is further used for responding to the condition that the engine is not in the low idle speed state, restoring the low idle speed set value of the engine to the initial low idle speed set value, and restoring the rail pressure set value to the initial rail pressure set value.

10. The apparatus of claim 9, wherein the obtaining unit is further configured to continue obtaining the operating state of the engine in response to the engine being in a low idle state.

Technical Field

The invention belongs to the technical field of vehicle control, and particularly relates to an engine control method and device.

Background

The working principle of the existing electric control high-pressure common rail system is as follows: the fuel oil passes through a two-stage coarse filter, a fuel delivery pump, a fine filter, a high-pressure oil pump, a common rail pipe and an oil injector from an oil outlet of a fuel tank, wherein the fuel oil from the fuel tank to an inlet of the high-pressure oil pump is low-pressure oil, the fuel oil from the high-pressure oil pump to the oil injector is high-pressure oil, in the process of delivering the high-pressure oil to the common rail pipe by the high-pressure oil pump, the oil pressure in the common rail pipe is accurately controlled through a current rail pressure set value and a rail pressure actual value of the common rail pipe, the pressure of the high-pressure oil pipe is irrelevant to the rotating speed of an engine, the rail pressure actual value is acquired by a rail pressure sensor.

However, the engine is in a low idle state during operation, the low idle state is that the engine is maintained at the lowest rotation speed of normal operation, the fuel injection quantity is reduced, the gas discharge in the common rail pipe is slowed, and the rail pressure set value is reduced in the low idle state, so that the external gas can more easily enter the common rail pipe, the rail pressure in the common rail pipe is quickly reduced to the lowest rail pressure set value, the fuel injection quantity is also quickly reduced along with the quick reduction of the rail pressure, the gas discharge is further reduced, and the more the gas in the common rail pipe is, the more the engine is easily flamed out.

Disclosure of Invention

In view of the above, the present invention provides an engine control method and apparatus for reducing the probability of engine stall. The technical scheme is as follows:

the invention provides an engine control method, comprising the following steps:

responding to the situation that the engine is in a low idling state and no electrical fault occurs to the engine, and acquiring a current rail pressure set value and a current rail pressure actual value of the common rail pipe;

calculating a rail pressure difference value of the rail pressure set value and the rail pressure actual value;

and if the rail pressure difference value is larger than a first threshold value, increasing the low idle speed set value and the rail pressure set value of the engine.

Preferably, if the rail pressure difference value is greater than a first threshold, increasing the low idle speed set point and the current rail pressure set point of the engine comprises:

if the rail pressure difference value is larger than the first threshold value, the low idle speed set value of the engine is increased to an idle speed preset value, and the current rail pressure set value is increased to a rail pressure preset value.

Preferably, the method further comprises: continuously acquiring a rail pressure difference value after increasing a low idle speed set value and the rail pressure set value of the engine;

and if the acquired rail pressure difference value is smaller than a second threshold value, restoring the low idle speed set value of the engine to the initial low idle speed set value, and restoring the rail pressure set value to the initial rail pressure set value, wherein the second threshold value is larger than the first threshold value.

Preferably, the method further comprises: continuously acquiring the working state of the engine after the low idle speed set value and the rail pressure set value of the engine are increased;

in response to the engine not being in a low idle state, restoring the low idle setting of the engine to an initial low idle setting, and restoring the rail pressure setting to an initial rail pressure setting.

Preferably, the method further comprises: and responding to the low idle speed state of the engine, and continuously acquiring the working state of the engine.

The present invention also provides an engine control apparatus, the apparatus comprising:

the acquiring unit is used for responding to the condition that the engine is in a low idling state and no electrical fault occurs to the engine, and acquiring a current rail pressure set value and a current rail pressure actual value of the common rail pipe;

the calculating unit is used for calculating the rail pressure difference value of the rail pressure set value and the rail pressure actual value;

a control unit to increase a low idle speed set point and the rail pressure set point of the engine if the rail pressure difference value is greater than a first threshold value.

Preferably, the control unit is specifically configured to increase the low idle speed set value of the engine to an idle speed preset value and increase the current rail pressure set value to a rail pressure preset value if the rail pressure difference value is greater than the first threshold value.

Preferably, the obtaining unit is further configured to continuously obtain the rail pressure difference value after the low idle speed set value and the rail pressure set value of the engine are increased;

the control unit is further configured to restore the low idle speed set value of the engine to an initial low idle speed set value and restore the rail pressure set value to an initial rail pressure set value if the acquired rail pressure difference value is smaller than a second threshold value, where the second threshold value is larger than the first threshold value.

Preferably, the obtaining unit is further configured to continuously obtain the operating state of the engine after the low idle speed set value and the rail pressure set value of the engine are increased;

the control unit is further used for responding to the condition that the engine is not in the low idle speed state, restoring the low idle speed set value of the engine to the initial low idle speed set value, and restoring the rail pressure set value to the initial rail pressure set value.

Preferably, the obtaining unit is further configured to continue obtaining the operating state of the engine in response to the engine being in the low idle state.

By means of the technical scheme, the current rail pressure set value and the current rail pressure actual value of the common rail pipe are obtained in response to the condition that the engine is in a low idle speed state and the engine has no electrical fault; calculating a rail pressure difference value of a rail pressure set value and a rail pressure actual value; and if the rail pressure difference value is larger than the first threshold value, the low idle speed set value and the rail pressure set value of the engine are increased. According to the low idle speed closed-loop control principle, the fuel injection quantity can be increased by improving the low idle speed set value, the fuel injection quantity is increased, gas can be rapidly discharged along with the fuel injection quantity, and the gas in the common rail pipe is reduced, so that the flameout probability of the engine is reduced. And after gas enters the common rail pipe, the common rail pipe can be lowered to the lowest limit value of the rail pressure by increasing the set value of the rail pressure, so that the gas in the common rail pipe is reduced, and the flameout probability of the engine is reduced.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a flow chart of an engine control method provided by an embodiment of the present invention;

FIG. 2 is a flow chart of another engine control method provided by the present invention;

FIG. 3 is a flow chart of yet another engine control method provided by an embodiment of the present invention;

fig. 4 is a schematic structural diagram of an engine control device according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1, a flowchart of an engine control method according to an embodiment of the present invention is shown, which may include the following steps:

101: and acquiring a current rail pressure set value of the common rail pipe and a current rail pressure actual value of the common rail pipe in response to the condition that the engine is in a low idle speed state and the engine has no electrical fault.

Wherein responding to the transmitter being in the low idle state and the transmitter being electrically non-faulted means immediately performing an operation upon detecting that the engine being in the low idle state and the engine being electrically non-faulted, the operation in this embodiment means obtaining a current rail pressure set value of the common rail and a current rail pressure actual value of the common rail. Whether the engine is in the low idle state can be judged by the rotation speed of the engine, if the rotation speed of the engine is continuously maintained at the lowest rotation speed of normal operation (the lowest rotation speed is a low idle set value of the engine), the engine is in the low idle state, for example, the lowest rotation speed is 600r/min, and if the rotation speed of the engine is maintained at about 600r/min, the engine is in the low idle state. Whether or not an electrical fault occurs in the engine can be identified by a detection function of an Electronic Control Unit (ECU) of the engine, and this embodiment will not be described.

In this embodiment, the common rail pipe is located in the electrically controlled high-pressure common rail system for assisting the engine to work, and the current rail pressure set value of the common rail pipe is related to the rotation speed of the engine and the fuel injection amount of the fuel injector in the electrically controlled high-pressure common rail system. And the current rail pressure actual value of the common rail pipe can reflect the actual pressure condition in the common rail pipe, and the actual pressure condition can be acquired through a rail pressure sensor corresponding to the common rail pipe.

102: and calculating the rail pressure difference value of the rail pressure set value and the rail pressure actual value. It can be understood that the rail pressure actual value is decreased relative to the rail pressure set value when gas exists in the common rail pipe, and for this reason, the rail pressure difference value is obtained by subtracting the rail pressure actual value from the rail pressure set value, so as to indicate the change situation of the rail pressure set value through the rail pressure difference value.

103: and if the rail pressure difference value is larger than the first threshold value, the low idle speed set value and the rail pressure set value of the engine are increased.

In this embodiment, the first threshold is a preset threshold, and the first threshold may be a threshold obtained through multiple experiments on engine stall when the engine is in a low idle state, and when the rail pressure difference value is greater than the first threshold, it indicates that the engine stall is easy to occur, and at this time, it is necessary to increase the low idle set value and the rail pressure set value of the engine. The reason why the engine stall can be reduced by increasing the low idle speed set value and the rail pressure set value of the engine is as follows:

the first point is as follows: according to the low idle speed closed-loop control principle, under the condition that a low idle speed set value of an engine is improved, the oil injection quantity of an oil injector is increased, and the oil injector is the only outlet through which gas can be discharged, so that the gas can be rapidly discharged along with the increase of the oil injection quantity; and according to the laws of physics: for a closed cavity with a constant volume, the pressure change is proportional to the difference between the inlet flow and the outlet flow in the closed cavity. When the rail pressure set value is increased and the fuel injection quantity is increased, the fuel supply quantity (inlet flow) is larger than the increase quantity of the fuel injection quantity (outlet flow), so that the speed of gas passing through the common rail pipe can be increased.

And a second point: the rail pressure in the common rail pipe can be recovered to be normal after the gas is discharged in an accelerating way, and the common rail pipe can be prolonged to be lowered to the lowest limit value of the rail pressure by improving the current rail pressure set value, namely the common rail pipe can not be rapidly lowered to the lowest limit value of the rail pressure. The most important point of the engine flameout is that the rail pressure is rapidly reduced to the rail pressure minimum limit value when the gas exists in the common rail pipe, so that the common rail pipe cannot be rapidly reduced to the rail pressure minimum limit value by the mode of improving the low idle speed set value and the current rail pressure set value of the engine, and the flameout probability of the engine is reduced.

In this embodiment, one way to increase the low idle speed setting and the current rail pressure setting of the engine is to: the method comprises the steps of increasing a low idle speed set value of an engine to an idle speed preset value and increasing a current rail pressure set value to a rail pressure preset value, wherein the idle speed preset value and the rail pressure preset value are larger than original low idle speed set value and original rail pressure set value of the engine, the two preset values are obtained through multiple air inlet simulation experiments, and the value of the two preset values is not limited in the embodiment.

The points to be explained here are: when the types of the engines are different, the idle speed preset value of the engine is different from the rail pressure preset value of the common rail pipe, so that different idle speed preset values and different rail pressure preset values can be set for different types of engines, and similarly for the first threshold values, the first threshold values corresponding to different types of engines are also different. And if the rail pressure difference value is less than or equal to a first threshold value, forbidding to improve the low idle speed set value and the rail pressure set value of the engine, and keeping the low idle speed set value of the engine as an initial low idle speed set value and the rail pressure set value of the common rail pipe as an initial rail pressure set value, wherein the initial low idle speed set value is the low idle speed set value set by the engine when the engine leaves the factory, and the same initial rail pressure set value is the rail pressure set value corresponding to the initial low idle speed set value.

Referring to fig. 2, which shows a flowchart of another engine control method according to an embodiment of the present invention, on the basis of fig. 1, the method may further include the following steps:

104: continuously acquiring a rail pressure difference value after the low idle speed set value and the rail pressure set value of the engine are increased; it should be noted that: at this time, the rail pressure difference value continuously obtained is different from the rail pressure difference value in the step 102, because the rail pressure set value has changed and the actual rail pressure value also changes due to usage change, so the rail pressure difference value continuously obtained is different from the rail pressure difference value in the step 102, and the rail pressure difference value obtained each time in the process of continuously obtaining the rail pressure difference value may also be different.

105: and if the acquired rail pressure difference value is smaller than a second threshold value, the low idle speed set value of the engine is recovered to the initial low idle speed set value, and the rail pressure set value is recovered to the initial rail pressure set value, wherein the second threshold value is larger than the first threshold value, so that the low idle speed set value of the engine and the rail pressure set value of the common rail pipe can be recovered to the initial low idle speed set value and the initial rail pressure set value through subsequent rail pressure difference value detection even after the low idle speed set value of the engine and the rail pressure set value of the common rail pipe are improved.

In this embodiment, the setting of the second threshold may also be obtained through multiple experiments, and the value of the second threshold is not limited in this embodiment. If the acquired rail pressure difference value is smaller than the second threshold value, the acquisition of the rail pressure difference value can be stopped on the basis of recovering the low idle speed set value and the rail pressure set value, and if the acquired rail pressure difference value is larger than or equal to the second threshold value, the acquisition of the rail pressure difference value is continued.

In addition to the above-mentioned manner of recovering the low idle speed set value and the rail pressure set value, the present embodiment may also provide another manner, as shown in fig. 3, and may further include the following steps on the basis of fig. 1:

106: continuously acquiring the working state of the engine after the low idle speed set value and the rail pressure set value of the engine are increased; in the embodiment, the working state of the engine is mainly monitored by the rotating speed of the engine so as to judge whether the engine is in a low idle state.

107: in response to the engine not being in a low idle state, the low idle setting of the engine is restored to an initial low idle setting, and the rail pressure setting is restored to an initial rail pressure setting. Namely, immediately returning the low idle speed set value of the engine to the initial low idle speed set value when the engine is not in the low idle speed state, and returning the rail pressure set value to the initial rail pressure set value.

Of course, the engine can also be stopped from being obtained when the engine is not in the low idle state; if the engine is in the low idle state, the working state of the engine can be continuously obtained until the engine is not in the low idle state.

While, for purposes of simplicity of explanation, the foregoing method embodiments have been described as a series of acts or combination of acts, it will be appreciated by those skilled in the art that the present invention is not limited by the illustrated ordering of acts, as some steps may occur in other orders or concurrently with other steps in accordance with the invention. Further, those skilled in the art should also appreciate that the embodiments described in the specification are preferred embodiments and that the acts and modules referred to are not necessarily required by the invention.

In accordance with the above method embodiment, an engine control device according to an embodiment of the present invention is shown in fig. 4, and may include: an acquisition unit 10, a calculation unit 20 and a control unit 30.

And the obtaining unit 10 is used for obtaining the current rail pressure set value of the common rail pipe and the current rail pressure actual value of the common rail pipe in response to the condition that the engine is in the low idle speed state and no electrical fault occurs to the engine, namely obtaining the current rail pressure set value of the common rail pipe and the current rail pressure actual value of the common rail pipe immediately when the condition that the engine is in the low idle speed state and no electrical fault occurs to the engine is detected. For the description of whether the engine is in the low idle speed state and whether the engine has an electrical fault, please refer to the above method embodiment.

The current rail pressure set value of the common rail pipe is related to the rotating speed of the engine and the fuel injection quantity of a fuel injector in the electronic control high-pressure common rail system, and the rail pressure set value can be obtained in the prior art, so that detailed description is omitted in this embodiment. And the current rail pressure actual value of the common rail pipe can reflect the actual pressure condition in the common rail pipe, and the actual pressure condition can be acquired through a rail pressure sensor corresponding to the common rail pipe.

And the calculating unit 20 is used for calculating the rail pressure difference value of the rail pressure set value and the rail pressure actual value. It can be understood that the rail pressure actual value is decreased relative to the rail pressure set value when gas exists in the common rail pipe, and for this reason, the rail pressure difference value is obtained by subtracting the rail pressure actual value from the rail pressure set value, so as to indicate the change situation of the rail pressure set value through the rail pressure difference value.

A control unit 30 for increasing the low idle speed set point and the rail pressure set point of the engine if the rail pressure difference value is greater than the first threshold value. In this embodiment, the first threshold is a preset threshold, and the first threshold may be a threshold obtained through multiple experiments on engine stall when the engine is in a low idle state, and when the rail pressure difference value is greater than the first threshold, it indicates that the engine stall is easy to occur, and at this time, it is necessary to increase the low idle set value and the rail pressure set value of the engine. The reason why the engine stall can be reduced by increasing the low idle speed set value and the rail pressure set value of the engine is as follows:

the first point is as follows: according to the low idle speed closed-loop control principle, under the condition that a low idle speed set value of an engine is improved, the oil injection quantity of an oil injector is increased, and the oil injector is the only outlet through which gas can be discharged, so that the gas can be rapidly discharged along with the increase of the oil injection quantity; and according to the laws of physics: for a closed cavity with a constant volume, the pressure change is proportional to the difference between the inlet flow and the outlet flow in the closed cavity. When the rail pressure set value is increased and the fuel injection quantity is increased, the fuel supply quantity (inlet flow) is larger than the increase quantity of the fuel injection quantity (outlet flow), so that the speed of gas passing through the common rail pipe can be increased.

And a second point: the rail pressure in the common rail pipe can be recovered to be normal after the gas is discharged in an accelerating way, and the common rail pipe can be prolonged to be lowered to the lowest limit value of the rail pressure by improving the current rail pressure set value, namely the common rail pipe can not be rapidly lowered to the lowest limit value of the rail pressure. The most important point of the engine flameout is that the rail pressure is rapidly reduced to the rail pressure minimum limit value when the gas exists in the common rail pipe, so that the common rail pipe cannot be rapidly reduced to the rail pressure minimum limit value by the mode of improving the low idle speed set value and the current rail pressure set value of the engine, and the flameout probability of the engine is reduced.

In this embodiment, one way to increase the low idle speed setting and the current rail pressure setting of the engine is to: the method comprises the steps of increasing a low idle speed set value of an engine to an idle speed preset value and increasing a current rail pressure set value to a rail pressure preset value, wherein the idle speed preset value and the rail pressure preset value are larger than original low idle speed set value and original rail pressure set value of the engine, the two preset values are obtained through multiple air inlet simulation experiments, and the value of the two preset values is not limited in the embodiment.

The points to be explained here are: when the types of the engines are different, the idle speed preset value of the engine is different from the rail pressure preset value of the common rail pipe, so that different idle speed preset values and different rail pressure preset values can be set for different types of engines, and similarly for the first threshold values, the first threshold values corresponding to different types of engines are also different. And if the rail pressure difference value is less than or equal to a first threshold value, forbidding to improve the low idle speed set value and the rail pressure set value of the engine, and keeping the low idle speed set value of the engine as an initial low idle speed set value and the rail pressure set value of the common rail pipe as an initial rail pressure set value, wherein the initial low idle speed set value is the low idle speed set value set by the engine when the engine leaves the factory, and the same initial rail pressure set value is the rail pressure set value corresponding to the initial low idle speed set value.

The obtaining unit 10 of the present embodiment is further configured to continuously obtain the rail pressure difference value after the low idle speed set value and the rail pressure set value of the engine are increased. The control unit 30 is further configured to restore the low idle speed set value of the engine to the initial low idle speed set value and restore the rail pressure set value to the initial rail pressure set value if the acquired rail pressure difference value is smaller than a second threshold value, which is larger than the first threshold value, so that the initial low idle speed set value and the initial rail pressure set value can be restored by detecting a subsequent rail pressure difference value even after the low idle speed set value of the engine and the rail pressure set value of the common rail pipe are increased.

Still alternatively, the obtaining unit 10 is further configured to continuously obtain the operating state of the engine after the low idle speed set value and the rail pressure set value of the engine are increased. The control unit 20 is further configured to, in response to the engine not being in the low idle state, restore the low idle setting value of the engine to the initial low idle setting value and restore the rail pressure setting value to the initial rail pressure setting value, and also to restore the low idle setting value and the rail pressure setting value to the initial low idle setting value and the initial rail pressure setting value, respectively. And the obtaining unit 10 is further used for responding to the low idle state of the engine and continuing to obtain the working state of the engine until the engine is not in the low idle state.

Embodiments of the present invention also provide a storage medium having computer program code stored thereon, which when executed implements the above-described engine control method.

It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. For the device-like embodiment, since it is basically similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.

Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.