Automobile control method and device

Abstract

This application relates to the field of automobile control technology, and more specifically, to an automobile control method and apparatus. The method comprises: obtaining the real-time torque demand of the automobile upon triggering a diagnostic signal from an on-board diagnostic system for delayed ignition angle; obtaining the actual ignition angle and target ignition angle if the real-time torque demand is less than a preset torque limit; and, based on the actual ignition angle and the target ignition angle, reporting an ignition angle fault via the on-board diagnostic system. The technical solution of the embodiments of the present application can determine whether the ignition angle is effectively delayed during the catalyst light-off phase of an engine cold start, thereby reducing false fault alarms.

Description

Technical Field

[0001] The present application relates to the field of automobile control technology, and in particular to a method and device for controlling an automobile. Background Art

[0002] Faced with increasingly severe environmental pressures, the China VI regulations explicitly require that if a part or component related to the engine's cold-start emissions reduction strategy fails or deteriorates, the on-board diagnostic system (OBD) must detect the fault before the vehicle's emissions exceed the diagnostic threshold. However, during the actual vehicle startup process, the ignition angle may not be delayed due to normal reasons, resulting in a false fault alarm.

[0003] Based on this, those skilled in the art are in urgent need of a vehicle control method that can determine whether the ignition angle is effectively delayed during the engine cold start catalyst ignition stage, thereby reducing false fault alarms. Summary of the Invention

[0004] The present application provides a method, device, medium, program product, and electronic device for controlling an automobile, which can determine to a certain extent whether the ignition angle is effectively delayed during the ignition stage of the engine cold start catalyst, thereby reducing false fault alarms.

[0005] Other features and advantages of the present application will become apparent from the following detailed description, or may be learned in part by practice of the present application.

[0006] According to one aspect of an embodiment of the present application, a control method for an automobile is provided, wherein the automobile includes a fuel engine, a power battery, and a drive motor. The method includes: when a diagnostic signal for delaying the ignition angle is triggered from an on-board diagnostic system, obtaining the real-time required torque of the automobile; if the real-time required torque is less than a preset torque limit, obtaining the actual ignition angle and the target ignition angle; and performing a reporting operation for an ignition angle fault through the on-board diagnostic system based on the actual ignition angle and the target ignition angle.

[0007] In some embodiments of the present application, the diagnostic signal for delaying the ignition angle triggered to the on-board diagnostic system includes: obtaining the engine operating status, engine water temperature, remaining fuel level, and remaining power of the power battery of the vehicle; triggering the diagnostic signal for delaying the ignition angle to the on-board diagnostic system based on the engine operating status, the engine water temperature, the remaining fuel level, and the remaining power.

[0008] In some embodiments of the present application, based on the aforementioned scheme, the on-board diagnostic system is triggered to generate a diagnostic signal for delaying the ignition angle based on the engine operating status, the engine water temperature, the remaining oil level, and the remaining power level, including: if the engine operating status is normal operation, and the engine water temperature is within a preset water temperature range, and the remaining oil level is greater than a preset oil level limit, and the remaining power level is greater than a preset power limit, then the on-board diagnostic system is triggered to generate a diagnostic signal for delaying the ignition angle.

[0009] In some embodiments of the present application, based on the aforementioned scheme, the preset water temperature range is -6°C to 40°C, the preset oil limit is greater than or equal to 4% and less than or equal to 6%, and the preset power limit is greater than or equal to 25% and less than or equal to 35%.

[0010] In some embodiments of the present application, obtaining the real-time required torque of the vehicle includes: obtaining the instantaneous throttle opening of the vehicle, and determining the real-time required torque of the vehicle according to the instantaneous throttle opening.

[0011] In some embodiments of the present application, the reporting operation for the ignition angle fault is performed by the on-board diagnostic system based on the actual ignition angle and the target ignition angle, including: calculating the real-time ignition efficiency difference based on the actual ignition angle and the target ignition angle; and performing the reporting operation for the ignition angle fault by the on-board diagnostic system based on the real-time ignition efficiency difference.

[0012] In some embodiments of the present application, based on the aforementioned scheme, the reporting operation for the ignition angle fault is performed through the on-board diagnostic system according to the real-time ignition efficiency difference, including: after a preset time, calculating the average ignition efficiency difference according to the real-time ignition efficiency difference at each moment; if the average ignition efficiency difference is greater than or equal to the preset difference, then performing the reporting operation for the ignition angle fault through the on-board diagnostic system.

[0013] In some embodiments of the present application, based on the aforementioned solution, the preset time is greater than or equal to 5 seconds and less than or equal to 15 seconds.

[0014] In some embodiments of the present application, based on the aforementioned solution, performing a reporting operation for an ignition angle fault through the on-board diagnostic system includes: displaying an engine fault light for the ignition angle through the on-board diagnostic system.

[0015] In some embodiments of the present application, based on the aforementioned solution, displaying the engine fault light for the ignition angle through the on-board diagnostic system includes: displaying the engine fault light for the ignition angle on the driver's instrument panel through the on-board diagnostic system.

[0016] In some embodiments of the present application, based on the aforementioned solution, after calculating the average ignition efficiency difference, the method further includes: if the average ignition efficiency difference is less than a preset difference, completing the diagnostic operation of the on-board diagnostic system for retarding the ignition angle.

[0017] According to one aspect of an embodiment of the present application, a vehicle control device is provided, wherein the vehicle includes a fuel engine, a power battery and a drive motor, and the device includes: a first acquisition unit, used to obtain the real-time required torque of the vehicle when a diagnostic signal for delaying the ignition angle is triggered by an on-board diagnostic system; a second acquisition unit, used to obtain the actual ignition angle and the target ignition angle if the real-time required torque is less than a preset torque limit; and an execution unit, used to perform a reporting operation for an ignition angle fault through the on-board diagnostic system based on the actual ignition angle and the target ignition angle.

[0018] According to one aspect of an embodiment of the present application, a computer-readable storage medium is provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor to implement the operations performed by the automobile control method as described above.

[0019] According to one aspect of an embodiment of the present application, a computer program product is provided, which includes computer instructions stored in a computer-readable storage medium and suitable for being read and executed by a processor, so that a computer device having the processor performs the operations performed by the automobile control method as described.

[0020] According to one aspect of an embodiment of the present application, an electronic device is provided, which includes one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the at least one program code is loaded and executed by the one or more processors to implement the operations performed by the automobile control method as described above.

[0021] Based on the above solution, the technical solution provided by this application has at least the following advantages and improvements:

[0022] In this application, after triggering the diagnostic signal of the on-board diagnostic system, the actual required torque and the actual ignition angle are monitored to determine whether the control mechanism has failed, and then it can be determined whether the ignition angle is effectively delayed during the engine cold start catalyst ignition stage. If it is determined that the control mechanism has indeed failed, the fault reporting operation is executed, thereby reducing false fault alarms and optimizing the driving and riding experience of the driver and passengers.

[0023] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, explaining the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can derive other drawings based on these drawings without inventive effort. In the drawings:

[0025] Figure 1 A simplified flow chart showing a method for controlling a vehicle according to an embodiment of the present application is shown.

[0026] Figure 2 A simplified flowchart of a method for controlling a vehicle according to an embodiment of the present application is shown;

[0027] Figure 3 A simplified flowchart of a method for controlling a vehicle according to an embodiment of the present application is shown;

[0028] Figure 4 A complete flowchart of a method for controlling a vehicle according to an embodiment of the present application is shown;

[0029] Figure 5 A block diagram of an automobile control device according to an embodiment of the present application is shown;

[0030] Figure 6 A schematic diagram of the structure of a computer system suitable for implementing an electronic device according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0031] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this application will be thorough and complete and will fully convey the concepts of the example embodiments to those skilled in the art.

[0032] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner.In the following description, many specific details are provided so as to provide a full understanding of the embodiments of the present application. However, it will be appreciated by those skilled in the art that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps etc. can be adopted. In other cases, known methods, devices, implementations or operations are not shown or described in detail to avoid blurring the various aspects of the application.

[0033] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically separate entities. That is, these functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0034] The flowcharts shown in the accompanying drawings are for illustrative purposes only and do not necessarily include all contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps may be decomposed, while others may be combined or partially combined. Therefore, the actual execution order may vary depending on the actual situation.

[0035] It should be noted that the term "plurality" used in this document refers to two or more. "And / or" describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. The character " / " generally indicates an "or" relationship between the associated objects.

[0036] It should be noted that this application involves technical content related to hybrid vehicles. In this application, the power system of the hybrid vehicle may include a fuel engine, a power battery and a drive motor. During normal driving, the drive motor is mainly used for direct driving, and the fuel engine assists in charging. When the power load is large, the drive motor and the fuel engine are connected in parallel, and the fuel engine is directly driven or the two are driven together.

[0037] It should be noted that this application contains technical content related to cold start emission reduction strategies. In this application, the cold start emission reduction strategy is to delay the ignition angle during cold start and use catalyst afterburning to quickly increase the catalyst temperature. The cold start emission reduction strategy mentioned in this application also monitors and diagnoses the measures taken during the catalyst ignition stage. At the same time, considering that the vast majority of emission pollutants are generated before the catalyst ignites during cold start, that is, if the control strategy fails, it will cause the cold start emission reduction strategy to fail and emissions to deteriorate sharply. In addition, failure diagnosis must also quickly lock on to the target to remind the user to repair in time, thereby realizing the essential meaning of the on-board diagnostic system diagnosis, that is, when an emission-related fault occurs, the cause of the fault should be quickly locked on.

[0038] Next, the technical solution provided by this application will be described in detail with reference to the accompanying drawings.

[0039] See also Figure 1 .

[0040] Figure 1A simplified flowchart of a method for controlling an automobile according to an embodiment of the present application is shown. The automobile includes a fuel engine, a power battery, and a drive motor. The method may include steps S101-S103:

[0041] Step S101 : when a diagnosis signal for delaying the ignition angle is triggered from an on-board diagnostic system, the real-time required torque of the vehicle is obtained.

[0042] Step S102 : If the real-time required torque is less than the preset torque limit, the actual ignition angle and the target ignition angle are obtained.

[0043] Step S103 : performing a reporting operation for an ignition angle fault through the on-board diagnostic system according to the actual ignition angle and the target ignition angle.

[0044] In the present application, the method can be used to diagnose cold start emission reduction strategies. Cold start emission reduction strategies generally involve catalyst heating, that is, in the warm-up phase, strategies such as increasing the engine idle speed, delaying the ignition angle, adjusting the variable valve timing, and multiple injections are used to achieve the purpose of rapid catalyst ignition. Cold start emission reduction strategy diagnosis is not the diagnosis of a specific function, but rather monitoring and diagnosing the above strategies, and performing corresponding diagnosis on the key engine parameters corresponding to these strategies. For traditional vehicles, there is only one control unit, the EMS, which will actively request to enter ignition. When the diagnosis enters, it is stipulated that it must be completed under idle conditions, and the diagnostic mechanism will exit when the accelerator is pressed. For hybrid vehicles, since the vehicle controller is the main controller, the engine start is reversed by the motor, and the catalyst ignition is performed in series mode. Therefore, the cold start emission reduction diagnosis is quite different from that of traditional vehicles.

[0045] In this application, the actual required torque and the actual ignition angle are monitored after the diagnostic signal of the on-board diagnostic system is triggered, so as to determine whether the control mechanism has failed, and then determine whether the ignition angle is effectively delayed during the engine cold start catalyst ignition stage. If it is determined that the control mechanism has indeed failed, the fault reporting operation is executed, thereby reducing false fault alarms and optimizing the driving and riding experience of the driver and passengers.

[0046] See also Figure 2 .

[0047] Figure 2 A simplified flow chart of a method for controlling a vehicle according to an embodiment of the present application is shown. Figure 2 As shown, the method for triggering a diagnostic signal to the on-board diagnostic system for retarding the ignition angle may include steps S201-S202:

[0048] Step S201, obtaining the engine operating status, engine water temperature, remaining fuel level, and remaining power level of the power battery of the vehicle.

[0049] Step S202 : triggering a diagnostic signal for retarding the ignition angle from an on-board diagnostic system according to the engine operating state, the engine water temperature, the remaining fuel level, and the remaining battery level.

[0050] In the present application, the on-board diagnostic system is triggered to issue a diagnostic signal for delaying the ignition angle based on the engine operating status, the engine water temperature, the remaining oil level, and the remaining power level, including: if the engine operating status is normal operation, and the engine water temperature is within a preset water temperature range, and the remaining oil level is greater than a preset oil level limit, and the remaining power level is greater than a preset power limit, then the on-board diagnostic system is triggered to issue a diagnostic signal for delaying the ignition angle.

[0051] In this application, it is necessary to determine whether to activate the diagnostic mechanism of the on-board diagnostic system based on the engine operating status, the engine water temperature, the remaining fuel level, and the remaining power. This is because the engine water temperature must be within a certain range. If the temperature is too low, it will cause significant interference with the catalyst ignition. The fuel tank level must be above a certain value to prevent the impact of empty fuel on the start-up of the hybrid vehicle engine and prevent the situation where the motor is dragged backward by empty fuel, affecting the diagnosis judgment and preventing false alarms. The remaining battery power must be greater than a certain value. When the remaining battery power is low, in order to protect the battery, the system determines that charging will be prioritized. At this time, the engine needs to provide additional power for charging, but the ignition condition still does not exit, and the diagnosis continues. Detecting that the ignition angle is not delayed during the ignition stage will cause a false alarm. Therefore, when the remaining power is detected to be low, the diagnosis is not performed.

[0052] In this application, once the diagnostic conditions are met, a constraint judgment is made between the actual torque demand and the torque provided by the motor. For hybrid vehicles, the engine's operating conditions during the catalyst heating phase are much more complex than those of traditional fuel vehicles due to the battery charge and the switching between series and parallel modes.

[0053] In the present application, the preset water temperature range can be -6°C to 40°C, the preset oil limit can be greater than or equal to 4% and less than or equal to 6%, and the preset power limit can be greater than or equal to 25% and less than or equal to 35%.

[0054] For example, during a cold start of an existing hybrid vehicle, the preset water temperature range can be set to -6°C to 40°C, the preset fuel limit can be set to 5%, and the preset battery limit can be set to 30%. At this time, it is detected that the engine is operating normally, the engine water temperature is 10°C, the remaining fuel is 4%, and the remaining battery is 35%. The remaining fuel is lower than the preset fuel limit, and the on-board diagnostic system's diagnostic signal for delaying the ignition angle is not triggered.

[0055] For example, during a cold start of an existing hybrid vehicle, the preset water temperature range can be set to -6°C to 40°C, the preset oil limit can be set to 5%, and the preset battery limit can be set to 30%. At this time, it is detected that the engine is operating normally, the engine water temperature is -8°C, the remaining oil level is 10%, and the remaining battery level is 35%. The engine water temperature is lower than the preset water temperature, and the on-board diagnostic system's diagnostic signal for delaying the ignition angle is not triggered.

[0056] For example, during a cold start of an existing hybrid vehicle, the preset water temperature range can be set to -6°C to 40°C, the preset oil level limit can be set to 5%, and the preset power limit can be set to 30%. At this time, it is detected that the engine is operating normally, the engine water temperature is 10°C, the remaining oil level is 4%, and the remaining power is 28%. The remaining power is lower than the preset power limit, and the on-board diagnostic system's diagnostic signal for delaying the ignition angle is not triggered.

[0057] For another example, during a cold start of an existing hybrid vehicle, the preset water temperature range can be set to -6°C to 40°C, the preset oil limit can be set to 4%, and the preset battery limit can be set to 28%. At this time, if it is detected that the engine is operating normally, the engine water temperature is 10°C, the remaining oil level is 10%, and the remaining battery level is 35%, the on-board diagnostic system is triggered to issue a diagnostic signal for the delayed ignition angle, and the delayed ignition angle control mechanism is diagnosed through the on-board diagnostic system.

[0058] In the present application, the method for obtaining the real-time required torque of the vehicle may include: obtaining the instantaneous throttle opening of the vehicle, and determining the real-time required torque of the vehicle according to the instantaneous throttle opening.

[0059] In the present application, it is determined whether the real-time required torque is greater than the preset torque limit. For example, during the catalyst ignition stage, the driver's required torque is large, such as when starting with a deep throttle. At this time, relying solely on the motor drive is not enough to provide sufficient torque. At this time, it can be determined that responding to the driver's power demand is prioritized, and the engine needs to provide a larger torque response, thereby supplementing the torque. At this time, in order to quickly supplement the torque, the ignition angle may not be delayed, but the catalyst ignition condition is still not exited, and the diagnosis continues. If it is detected that the ignition angle is not delayed during the ignition stage, a false alarm will result. Therefore, in the present application, when the real-time required torque is greater than the preset torque limit, the diagnostic mechanism may not proceed downward, and a fault report may not be issued. During the ignition non-exit stage, if the required torque recovers to below the limit, the diagnostic mechanism may proceed downward, and a diagnosis may be performed to determine whether the ignition angle is effectively delayed.

[0060] In the present application, the preset torque limit may be set to 50-150 Nm, and the specific setting may be determined according to the maximum torque that can be output by different hybrid vehicles.

[0061] In this application, the instantaneous throttle opening can well characterize the real-time required torque. The instantaneous throttle opening and the real-time required torque have a linear positive correlation. After matching the engine power, motor power, and accelerator pedal, the linear relationship between the instantaneous throttle opening and the real-time required torque can be determined.

[0062] For example, when the driver steps on the accelerator deeply to the maximum throttle opening, the real-time required torque is the maximum torque that the engine and motor can output. Through interpolation calculation, the real-time required torque corresponding to each instantaneous throttle opening can be calibrated.

[0063] For example, during a cold start of an existing hybrid vehicle, the real-time required torque of the vehicle is 80 Nm, while the preset torque limit is 50 Nm. At this time, it is determined that the throttle opening or power demand needs to be responded to, and the ignition angle cannot be delayed. This is a normal situation, and no error is required, and the diagnosis is terminated.

[0064] For example, during a cold start of an existing hybrid vehicle, the real-time required torque of the vehicle is 30 Nm, while the preset torque limit is 50 Nm. At this time, it is determined that there is no need to respond to the throttle opening or power demand, and the ignition angle needs to be delayed. At this time, the actual ignition angle and the target ignition angle can be obtained, and then it is determined whether the control mechanism has successfully intervened or whether a fault has occurred based on the actual ignition angle and the target ignition angle.

[0065] See also Figure 3 .

[0066] Figure 3 A simplified flow chart of a method for controlling a vehicle according to an embodiment of the present application is shown. Figure 3As shown, the method for performing a reporting operation for an ignition angle fault through the on-board diagnostic system according to the actual ignition angle and the target ignition angle may include steps S301-S302:

[0067] Step S301 : Calculating a real-time ignition efficiency difference based on the actual ignition angle and the target ignition angle.

[0068] Step S302: Reporting an ignition angle fault via the on-board diagnostic system based on the real-time ignition efficiency difference. In the present application, the method for reporting an ignition angle fault via the on-board diagnostic system based on the real-time ignition efficiency difference may include: calculating an average ignition efficiency difference based on the real-time ignition efficiency differences at each moment after a preset time has elapsed; and if the average ignition efficiency difference is greater than or equal to a preset difference, reporting the ignition angle fault via the on-board diagnostic system.

[0069] In this application, the target ignition angle corresponding to each moment is determined based on specific parameters such as the current engine speed, intake air volume, and catalyst temperature. Therefore, when the real-time demanded torque is less than a preset torque limit, the target ignition angle can be determined. Since the real-time ignition angle and the real-time ignition efficiency are related, a real-time ignition efficiency difference can be calculated based on the real-time ignition angle and the target ignition angle at the corresponding moment. The change in the real-time ignition efficiency difference over a preset time period, i.e., the average ignition efficiency difference, is then used to determine whether the ignition angle is effectively delayed. If it is not, this indicates a fault in the control mechanism for delaying the ignition angle, and an ignition angle fault code can be reported via the on-board diagnostic system.

[0070] In the present application, if the average ignition efficiency difference is less than a preset difference, the on-board diagnostic system completes the diagnostic operation for retarding the ignition angle.

[0071] In the present application, during a diagnostic process, if the calculated average ignition efficiency difference is less than the preset difference, it can be said that the ignition angle has been effectively delayed, the control mechanism has successfully intervened, the catalyst can obtain higher temperature exhaust gas, and the cold start emission reduction strategy has been successfully implemented. At this time, the on-board diagnostic system can end the current diagnosis, thereby completing the diagnostic operation of the on-board diagnostic system for delaying the ignition angle.

[0072] In the present application, the preset time may be greater than or equal to 5 seconds and less than or equal to 15 seconds.

[0073] For example, when a hybrid vehicle is cold-started, the real-time required torque is already less than the preset torque limit. At this time, the actual ignition angle and the target ignition angle are detected and calculated to obtain the real-time ignition angle difference. After 10 seconds, the calculated average ignition efficiency difference is 0, indicating that the ignition angle has been effectively delayed and no error is required.

[0074] As another example, during a cold start of a hybrid vehicle, the real-time required torque is already less than the preset torque limit. At this time, the actual ignition angle and the target ignition angle are detected and calculated to obtain a real-time ignition angle difference. After 10 seconds, the calculated average ignition efficiency difference is still greater than the preset difference, indicating that the ignition angle is not delayed normally and a control mechanism failure has occurred. It is necessary to perform a reporting operation for the ignition angle failure through the on-board diagnostic system.

[0075] In the present application, the method for performing a reporting operation for an ignition angle fault through the on-board diagnostic system may include: displaying an engine fault light for the ignition angle on a driver's instrument panel through the on-board diagnostic system.

[0076] In this application, when the on-board diagnostic system detects an ignition angle fault for the first time, the fault code P050B can be stored. If an ignition angle fault is detected twice in a row during driving, the engine fault light can be turned on to prompt the driver to go for repairs.

[0077] In order to enable those skilled in the art to have a deeper understanding of the present application, the complete diagnostic control process will be described below.

[0078] See also Figure 4 , Figure 4 FIG. 1 shows a complete flow chart of a method for controlling a vehicle according to an embodiment of the present application. Figure 4 As shown, the control method may include steps S401-S405.

[0079] Step S401: Obtain the vehicle's engine operating status, engine water temperature, remaining fuel level, and remaining battery level. If the engine operating status is normal, the engine water temperature is within a preset temperature range, the remaining fuel level is greater than a preset fuel level limit, and the remaining battery level is greater than a preset battery level limit, then proceed to step S402.

[0080] Step S402 , triggering the on-board diagnostic system to detect the diagnostic signal for retarding the ignition angle, and executing step S403 .

[0081] Step S403: Acquire the real-time required torque of the vehicle. If the real-time required torque is less than the preset torque limit, proceed to step S404.

[0082] Step S404: Obtain the actual ignition angle and the target ignition angle, and calculate the average ignition efficiency difference after a preset time. If the average ignition efficiency difference is less than the preset difference, the on-board diagnostic system performs a diagnostic operation for delayed ignition angle. If the average ignition efficiency difference is not less than the preset difference after the preset time, step S405 is executed.

[0083] Step S405 : performing a reporting operation for the ignition angle fault through the on-board diagnostic system.

[0084] For example, when a hybrid vehicle is cold-started, the preset water temperature range may be set to -6°C to 40°C, the preset fuel limit may be set to 5%, and the preset battery limit may be set to 30%. If it is detected that the engine is operating normally, the engine water temperature is 10°C, the remaining fuel level is 4%, and the remaining battery level is 35%, then the on-board diagnostic system will not trigger a diagnostic signal for retarding the ignition angle, i.e., step S402 will not be executed, and the diagnostic control process ends.

[0085] For example, in a hybrid vehicle that is cold-started, the preset water temperature range can be set to -6°C to 40°C, the preset oil limit can be set to 5%, and the preset power limit can be set to 30%. At this time, it is detected that the engine is operating normally, the engine water temperature is 10°C, the remaining oil is 10%, and the remaining power is 35%.

[0086] At this time, step S402 may be executed: triggering a diagnostic signal of the on-board diagnostic system for retarding the ignition angle.

[0087] Then, step S403 is executed to obtain the real-time required torque of the vehicle as 80 Nm, while the preset torque limit is 50 Nm. At this time, it is determined that the throttle opening or power demand needs to be responded to, and the ignition angle cannot be delayed. This is a normal situation, and no error report is required, and the diagnosis is terminated.

[0088] For example, in a hybrid vehicle that is cold-started, the preset water temperature range can be set to -6°C to 40°C, the preset oil limit can be set to 5%, and the preset power limit can be set to 30%. At this time, it is detected that the engine is operating normally, the engine water temperature is 10°C, the remaining oil is 10%, and the remaining power is 35%.

[0089] At this time, step S402 may be executed: triggering a diagnostic signal of the on-board diagnostic system for retarding the ignition angle.

[0090] Then, step S403 is executed to obtain the real-time required torque of the vehicle as 40 Nm, while the preset torque limit is 50 Nm. At this time, it is determined that there is no need to respond to the throttle opening or power demand, and the ignition angle needs to be delayed, so step S404 is executed.

[0091] Then, step S404 is executed to obtain the actual ignition angle and the target ignition angle, and the average ignition efficiency difference after 10 seconds is calculated. The calculated average ignition efficiency difference is 0, indicating that the ignition angle has been successfully delayed and the control mechanism for delaying the ignition angle has been successfully intervened. At this time, the on-board diagnostic system can complete the diagnostic operation for delaying the ignition angle.

[0092] For example, in a hybrid vehicle that is cold-started, the preset water temperature range can be set to -6°C to 40°C, the preset oil limit can be set to 5%, and the preset power limit can be set to 30%. At this time, it is detected that the engine is operating normally, the engine water temperature is 10°C, the remaining oil is 10%, and the remaining power is 35%.

[0093] At this time, step S402 may be executed: triggering a diagnostic signal of the on-board diagnostic system for retarding the ignition angle.

[0094] Then, step S403 is executed to obtain the real-time required torque of the vehicle as 35 Nm, while the preset torque limit is 50 Nm. At this time, it is determined that there is no need to respond to the throttle opening or power demand, and the ignition angle needs to be delayed, so step S404 is executed.

[0095] Then, step S404 is executed to obtain the actual ignition angle and the target ignition angle, and the average ignition efficiency difference after 10 seconds is calculated. If the calculated average ignition efficiency difference is still greater than the preset difference, it means that the ignition angle has not been successfully delayed. The control mechanism for delaying the ignition angle has intervened and a fault has occurred. At this time, step S405 can be executed to perform a reporting operation for the ignition angle fault through the on-board diagnostic system, record the fault code P050B, and display the engine fault light for the ignition angle on the dashboard.

[0096] See also Figure 5 , Figure 5 A block diagram of an automobile control device according to an embodiment of the present application is shown.

[0097] like Figure 5 As shown, the automobile control device 500 may include: a first acquisition unit 501 , a second acquisition unit 502 , and an execution unit 503 .

[0098] The specific configuration of the device 500 can be a first acquisition unit 501, which is used to obtain the real-time required torque of the vehicle when the diagnostic signal for delaying the ignition angle is triggered by the on-board diagnostic system; a second acquisition unit 502, which is used to obtain the actual ignition angle and the target ignition angle if the real-time required torque is less than the preset torque limit; and an execution unit 503, which is used to perform a reporting operation for the ignition angle fault through the on-board diagnostic system based on the actual ignition angle and the target ignition angle.

[0099] See also Figure 6 , Figure 6 A schematic diagram of the structure of a computer system suitable for implementing an electronic device according to an embodiment of the present application is shown.

[0100] It should be noted that Figure 6 The computer system 600 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0101] like Figure 6 As shown, the computer system 600 includes a central processing unit (CPU) 601, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 602 or the program loaded from the storage part 608 into the random access memory (RAM) 603, such as executing the method described in the above embodiment. Various programs and data required for system operation are also stored in the RAM 603. The CPU 601, ROM 602 and RAM 603 are connected to each other via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0102] The following components are connected to the I / O interface 605: an input section 606 including a keyboard, a mouse, and the like; an output section 607 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 608 including a hard disk; and a communication section 609 including a network interface card such as a LAN (Local Area Network) card or a modem. The communication section 609 performs communication processing via a network such as the Internet. A drive 610 is also connected to the I / O interface 605 as needed. Removable media 611, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 610 as needed, so that computer programs read therefrom can be installed into the storage section 608 as needed.

[0103] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 609, and / or installed from a removable medium 611. When the computer program is executed by the central processing unit (CPU) 601, the various functions defined in the system of the present application are executed.

[0104] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device. In the present application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, or any suitable combination thereof.

[0105] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. Among them, each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0106] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. In some cases, the names of these units do not constitute limitations on the units themselves.

[0107] As another aspect, the present application further provides a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle control method described in the above embodiments.

[0108] As another aspect, the present application further provides a computer-readable medium, which may be included in the electronic device described in the above embodiments, or may exist independently and not incorporated into the electronic device. The computer-readable medium carries one or more programs, and when executed by the electronic device, the electronic device implements the vehicle control method described in the above embodiments.

[0109] It should be noted that, although several modules or units of the device for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiment of the application, the features and functions of two or more modules or units described above can be concretized in one module or unit. On the contrary, the features and functions of one module or unit described above can be further divided into multiple modules or units to be concretized.

[0110] Those skilled in the art will readily conceive of other embodiments of the present application after considering the specification and practicing the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of this application and include common knowledge or customary techniques in the art that are not disclosed herein.

[0111] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A method for controlling an automobile, wherein the automobile comprises a fuel engine, a power battery and a drive motor, characterized in that: The method comprises: When a diagnostic signal for retarding the ignition angle is triggered from an on-board diagnostic system, the real-time required torque of the vehicle is obtained; the instantaneous throttle opening of the vehicle is obtained, and the real-time required torque of the vehicle is determined according to the instantaneous throttle opening; If the real-time required torque is less than the preset torque limit, obtaining an actual ignition angle and a target ignition angle; performing a reporting operation for an ignition angle fault through the on-board diagnostic system according to the actual ignition angle and the target ignition angle; When the real-time required torque is greater than the preset torque limit, no fault report is performed.

2. The method according to claim 1, characterized in that The diagnostic signal for delaying the ignition angle is triggered to the on-board diagnostic system, including: Obtaining the engine operating status, engine water temperature, remaining fuel level, and remaining power level of the power battery of the vehicle; A diagnostic signal for retarding the ignition angle from an on-board diagnostic system is triggered according to the engine operating state, the engine water temperature, the remaining oil level, and the remaining power level.

3. The method according to claim 2, characterized in that The triggering of a diagnostic signal for delaying the ignition angle by an on-board diagnostic system based on the engine operating state, the engine water temperature, the remaining fuel level, and the remaining battery level includes: If the engine operating state is normal operation, the engine water temperature is within the preset water temperature range, the remaining oil amount is greater than the preset oil amount limit, and the remaining power is greater than the preset power limit, then the on-board diagnostic system is triggered to send a diagnostic signal for delaying the ignition angle.

4. The method according to claim 3, characterized in that The preset water temperature range is -6°C to 40°C, the preset oil limit is greater than or equal to 4% and less than or equal to 6%, and the preset power limit is greater than or equal to 25% and less than or equal to 35%.

5. The method according to claim 1, characterized in that The performing, by the on-board diagnostic system, a reporting operation for an ignition angle fault based on the actual ignition angle and the target ignition angle, includes: Calculating a real-time ignition efficiency difference based on the actual ignition angle and the target ignition angle; An ignition angle fault reporting operation is performed through the on-board diagnostic system according to the real-time ignition efficiency difference.

6. The method according to claim 5, characterized in that The performing of a reporting operation for an ignition angle fault by the on-board diagnostic system according to the real-time ignition efficiency difference includes: After a preset time, the average ignition efficiency difference is calculated based on the real-time ignition efficiency difference at each moment; If the average ignition efficiency difference is greater than or equal to a preset difference, a reporting operation for an ignition angle fault is performed through the on-board diagnostic system.

7. The method according to claim 6, characterized in that The on-board diagnostic system performs a reporting operation for an ignition angle fault, including: The engine fault light is displayed for the ignition angle via the on-board diagnostic system.

8. The method according to claim 6, characterized in that After calculating the average ignition efficiency difference, the method further includes: If the average ignition efficiency difference is less than a preset difference, the on-board diagnostic system performs a diagnostic operation for retarding the ignition angle.

9. A vehicle control device, wherein the vehicle comprises a fuel engine, a power battery and a drive motor, characterized in that: The device comprises: The first acquisition unit is configured to acquire the real-time required torque of the vehicle when a diagnostic signal for retarding the ignition angle is triggered by an on-board diagnostic system; acquire the instantaneous throttle opening of the vehicle, and determine the real-time required torque of the vehicle based on the instantaneous throttle opening; a second acquiring unit, configured to acquire an actual ignition angle and a target ignition angle if the real-time required torque is less than a preset torque limit; The execution unit is used to perform a reporting operation for an ignition angle fault through the on-board diagnostic system according to the actual ignition angle and the target ignition angle, and does not perform a fault report when the real-time required torque is greater than a preset torque limit.

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