Vehicle control method and device and vehicle

Abstract

The embodiment of the invention is suitable for the technical field of vehicles, and provides a vehicle control method and device and a vehicle. The method comprises the steps that if a fuel pump meets a preset dry rotation to-be-judged condition, when it is detected that an engine needs to be in a running state, first working condition information, corresponding to the current state of the engine, of the fuel pump is obtained; based on the first working condition information, a target control instruction of the fuel pump is generated; the target control instruction comprises a forbidding instruction, and the forbidding instruction is used for forbidding the fuel pump to work; and controlling the fuel pump according to the target control instruction. By the adoption of the method, damage caused by dry rotation of the fuel pump can be prevented.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular, relates to a vehicle control method, device and vehicle. Background Art

[0002] The fuel pump is a key component of the vehicle and has high risks of being flammable and explosive. Therefore, the control of the fuel pump is very important.

[0003] In the prior art, there is no effective control function for the fuel pump. Specifically, when the engine needs to be started, the vehicle will generate a fuel pump working instruction to control the fuel pump to work and build pressure to provide fuel to the engine.

[0004] However, this control method does not take into account the state of the fuel pump. For example, when there is no oil in the fuel pump, controlling the fuel pump to build pressure will cause the fuel pump to run dry, thereby damaging the fuel pump. For this operating condition, the prior art does not propose an effective control method. Summary of the invention

[0005] The embodiments of the present application provide a vehicle control method, device and vehicle, which can solve the problem that the existing control method cannot prevent the fuel pump from running dry.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0007] If the fuel pump meets the preset dry-run to-be-determined condition, then when it is detected that the engine needs to be in a running state, first operating condition information of the fuel pump corresponding to the current state of the engine is obtained;

[0008] Based on the first operating condition information, a target control instruction for the fuel pump is generated; the target control instruction includes a prohibition instruction, and the prohibition instruction is used to prohibit the fuel pump from working;

[0009] The fuel pump is controlled according to the target control command.

[0010] In a second aspect, an embodiment of the present application provides a vehicle control device, the device comprising:

[0011] A first acquisition module is used for acquiring first operating condition information of the fuel pump corresponding to the current state of the engine when it is detected that the engine needs to be in a running state if the fuel pump meets a preset dry-run to-be-determined condition;

[0012] A generating module, used for generating a target control instruction of the fuel pump based on the first working condition information; the target control instruction includes a prohibition instruction, and the prohibition instruction is used for prohibiting the fuel pump from working;

[0013] The first control module is used to control the fuel pump according to the target control instruction.

[0014] In a third aspect, an embodiment of the present application provides a vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method of the first aspect described above when executing the computer program.

[0015] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the method of the first aspect described above is implemented.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when executed on a vehicle, enables the vehicle to execute the method of the first aspect.

[0017] Compared with the prior art, the embodiments of the present application have the following beneficial effects: when the fuel pump meets the preset dry-running conditions to be determined, it can be considered that the fuel pump may be in a state where it can supply fuel but will enter a dry-running state. At this time, when it is detected that the engine needs to be in a running state, in order to prevent the fuel pump from running dry, the first operating condition information of the fuel pump corresponding to the current state of the engine can be obtained. Then, based on the real-time first operating condition information, a target control instruction for the fuel pump is generated, so that when the target control instruction is a prohibition instruction, the fuel pump is prohibited from working. Based on this, when it is determined that the fuel pump meets the preset dry-running conditions to be determined and the engine needs to be running, the fuel pump is controlled by the actual first operating condition information of the fuel pump, so as to achieve the purpose of preventing the fuel pump from running dry. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 is a flow chart of an implementation of a vehicle control method provided by an embodiment of the present application;

[0020] Figure 2 is a structural schematic diagram of a vehicle control device provided by an embodiment of the present application;

[0021] Figure 3 It is a structural schematic diagram of a vehicle provided in one embodiment of the present application. DETAILED DESCRIPTION

[0022] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0023] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0024] It should be noted that the information collection process (such as face image collection process, fingerprint information collection process, etc.) / feature extraction process involved in this application is performed with the user's knowledge and permission, that is, the information collection process / feature extraction process complies with the requirements of laws and regulations and does not constitute an act that harms the public interest.

[0025] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0026] The fuel pump is a key component of the vehicle and has high risks of being flammable and explosive. Therefore, the control of the fuel pump is very important.

[0027] In the prior art, there is no effective control function for the fuel pump. Specifically, when the engine needs to be started, the vehicle will generate a fuel pump working instruction to control the fuel pump to work and build pressure to provide fuel to the engine.

[0028] However, this control method does not take into account the state of the fuel pump. For example, when there is no oil in the fuel pump, controlling the fuel pump to build pressure will cause the fuel pump to run dry, thereby damaging the fuel pump.

[0029] Furthermore, although the vehicle can currently detect the remaining fuel level of the vehicle, when the remaining fuel level is less than or equal to the minimum value that can be displayed, the remaining fuel level will always be represented by the minimum value, rather than displaying the remaining fuel level as 0. For example, if the volume of the vehicle's fuel tank is 50 liters and the minimum value displayed is 5%, then when the remaining fuel level in the tank is 2.5 liters or less, the vehicle will only display the remaining fuel level as 2.5 liters, rather than displaying the remaining fuel level as 0, or directly displaying a value lower than 2.5 liters.

[0030] However, when the remaining fuel level is 2.5 liters or less (not 0), the fuel pump can still pump fuel to support the engine operation. That is, the fuel pump is not in a dry state at this time. If the fuel pump is directly controlled to prohibit operation when the minimum value is displayed, the maximum amount of fuel cannot be used. If the fuel pump is still controlled to operate, it may cause the fuel pump to run dry when the remaining fuel level is 0.

[0031] In another embodiment, the lowest value displayed can also be 0. For example, when the remaining fuel in the fuel tank is less than 2.5 liters, the vehicle will directly display the remaining fuel as 0 liters instead of directly displaying a value less than 2.5 liters. At this time, the vehicle will directly prohibit the fuel pump from working, and the fuel usage cannot be maximized.

[0032] Therefore, the vehicle cannot directly determine whether the fuel pump is running dry based on the remaining fuel amount. For this working condition, the prior art does not propose an effective control method.

[0033] Based on this, in order to reasonably control the fuel pump to prevent the fuel pump from running dry, an embodiment of the present application provides a vehicle control method, which can be applied to a vehicle. For example, it can be applied to electronic devices such as a fuel pump controller and a vehicle controller. The embodiment of the present application does not impose any restrictions on the specific type of electronic equipment.

[0034] See also Figure 1 , Figure 1 A flow chart of a vehicle control method according to an embodiment of the present application is shown, and the method comprises the following steps:

[0035] S101. If the fuel pump meets a preset dry-run condition to be determined, then when it is detected that the engine needs to be in a running state, first operating condition information of the fuel pump corresponding to the current state of the engine is obtained.

[0036] In one embodiment, the function of the fuel pump is to suck gasoline from the fuel tank and pressure it into the float chamber of the carburetor through the pipeline and the gasoline filter, thereby ensuring the normal operation of the engine.

[0037] In one embodiment, the dry-run to-be-determined condition can be set according to actual conditions, and is not limited thereto. Exemplarily, based on the above description, the dry-run to-be-determined condition can be set to when the remaining fuel volume is less than or equal to a preset remaining fuel volume (displayed minimum value), it is determined that the fuel pump meets the dry-run to-be-determined condition.

[0038] It is understandable that the remaining fuel can be obtained according to the fuel level sensor. At this time, when it is detected that the remaining fuel is lower than the displayed minimum value, the fuel level sensor will upload the minimum value and mark the data collected this time as valid.

[0039] However, based on the above description, it can be seen that when the minimum value is displayed, it does not mean that there is no fuel in the fuel tank. It can be considered that the fuel pump may be in a state where it can pump fuel but will enter a dry run state. Therefore, in this case, it can be considered that the fuel pump meets the dry run waiting determination conditions, but it is necessary to further determine whether the fuel pump is dry run based on subsequent steps.

[0040] It is understood that when the minimum value is not displayed, it can be considered that the remaining fuel amount will be greater than the minimum value. Therefore, it can be determined that there is a large amount of fuel in the fuel tank. Therefore, it can be considered that the fuel pump can pump fuel and will not enter a dry running state.

[0041] It should be noted that when the vehicle is running at high speed, the amount of oil in the fuel tank may shake, so that the remaining oil amount obtained by the fuel level sensor may be erroneous. In this case, directly judging based on the erroneous remaining oil amount will result in a low accuracy rate in determining whether the fuel pump meets the dry-running determination conditions.

[0042] Based on this, in order to reduce the error of the remaining fuel volume, the vehicle can obtain the vehicle speed and the current fuel volume in the fuel tank at the current moment. Then, the current fuel volume is calibrated according to the vehicle speed to obtain the remaining fuel volume.

[0043] The vehicle speed can be collected by a speed sensor. And the current fuel volume can be calibrated in such a way that when the vehicle speed is greater than a first preset speed, it can be considered that the high-speed driving of the vehicle will cause a large fluctuation in the remaining fuel volume in the fuel tank. Then, the vehicle can use a preset calibration coefficient to calibrate the current fuel volume to obtain the remaining fuel volume.

[0044] And, if the vehicle speed is less than or equal to the first preset vehicle speed, it can be considered that when the vehicle is stationary or traveling at a low speed, the remaining fuel level in the fuel tank usually does not fluctuate, or fluctuates slightly. At this time, the current fuel level obtained is usually close to the remaining fuel level. Therefore, the vehicle can directly determine the current fuel level as the remaining fuel level.

[0045] Alternatively, the target calibration coefficient corresponding to the current vehicle speed may be determined according to the preset relationship between the vehicle speed range and the calibration coefficient, and the current fuel volume may be calibrated to obtain the remaining fuel volume. In this embodiment, the method for calibrating the current fuel volume is not limited.

[0046] As an example, after obtaining the calibration coefficient, if the calibration coefficient is a value greater than 1, the ratio of the current oil volume to the calibration coefficient can be used as the remaining oil volume. Alternatively, if the calibration coefficient is a value less than 1, the product of the current oil volume and the calibration coefficient can be used as the remaining oil volume.

[0047] In this embodiment, the first preset vehicle speed, the calibration coefficient, the preset relationship, and the method of obtaining the remaining fuel amount based on the calibration coefficient and the current fuel amount are not limited.

[0048] In another embodiment, since the engine needs to be in a running state, the fuel pump needs to work to build pressure, so that fuel can be pumped from the fuel tank to the engine based on the built-up fuel rail pressure during operation. However, the working built-up fuel rail pressure needs to be greater than or equal to the first preset pressure, and the fuel pump has no faults.

[0049] Among them, the fuel rail pressure is usually collected by the fuel rail pressure sensor in the fuel pump. Therefore, in the actual scenario, the premise that the fuel pump can work normally to build pressure and pump fuel is that the fuel rail pressure sensor has no faults, so that the collected fuel rail pressure is accurate, and then when the detected fuel rail pressure is greater than or equal to the first preset pressure, it is determined that the fuel pump can work normally to build pressure and pump fuel.

[0050] In one embodiment, the first fuel rail pressure may be considered to be the pressure collected by the fuel rail pressure sensor at the current moment.

[0051] The first preset pressure can be set according to actual conditions, and there is no limitation on this. For example, during normal pressure building, the fuel rail pressure of the vehicle can be 300 KPa. Therefore, the first preset pressure can be set to 300 KPa.

[0052] Based on this, the vehicle may also determine that the fuel pump meets the dry-run to-be-determined condition when the first fuel rail pressure is less than the first preset pressure when the fuel pump is in a normal state.

[0053] It should be noted that when the first fuel rail pressure is less than the first preset pressure, the fuel pump may not be working, so the first fuel rail pressure is less than the first preset pressure. Also, the fuel pump may be working, but due to occasional failures or measurement accuracy problems of the fuel rail pressure sensor, the collected first fuel rail pressure is less than the first preset pressure, but in actual situations, the fuel pump can still pump fuel normally. At this time, it is still not certain that the fuel pump is running dry.

[0054] Based on the above description, when the first fuel rail pressure is less than the first preset pressure, it can be considered that the fuel pump may be in a dry-run state, or it can be considered that the fuel pump may be in a normal pumping state. That is, it is impossible to determine whether the fuel pump is dry-running. Therefore, in this case, it can be considered that the fuel pump meets the dry-running determination condition, and it is necessary to further determine whether the fuel pump is dry-running based on subsequent steps.

[0055] As an example, in order to determine whether the fuel pump meets the preset dry-running condition to be determined, the vehicle can obtain the second operating condition information of the fuel pump, and then generate a determination result of whether the fuel pump meets the dry-running condition to be determined based on the second operating condition information.

[0056] The second operating condition information may include the above-mentioned remaining fuel volume and the first fuel rail pressure of the fuel pump in a normal state, and may also include other operating condition information. For example, the oil pressure value in the fuel rail, or the pump speed of the fuel pump, etc., which are not limited to this. In this embodiment, the second operating condition information includes at least one of the remaining fuel volume and the first fuel rail pressure of the fuel pump in a normal state as an example for explanation.

[0057] Exemplarily, if the remaining fuel amount is less than or equal to a preset remaining fuel amount, and / or the first fuel rail pressure is less than a first preset pressure, it is determined that the fuel pump meets the dry-run to-be-determined condition.

[0058] In order to improve the accuracy of determining whether the fuel pump meets the dry-run condition to be determined, a dual determination can be performed based on the remaining fuel volume and the first fuel rail pressure at the same time. That is, only when the remaining fuel volume is less than or equal to the preset remaining fuel volume, and the first fuel rail pressure is less than the first preset pressure, the determination result is determined to be that the fuel pump meets the dry-run condition to be determined. Otherwise, when the remaining fuel volume is greater than the preset remaining fuel volume, and / or the first fuel rail pressure is greater than or equal to the first preset pressure, the determination result is determined to be that the fuel pump does not meet the dry-run condition to be determined.

[0059] In one embodiment, the second operating condition information may be information collected in real time, or may be information collected at preset time intervals (eg, 1 minute), and there is no limitation on this.

[0060] Based on the above description, it can be considered that satisfying the dry-run to-be-determined condition indicates that the fuel pump is in a state where it can supply fuel but will enter a dry-run state.

[0061] Among them, the detection that the engine needs to be in a running state can be divided into the current state of the engine being in a running state and needing to maintain the running state; and the current state of the engine being in a stopped state and needing to enter a running state. And, the above-mentioned first operating condition information includes but is not limited to the second fuel rail pressure of the fuel pump controlling the engine after starting, and the first fuel rail pressure and other information described above, which are not limited to this.

[0062] It is understandable that when the current state is the running state, the engine does not need to be started, so the first operating condition information may not include the second fuel rail pressure.

[0063] Based on the above description, it can be considered that for different current states, the way of determining whether the engine needs to be in the running state and the first operating condition information obtained are usually different.

[0064] As an example, when the current state is the running state, the vehicle may determine that the engine needs to be in the running state when no engine shutdown instruction is obtained. That is, the engine needs to maintain the running state.

[0065] Among them, the above-mentioned shutdown command can be generated when an engine failure is detected, or when it is determined that the vehicle only needs pure electric driving (for example, the vehicle speed is lower than or equal to a second preset speed, and the power battery has a power greater than a preset power), or it can be generated based on the owner's operation, and there is no limitation on this.

[0066] Generally, when the vehicle speed is less than or equal to the second preset vehicle speed, the engine may not be required to provide driving torque. Furthermore, when the remaining power of the power battery is greater than the preset power, it can be considered that the vehicle can be driven purely by the power battery for a long time. Further, an engine shutdown instruction may be generated.

[0067] Otherwise, when the vehicle speed is greater than the second preset speed, the driving torque provided by the driving motor is usually unable to support the vehicle to travel at high speed, so there is no need to generate a shutdown command. Also, when the remaining power of the power battery is less than or equal to the preset power, it can be considered that the vehicle cannot travel purely electrically based on the power battery for a long time. Therefore, there is no need to generate a shutdown command.

[0068] Based on the above description, the vehicle can also determine whether to generate an engine shutdown command based on the current vehicle speed and remaining power to determine whether the engine needs to continue to run.

[0069] It is understandable that, since no shutdown instruction is obtained, it can be considered that the engine needs to continue to be in operation.

[0070] Furthermore, when the current state is a stopped state, the vehicle can determine that the engine needs to be in a running state when obtaining an engine start command.

[0071] In one embodiment, the above-mentioned start instruction can be generated when it is detected that the current driving condition of the vehicle requires engine start (for example, the vehicle speed is greater than a second preset speed, and / or the power battery power is less than or equal to a preset power), or it can be generated based on the operation of the owner, without limitation.

[0072] It is understandable that when a start command is detected, it can be considered that the engine needs to be started and enter a running state.

[0073] It should be noted that when the current state of the engine is the running state, the above-mentioned expected fuel rail pressure can be considered as the pressure that the fuel pump needs to reach when meeting the vehicle driving condition. That is, the fuel pump pumps fuel to the engine at this pressure, so that the engine can meet the vehicle driving condition after running.

[0074] For example, the vehicle may determine the amount of oil that the fuel pump needs to pump based on the vehicle speed or the throttle opening of the accelerator pedal, and then determine the expected fuel rail pressure based on the correlation between the amount of oil pumped and the preset fuel rail pressure.

[0075] Alternatively, a predictive neural network model between driving conditions and oil pumping volume is pre-established to determine the oil pumping volume at the time in real time based on the driving conditions of the vehicle, and to determine the expected oil rail pressure corresponding to the oil pumping volume based on a preset correlation relationship.

[0076] The driving conditions include but are not limited to vehicle speed, acceleration, whether turning, whether going uphill, etc. Also, the model structure of the prediction neural network model can be selected according to the actual situation, and the association relationship can be set in advance. In this embodiment, the method for determining the expected oil rail pressure is not limited.

[0077] It should be noted that the first fuel rail pressure described above can be the pressure collected by the fuel rail pressure sensor at the current moment. Therefore, based on the relationship between the expected fuel rail pressure and the first fuel rail pressure, it can be determined whether the fuel pump runs dry, so as to generate a target control instruction for prohibiting the fuel pump from working.

[0078] For example, the vehicle may calculate the pressure difference between the expected fuel rail pressure and the first fuel rail pressure, and use the pressure difference as the first operating condition information, and as subsequent determination information for determining whether the fuel pump runs dry.

[0079] In another embodiment, when the current state of the engine is a stopped state, if the engine needs to enter a running state, the fuel pump needs to work normally to build pressure to pump fuel to the engine. Therefore, the vehicle can determine the second fuel rail pressure of the fuel pump after the engine is started based on the start instruction as the first operating condition information.

[0080] It should be noted that when the engine starts normally, it depends on the normal operation of the fuel pump to build pressure and pump oil. Therefore, when the engine starts successfully, the fuel rail pressure of the fuel pump must be at least greater than or equal to the vehicle's fuel rail pressure during normal pressure buildup as described above, so that the fuel pump can meet the basic pumping capacity to pump oil to the engine and support the successful start of the engine.

[0081] Based on this, the vehicle may also determine the second fuel rail pressure of the fuel pump after the engine is started based on the start instruction as the first operating condition information.

[0082] It should be noted that the engine may fail to start due to the low amount of remaining fuel in the fuel tank, insufficient cylinder compression pressure, insufficient intake air, etc. Based on this, in order to avoid the engine starting failure due to other accidental reasons, the vehicle can control the preset number of engine starts and determine whether the fuel pump has successfully built pressure based on the fuel rail pressure after each start, so as to determine whether the engine failed to start due to the low amount of remaining fuel, which made the fuel pump unable to build pressure normally.

[0083] It is understandable that each time the engine is started, external air will enter and increase the cylinder compression pressure. Thus, multiple engine starts can ensure that the cylinder compression force and intake volume are sufficient. Thus, accidental problems such as insufficient cylinder compression pressure and insufficient intake volume can be eliminated. Therefore, after the engine fails to start, it can be considered that the remaining fuel is low and the fuel pump cannot pump fuel.

[0084] Based on the above description, the vehicle can also use the result of whether the engine is started successfully as the above-mentioned first operating condition information.

[0085] However, when detecting whether the engine has started successfully, it is usually determined based on the engine speed. However, in actual scenarios, there are situations where the engine has not started successfully, but the power of the drive motor is too large, which drives the engine to rotate at a high speed for a short period of time. As a result, the vehicle mistakenly recognizes that the engine has started successfully. Therefore, the result of whether the engine has started successfully as the first operating condition information cannot be used to accurately determine whether the fuel pump can pump oil normally in the future.

[0086] When the engine is started, the power battery is required to supply power, and the engine is started by driving the engine speed. Also, the purpose of setting the preset number of times is not only to eliminate the engine start failure caused by other accidental problems, but also to avoid the engine starting indefinitely, which will cause the remaining power of the power battery to be consumed significantly.

[0087] Based on the above description, in this embodiment, in order to accurately determine whether the fuel pump runs dry and cannot pump oil normally, when the current state of the engine is a stopped state, the second oil rail pressure of the fuel pump after the engine is started based on a start instruction can be determined as the first operating condition information.

[0088] The above-mentioned preset number of times can be set according to actual conditions and is not limited thereto.

[0089] S102: Generate a target control instruction for a fuel pump based on the first operating condition information; the target control instruction includes a prohibition instruction, and the prohibition instruction is used to prohibit the fuel pump from operating.

[0090] S103: Control the fuel pump according to the target control instruction.

[0091] In one embodiment, the target control instruction includes a prohibition instruction for prohibiting the operation of the fuel pump and an operation instruction for controlling the operation of the fuel pump.

[0092] It should be noted that the reasons for low rail pressure are usually: low remaining fuel, resulting in low fuel in the rail, fuel pump failure, fuel filter blockage, etc. However, it has been explained above that when the fuel pump meets the preset dry run determination conditions, the fuel pump has no fault and there is a low remaining fuel.

[0093] Based on this, it can be considered that when the fuel pump meets the preset dry-run determination condition, the cause caused by the failure of the fuel pump can be ruled out. That is, the reason for the low pressure of the fuel rail is that the remaining fuel volume is low, resulting in low fuel volume in the fuel rail.

[0094] Based on the above explanation, it can be known that in the running state, in order to enable the engine to meet the driving conditions of the vehicle when running, the first fuel rail pressure of the fuel pump needs to reach or approach the expected fuel rail pressure. At this time, when the pressure difference is greater than or equal to the second preset pressure, it can be considered that the first fuel rail pressure is significantly different from the expected fuel rail pressure. That is, the fuel pump cannot pump the remaining fuel based on the first fuel rail pressure, or the pumped fuel volume cannot reach the expected amount to support the engine operation.

[0095] Therefore, in order to prevent the fuel pump from running dry, the target control instruction can be determined as a prohibition instruction when the pressure difference is greater than or equal to the second preset pressure. Otherwise, when the pressure difference is less than the second preset pressure, it can be considered that the remaining fuel volume can still support the fuel pump to pump oil. Then, a working instruction can be generated to control the operation of the fuel pump.

[0096] In another embodiment, in the stopped state, the engine is controlled to start multiple times as described above, which can eliminate accidental problems such as insufficient cylinder compression pressure and insufficient intake air volume. Therefore, after the engine fails to start, it can be considered that the remaining fuel is too low to allow the fuel pump to pump fuel, resulting in the fuel pump running dry.

[0097] Based on this, in the stopped state, if the second fuel rail pressure is less than the preset pressure building pressure of the fuel pump, it can be considered that the reason why the fuel pump cannot build pressure normally and pump fuel to the engine is that the remaining fuel is small. Therefore, when the second fuel rail pressure is less than the preset pressure building pressure, a prohibition instruction can be generated to prevent the fuel pump from running dry. Otherwise, when the second fuel rail pressure is greater than or equal to the preset pressure building pressure, it can be considered that the remaining fuel can still support the fuel pump to build pressure normally and pump fuel to the engine. Based on this, a working instruction can be generated to control the operation of the fuel pump.

[0098] It should be added that when the fuel pump is controlled to work, the fuel pump can successfully start the engine and put it into operation by pumping oil. At this time, when the engine is in operation, the vehicle can perform the above steps S101-S103 again to determine whether to generate a prohibition instruction when the engine is in operation to prevent the fuel pump from running dry.

[0099] Among them, the second preset pressure can be set according to actual conditions, and the above-mentioned preset pressure building pressure can be the same as or different from the above-mentioned first preset pressure, and there is no limitation on this.

[0100] It should be noted that when the target control instruction is a prohibition instruction, the fuel pump will be prohibited from working, and at this time, the engine must also be in a stopped state. Afterwards, in order to prevent the engine start instruction from being generated again, which causes the vehicle to execute the above steps S101-S103 again to determine whether to control the fuel pump to work, the vehicle can directly generate a request to prohibit starting the engine, so as to avoid the scenario where the subsequent vehicle may generate start instructions multiple times and cause the repeated execution of steps S101-S103.

[0101] In another embodiment, after generating the prohibition instruction, the vehicle may also execute a preset reminder operation to remind the owner to refuel. The preset reminder operation includes but is not limited to an instrument prompt or voice operation. For example, the instrument may display a prompt message of "Fuel is exhausted and vehicle performance is limited, please refuel in time".

[0102] In this embodiment, when the fuel pump meets the preset dry-run to be determined condition, it can be considered that the fuel pump may be in a state where it can supply fuel but will enter a dry-run state. At this time, when it is detected that the engine needs to be in a running state, in order to prevent the fuel pump from running dry, the first operating condition information of the fuel pump corresponding to the current state of the engine can be obtained. Then, based on the real-time first operating condition information, a target control instruction of the fuel pump is generated, so that when the target control instruction is a prohibition instruction, the fuel pump is prohibited from working. Based on this, when it is determined that the fuel pump meets the preset dry-run to be determined condition and the engine needs to be running, the fuel pump is controlled by the actual first operating condition information of the fuel pump, so as to achieve the purpose of preventing the fuel pump from running dry.

[0103] In another embodiment, when the target control instruction is a prohibition instruction, the vehicle will prohibit the fuel pump from working. At this time, since the fuel pump cannot pump fuel to the engine, the vehicle cannot run with the driving torque provided by the engine. Based on this, in order to be able to run normally, the vehicle can control the drive motor to output the driving torque.

[0104] It should be noted that the embodiments corresponding to the above steps S101-S103 can be used only in fuel vehicles or hybrid vehicles (including an engine and a drive motor) to prevent the fuel pump from running dry, and there is no limitation on this. However, when it is necessary to control the drive motor to provide driving torque, the method is only used in hybrid vehicles including an engine and a drive motor.

[0105] In one embodiment, the power required for the drive motor to work is usually provided by a power battery. However, the remaining power of the power battery may be low.

[0106] Based on this, in order to prevent the remaining power of the power battery from being consumed too quickly and making the vehicle unable to drive to the destination (for example, a residential area or a gas station), the driving torque output by the drive motor can be controlled to be less than the preset torque to reduce the consumption rate of the remaining power. The preset torque can be set according to actual conditions and is not limited to this.

[0107] As an example, the vehicle can first determine the interval distance between the current position and the destination, the remaining power of the power battery, the road type between the current position and the destination, the weather and other driving conditions. Then, the above-mentioned preset torque is determined based on the driving conditions. For example, the distance, remaining power, road type (for example, highway, sand, mud, etc.), weather and other data are used as training data, and the real torque is used as annotation data to train the torque prediction model. Afterwards, after obtaining the torque prediction model, the driving conditions at this time can be input into the torque prediction model to obtain the above-mentioned preset torque.

[0108] Among them, the method of training the torque prediction model based on training data and labeled data is an existing method. The only difference is that the training data and labeled data of the model are different from the input and output of the existing prediction model, which will not be described in detail.

[0109] See also Figure 2 , Figure 2 1 is a structural block diagram of a vehicle control device provided in an embodiment of the present application. The vehicle control device in this embodiment includes modules for executing Figure 1 For details, please refer to the steps in the corresponding embodiment. Figure 1 as well as Figure 1 For the convenience of explanation, only the parts related to this embodiment are shown. Figure 2 The vehicle control device 200 may include: a first acquisition module 210, a generation module 220 and a first control module 230, wherein:

[0110] The first acquisition module 210 is used for acquiring first operating condition information of the fuel pump corresponding to the current state of the engine when it is detected that the engine needs to be in a running state if the fuel pump meets the preset dry-running determination condition.

[0111] The generating module 220 is used to generate a target control instruction of the fuel pump based on the first operating condition information; the target control instruction includes a prohibition instruction, and the prohibition instruction is used to prohibit the fuel pump from working.

[0112] The first control module 230 is used to control the fuel pump according to the target control instruction.

[0113] In one embodiment, the vehicle control device 200 further includes:

[0114] The second acquisition module is used to acquire second operating condition information of the fuel pump.

[0115] The first determination module is used to generate a determination result of whether the fuel pump meets the dry-run to-be-determined condition according to the second operating condition information.

[0116] In one embodiment, the second operating condition information includes the remaining fuel volume; and the second acquisition module is further used for:

[0117] Get the vehicle speed and the current fuel level in the fuel tank at the current moment; calibrate the current fuel level according to the vehicle speed to get the remaining fuel level.

[0118] In one embodiment, the second operating condition information includes at least one of a remaining fuel volume and a first fuel rail pressure when the fuel pump is in a normal state; and the second determining module is further configured to:

[0119] If the remaining fuel amount is less than or equal to the preset remaining fuel amount, and / or the first fuel rail pressure is less than the first preset pressure, it is determined that the fuel pump meets the dry-running to-be-determined condition.

[0120] In one embodiment, the vehicle control device 200 further includes:

[0121] The second determination module is used to determine that the engine needs to be in the running state if the current state is the running state and no engine shutdown instruction is obtained.

[0122] The third determination module is used to determine that the engine needs to be in a running state when an engine start instruction is obtained if the current state is a stopped state.

[0123] In one embodiment, the first acquisition module 210 is further configured to:

[0124] If the current state is the running state, the pressure difference between the expected fuel rail pressure and the first fuel rail pressure when the vehicle is traveling is determined as the first operating condition information; if the current state is the stopping state, the second fuel rail pressure of the fuel pump after the engine is started based on the starting instruction is determined as the first operating condition information.

[0125] In one embodiment, the generating module 220 is further configured to:

[0126] If the pressure difference is greater than or equal to the second preset pressure, or the second fuel rail pressure is less than the preset pressure building pressure of the fuel pump, the target control instruction is determined to be a prohibition instruction; if the pressure difference is less than the second preset pressure, or the second fuel rail pressure is greater than or equal to the preset pressure building pressure, the target control instruction is determined to be a working instruction; the working instruction is used to control the operation of the fuel pump.

[0127] In one embodiment, the vehicle control device 200 further includes:

[0128] The second control module is used to control the drive motor to output a drive torque for the vehicle to travel if the target control instruction is a prohibition instruction; the drive torque is less than a preset torque.

[0129] When it is understood that Figure 2 In the structural block diagram of the vehicle control device shown, each module is used to execute Figure 1 The steps in the corresponding embodiments, and for Figure 1 Each step in the corresponding embodiment has been explained in detail in the above embodiment. Figure 1 as well as Figure 1 The relevant descriptions in the corresponding embodiments are not repeated here.

[0130] Figure 3 is a structural block diagram of a vehicle provided by an embodiment of the present application. Figure 3 As shown, the vehicle 300 of this embodiment includes: a processor 310, a memory 320, and a computer program 330 stored in the memory 320 and executable on the processor 310, such as a program of a vehicle control method. When the processor 310 executes the computer program 330, the steps in each embodiment of the above-mentioned vehicle control method are implemented, such as Figure 1 Alternatively, the processor 310 implements the above when executing the computer program 330 Figure 2 The functions of each module in the corresponding embodiment are, for example, Figure 2 For details on the functions of each module shown, please refer to Figure 2 Related description in the corresponding embodiment.

[0131] Exemplarily, the computer program 330 may be divided into one or more modules, one or more modules are stored in the memory 320, and are executed by the processor 310 to implement the vehicle control method provided in the embodiment of the present application. One or more modules may be a series of computer program instruction segments capable of completing specific functions, and the instruction segments are used to describe the execution process of the computer program 330 in the vehicle 300. For example, the computer program 330 may implement the vehicle control method provided in the embodiment of the present application.

[0132] The vehicle 300 may include, but is not limited to, a processor 310 and a memory 320. Those skilled in the art will appreciate that Figure 3 This is only an example of vehicle 300 and does not constitute a limitation of vehicle 300 , which may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the vehicle may also include input and output devices, network access devices, buses, etc.

[0133] The processor 310 may be a central processing unit, or other general-purpose processors, digital signal processors, application-specific integrated circuits, off-the-shelf programmable gate arrays or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0134] The memory 320 may be an internal storage unit of the vehicle 300, such as a hard disk or memory of the vehicle 300. The memory 320 may also be an external storage device of the vehicle 300, such as a plug-in hard disk, a smart memory card, a flash memory card, etc. equipped on the vehicle 300. Furthermore, the memory 320 may also include both an internal storage unit of the vehicle 300 and an external storage device.

[0135] An embodiment of the present application provides a computer-readable storage medium, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle control method described in the above embodiments is implemented.

[0136] An embodiment of the present application provides a computer program product. When the computer program product is run on a vehicle, the vehicle executes the vehicle control method in each of the above embodiments.

[0137] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: If the fuel pump meets the preset dry-run to-be-determined condition, then when it is detected that the engine needs to be in a running state, obtaining first operating condition information of the fuel pump corresponding to the current state of the engine; generating a target control instruction for the fuel pump based on the first operating condition information; the target control instruction includes a prohibition instruction, and the prohibition instruction is used to prohibit the fuel pump from working; The fuel pump is controlled according to the target control instruction.

2. The method according to claim 1, characterized in that If the fuel pump satisfies the preset dry-run to-be-determined condition, before obtaining the first operating condition information of the fuel pump corresponding to the current state of the engine when it is detected that the engine needs to be in the running state, the method further includes: Acquire second operating condition information of the fuel pump; A determination result of whether the fuel pump satisfies the dry-run condition to be determined is generated according to the second operating condition information.

3. The method according to claim 2, characterized in that The second operating condition information includes the remaining fuel amount; the obtaining the second operating condition information of the fuel pump includes: Get the vehicle's speed and the current fuel level in the tank at the current moment; The current fuel volume is calibrated according to the vehicle speed to obtain the remaining fuel volume.

4. The method according to claim 2, characterized in that: The second operating condition information includes at least one of a remaining fuel amount and a first fuel rail pressure when the fuel pump is in a normal state; the step of generating a determination result of whether the fuel pump satisfies the dry-run condition to be determined based on the second operating condition information includes: If the remaining fuel amount is less than or equal to a preset remaining fuel amount, and / or the first fuel rail pressure is less than a first preset pressure, it is determined that the determination result is that the fuel pump meets the dry-run to-be-determined condition.

5. The method according to claim 1, characterized in that Before acquiring the first operating condition information of the fuel pump corresponding to the current state of the engine when it is detected that the engine needs to be in the running state, the method further includes: If the current state is the running state, then when no shutdown instruction of the engine is obtained, determining that the engine needs to be in the running state; If the current state is a stopped state, then when a start instruction of the engine is obtained, it is determined that the engine needs to be in the running state.

6. The method according to claim 5, characterized in that When it is detected that the engine needs to be in a running state, obtaining first operating condition information of the fuel pump corresponding to the current state of the engine includes: If the current state is the running state, determining the pressure difference between the expected fuel rail pressure and the first fuel rail pressure when the vehicle is running as the first operating condition information; If the current state is the stopped state, the second fuel rail pressure of the fuel pump after the engine is started based on the start instruction is determined as the first operating condition information.

7. The method according to claim 6, characterized in that The step of generating a target control instruction for the fuel pump based on the first operating condition information includes: If the pressure difference is greater than or equal to a second preset pressure, or the second fuel rail pressure is less than a preset pressure building pressure of the fuel pump, determining that the target control instruction is the prohibition instruction; If the pressure difference is less than the second preset pressure, or the second fuel rail pressure is greater than or equal to the preset pressure building pressure, the target control instruction is determined to be a working instruction; the working instruction is used to control the operation of the fuel pump.

8. The method according to any one of claims 1 to 7, characterized in that: The method further comprises: If the target control instruction is the prohibition instruction, the drive motor is controlled to output a drive torque for the vehicle to travel; the drive torque is less than the preset torque.

9. A vehicle control device, characterized in that: The device comprises: A first acquisition module is used for acquiring first operating condition information of the fuel pump corresponding to the current state of the engine when it is detected that the engine needs to be in a running state if the fuel pump meets a preset dry-run to-be-determined condition; A generating module, configured to generate a target control instruction for the fuel pump based on the first operating condition information; the target control instruction includes a prohibition instruction, and the prohibition instruction is used to prohibit the fuel pump from operating; The first control module is used to control the fuel pump according to the target control instruction.

10. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

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