Locking time calibration method and device and engineering machinery

Abstract

The application relates to a lock-up time calibration method, device and engineering machinery, relates to the technical field of remote lock-up, and the lock-up time calibration method comprises the following steps: acquiring the current residual running time length of a target vehicle; acquiring vehicle running data; according to the vehicle running data, a predicted daily average running time length of the target vehicle is obtained; and if the current residual running time length is less than or equal to the predicted daily average running time length, a lock-up instruction is output. The lock-up time calibration method, device and engineering machinery can effectively determine the lock-up time without receiving a time message by the vehicle, and reduce the loss of all vehicle owners.

Description

Technical Field

[0001] This application relates to the field of remote vehicle locking technology, specifically to a vehicle locking time calibration method, device, and engineering machinery. Background Technology

[0002] In applications where vehicles are used through leasing or lending, a locking function is typically installed in the vehicle to prevent defaults and losses for the vehicle owner. Generally, a locking date is set within the vehicle, and the vehicle automatically locks after that date. However, in some scenarios with poor signal reception, vehicles may not be able to receive time messages, meaning the current date cannot be determined. This leads to the system being unable to determine whether the vehicle needs to be locked or the locking time, potentially causing losses for the vehicle owner. Summary of the Invention

[0003] To address the aforementioned technical problems, embodiments of this application provide a vehicle locking time calibration method, apparatus, and engineering machinery, which can effectively determine the locking time when the vehicle has not received a time message, thereby reducing losses for the vehicle owner.

[0004] Firstly, a method for calibrating car locking time is provided, including:

[0005] Obtain the current remaining runtime of the target vehicle;

[0006] Acquire vehicle operation data; wherein, the vehicle operation data represents the running time of the target vehicle and / or other vehicles identical to the target vehicle in different time periods;

[0007] Based on the vehicle operation data, the predicted average daily running time of the target vehicle is obtained;

[0008] If the current remaining runtime is less than or equal to the predicted daily average runtime, output a vehicle lock command.

[0009] According to a first aspect of this application, the vehicle operation data includes: the running time of the target vehicle on the previous day, the average running time of the target vehicle over the past week, and the average running time of other identical vehicles other than the target vehicle on the previous day.

[0010] According to a first aspect of this application, after the predicted average daily running time of the target vehicle is obtained, the vehicle locking time calibration method further includes:

[0011] If the current remaining runtime is greater than the predicted daily average runtime, the difference between the current remaining runtime and the predicted daily average runtime is taken as the new remaining runtime.

[0012] According to a first aspect of this application, after taking the difference between the current remaining runtime and the predicted daily average runtime as the new remaining runtime, the vehicle locking time calibration method further includes:

[0013] The remaining number of operating days is obtained based on the new remaining runtime and the predicted average daily runtime.

[0014] According to a first aspect of this application, after the predicted average daily running time of the target vehicle is obtained, the vehicle locking time calibration method further includes:

[0015] Obtain the target vehicle locking date and the first time message; wherein, the first time message represents the date on which the target vehicle was running;

[0016] If the date represented by the first time message is greater than or equal to the target vehicle locking date, the vehicle locking command is output.

[0017] According to a first aspect of this application, after obtaining the target vehicle locking date and the first time message, the vehicle locking time calibration method further includes:

[0018] If the date represented by the first time message is before the target vehicle locking date, the new remaining runtime is obtained based on the first time message, the target vehicle locking date, and the predicted average daily runtime.

[0019] According to a first aspect of this application, before obtaining the current remaining runtime of the target vehicle, the vehicle locking time calibration method further includes:

[0020] Get the allowed number of days to run and the default average daily working hours;

[0021] The total remaining runtime is obtained based on the allowed number of running days and the default average daily working hours.

[0022] According to a first aspect of this application, after obtaining the allowed number of operating days and the default average daily working hours, the vehicle locking time calibration method further includes:

[0023] Obtain the second time message; wherein, the second time message represents the date when the allowed number of running days and the default average daily working hours are input;

[0024] The target vehicle locking date is obtained based on the allowed number of operating days and the second time message.

[0025] Secondly, a vehicle locking time calibration device is also provided, including:

[0026] The first acquisition module is used to acquire the current remaining runtime of the target vehicle;

[0027] The second acquisition module is used to acquire vehicle operation data; wherein, the vehicle operation data represents the running time of the target vehicle and / or other vehicles identical to the target vehicle in different time periods;

[0028] The prediction module is used to predict the average daily running time of the target vehicle based on the vehicle operation data.

[0029] The first output module is used to output a vehicle locking command if the current remaining running time is less than or equal to the predicted daily average running time.

[0030] Thirdly, an engineering machinery is also provided, including:

[0031] The machine body is equipped with instruments;

[0032] An electronic device is communicatively connected to the instrument, and the electronic device is used to perform the vehicle lock time calibration method as described in the previous embodiment.

[0033] Fourthly, a computer-readable storage medium is also provided, the storage medium storing a computer program for executing the vehicle locking time calibration method described in the above embodiments.

[0034] The vehicle locking time calibration method, device, and engineering machinery provided in this application, when the target vehicle cannot receive a time message and cannot know whether the current date is a locking date, can predict the predicted average daily running time of the target vehicle based on vehicle operation data. Then, when the current remaining running time is less than or equal to the predicted average daily running time, it is determined that the remaining running time of the target vehicle will be zero after running for the day, and a locking command is output. In this way, even when the target vehicle has not received a time message, it can determine whether the target vehicle needs to be locked based on the current remaining running time and the predicted average daily running time, effectively determining the locking time and reducing the losses of the target vehicle owner. Attached Figure Description

[0035] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0036] Figure 1 This is a flowchart illustrating a vehicle locking time calibration method provided as an exemplary embodiment of this application.

[0037] Figure 2A schematic flowchart of a vehicle locking time calibration method provided as another exemplary embodiment of this application.

[0038] Figure 3 A schematic flowchart of a vehicle locking time calibration method provided as another exemplary embodiment of this application.

[0039] Figure 4 A schematic flowchart of a vehicle locking time calibration method provided as another exemplary embodiment of this application.

[0040] Figure 5 A schematic flowchart of a vehicle locking time calibration method provided as another exemplary embodiment of this application.

[0041] Figure 6 A schematic flowchart of a vehicle locking time calibration method provided as another exemplary embodiment of this application.

[0042] Figure 7 A schematic flowchart of a vehicle locking time calibration method provided as another exemplary embodiment of this application.

[0043] Figure 8 A schematic flowchart of a vehicle locking time calibration method provided as another exemplary embodiment of this application.

[0044] Figure 9 A schematic flowchart of a vehicle locking time calibration method provided as another exemplary embodiment of this application.

[0045] Figure 10 A schematic flowchart of a vehicle locking time calibration method provided as another exemplary embodiment of this application.

[0046] Figure 11 This is a structural block diagram of a vehicle locking time calibration device provided as an exemplary embodiment of this application.

[0047] Figure 12 A structural block diagram of a vehicle locking time calibration device provided as another exemplary embodiment of this application.

[0048] Figure 13 A structural block diagram of an engineering machine provided for an exemplary embodiment of this application.

[0049] Figure 14 A structural block diagram of an electronic device provided for an exemplary embodiment of this application. Detailed Implementation

[0050] Hereinafter, exemplary embodiments according to this application will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments of this application. It should be understood that this application is not limited to the exemplary embodiments described herein.

[0051] Figure 1 This is a schematic flowchart illustrating a vehicle locking time calibration method provided as an exemplary embodiment of this application. Figure 1 As shown, the vehicle locking time calibration method provided in this application embodiment may include:

[0052] S210: Obtain the current remaining runtime of the target vehicle.

[0053] Specifically, the current remaining runtime of the target vehicle can be understood as the total amount of time the target vehicle can still run at the current point in time. The current remaining runtime is usually measured in hours; therefore, a single factor such as the current remaining runtime cannot determine the specific date the vehicle will be locked.

[0054] S220: Acquire vehicle operation data.

[0055] S230: Based on vehicle operation data, predict the average daily running time of the target vehicle.

[0056] S240: If the current remaining runtime is less than or equal to the predicted average daily runtime, output a vehicle lock command.

[0057] Specifically, vehicle operation data can be understood as the running time of the target vehicle and / or other vehicles identical to the target vehicle at different time periods.

[0058] It should be noted that other vehicles identical to the target vehicle can be considered as other vehicles of the same type within the same area. The aforementioned "same area" can be considered the work area where vehicles rented or borrowed by the same customer are located, or it can be considered an area within the same province. In practical applications, different areas can be defined according to the actual situation. The method for determining other vehicles identical to the target vehicle can be illustrated by the following examples: for instance, when the target vehicle is an excavator, other vehicles identical to the target vehicle are other excavators within the same area; when the target vehicle is a bulldozer, other vehicles identical to the target vehicle are other bulldozers within the same area.

[0059] It should be noted that different time periods can be understood as the time period of the target vehicle and / or other vehicles identical to the target vehicle on the same day, or the time period of the past day, week, or month. In practical applications, different time periods can be determined according to the actual situation.

[0060] It should be noted that obtaining vehicle operation data is for the purpose of predicting the average daily running time of the target vehicle when the target vehicle cannot receive time messages (cannot obtain the current date). Specifically, a vehicle average daily running time prediction model can be trained in advance (the steps for training the model are described in relevant technologies and will not be repeated here). When executing step S230, the vehicle operation data can be input into the vehicle average daily running time prediction model to predict the target vehicle's predicted average daily running time.

[0061] After obtaining the predicted average daily running time of the target vehicle, step S240 is executed, which compares the current remaining running time with the predicted average daily running time. If the current remaining running time is less than or equal to the predicted average daily running time, it can be assumed that the remaining running time of the target vehicle will be zero after running for the day. Therefore, a vehicle locking command can be output to lock the target vehicle.

[0062] It should be noted that if the current remaining runtime is greater than the predicted daily average runtime, then it can be assumed that the target vehicle will not have zero remaining runtime after running for the day and can continue to run in subsequent time periods. Therefore, in this case, there is no need to output a vehicle locking command, and the subsequent execution steps will be described in detail later.

[0063] It should be understood that the vehicle locking time calibration method provided in this application, when the target vehicle cannot receive a time message and cannot know whether the current date is a locking date, can predict the predicted average daily running time of the target vehicle based on vehicle operation data. Then, when the current remaining running time is less than or equal to the predicted average daily running time, it is determined that the remaining running time of the target vehicle will be zero after running for the day, and a locking command is output. In this way, even when the target vehicle has not received a time message, it can determine whether the target vehicle needs to be locked based on the current remaining running time and the predicted average daily running time, effectively determining the locking time and reducing the losses of the target vehicle owner.

[0064] In one embodiment, vehicle operation data may include the target vehicle's runtime on the previous day, the target vehicle's average runtime over the past week, and the average runtime of other identical vehicles other than the target vehicle on the previous day.

[0065] It should be noted that the target vehicle's runtime the previous day can be the runtime predicted by the aforementioned daily average runtime prediction model if the target vehicle did not receive a time message the previous day; or it can be the runtime predicted based on the time message if the target vehicle received a time message the previous day (providing more accurate time information). Similarly, the target vehicle's average runtime over the past week and the average runtime of other identical vehicles (excluding the target vehicle) the previous day can also be calculated based on the aforementioned two methods.

[0066] It should be understood that the vehicle operation data takes into account the historical operation data of the target vehicle itself, as well as the historical operation data of other identical vehicles besides the target vehicle. In this way, it can provide more comprehensive vehicle operation data for the vehicle's daily average running time prediction model, reduce the impact of noise, and thus help to predict a more accurate daily average running time.

[0067] In one embodiment, the vehicle's average daily running time prediction model can be expressed by the following formula:

[0068] Tpredict=α0*Tyesterday+α1*Tweek+α2*Tpeer+β

[0069] Where Tpredict represents the predicted daily average runtime; Yesterday represents the target vehicle's runtime the previous day; Tweek represents the target vehicle's average runtime over the past week; and Tpeer represents the average runtime of other identical vehicles (excluding the target vehicle) the previous day. α0, α1, α2, and β are time coefficients. Training the vehicle's daily average runtime prediction model yields the optimal time coefficients α0, α1, α2, and β. For example, the initial values ​​of α0, α1, α2, and β can be 0.5, 0.3, 0.2, and 0, respectively.

[0070] Figure 2 This is a flowchart illustrating a vehicle locking time calibration method provided as another exemplary embodiment of this application. Figure 2 As shown, after step S230, the vehicle locking time calibration method further includes:

[0071] S250: If the current remaining runtime is greater than the predicted daily average runtime, the difference between the current remaining runtime and the predicted daily average runtime shall be taken as the new remaining runtime.

[0072] It should be understood that if the current remaining runtime is greater than the predicted average daily runtime, then it can be assumed that the target vehicle has a non-zero remaining runtime after running for the day, and can continue running in subsequent time periods. Therefore, the difference between the current remaining runtime and the predicted average daily runtime can be used as the new remaining runtime. If the time message still cannot be obtained during subsequent operation, the new remaining runtime can be compared with the predicted average daily runtime to determine whether to output a vehicle locking command. The specific execution process can be referenced in steps S210, S220, S230, and S240.

[0073] Figure 3 A flowchart illustrating a vehicle locking time calibration method provided as another exemplary embodiment of this application. (See attached diagram.) Figure 3 As shown, after step S250, the vehicle locking time calibration method may further include:

[0074] S260: Based on the new remaining runtime and the predicted average daily runtime, obtain the remaining running days.

[0075] Specifically, dividing the new remaining runtime by the predicted average daily runtime yields the remaining operating days. This remaining number of operating days is displayed on the vehicle's instrument panel and countdown timer serves as a reminder to vehicle users. Furthermore, if the remaining operating days are zero, the system will lock the vehicle at the start of the next driving cycle.

[0076] Figure 4 A flowchart illustrating a vehicle locking time calibration method provided as another exemplary embodiment of this application. (See attached diagram.) Figure 4 As shown, after step S230, the vehicle locking time calibration method may further include:

[0077] S270: Obtain the target vehicle locking date and first-time message.

[0078] S280: If the date represented by the first time message is greater than or equal to the target vehicle locking date, output a vehicle locking command.

[0079] Specifically, the target vehicle locking date can be understood as the preset locking date in the vehicle before delivery, based on the actual situation. The first-time message can be understood as the date of the target vehicle's operation. That is, when the target vehicle is operating in a scenario with good signal, it can obtain the first-time message synchronized by the TBOX (Telematics Module for Vehicles), thereby determining the date of the target vehicle's operation.

[0080] It should be understood that if the date represented by the first message is greater than or equal to the target vehicle locking date, it means that the target vehicle has reached the date when it needs to be locked. Therefore, the system outputs a vehicle locking command to lock the target vehicle.

[0081] It should be noted that during the actual operation of the target vehicle, the system cannot predict whether the vehicle will experience a signal loss on the day of operation, and therefore cannot predict whether it can obtain the first-time message. Therefore, regardless of whether steps S270 and S280 are executed, steps S210, S220, and S230 must be executed (to ensure that the predicted average daily running time of the target vehicle for each operation can be retained) to ensure that a relatively accurate predicted average daily running time can be obtained in the event of a signal loss (since historical operating data is retained, it is beneficial to obtain an accurate predicted average daily running time). The system then uses the predicted average daily running time of the target vehicle to determine whether to output a vehicle locking command.

[0082] Figure 5 A flowchart illustrating a vehicle locking time calibration method provided as another exemplary embodiment of this application. (See attached diagram.) Figure 5 As shown, after step S270, the vehicle locking time calibration method may further include:

[0083] S290: If the date represented by the first time message is before the target vehicle locking date, the new remaining runtime is obtained based on the first time message, the target vehicle locking date, and the predicted average daily runtime.

[0084] Specifically, if the date represented by the first-time message is before the target locking date, it can be assumed that the target vehicle does not need to be locked on the current date. Based on this, the new remaining runtime can be obtained according to the first-time message (the date the target vehicle is currently running), the target locking date (the preset locking date before the target vehicle is delivered), and the predicted average daily runtime (the duration of step S230). Generally, the number of days between the date represented by the first-time message and the target locking date can be calculated first, and then the number of days can be multiplied by the predicted average daily runtime to obtain the new remaining runtime.

[0085] As mentioned above, referring to steps S210, S220, S230, and S240, if a time message cannot be obtained during subsequent operation, the new remaining runtime can be compared with the predicted average daily runtime to determine whether to output a vehicle locking command. Alternatively, as shown in step S260, the remaining running days can be obtained by dividing the new remaining runtime by the predicted average daily runtime. The new remaining running days can then be displayed on the vehicle's instrument panel and countdown timer can be used to remind vehicle users.

[0086] Figure 6 A flowchart illustrating a vehicle locking time calibration method provided as another exemplary embodiment of this application. (See attached diagram.) Figure 6 As shown, before step S210, the vehicle locking time calibration method may further include:

[0087] S310: Get the number of days allowed to run and the default average daily working hours.

[0088] S320: Calculate the total remaining runtime based on the allowed number of running days and the default average daily working hours.

[0089] Specifically, steps S310 and S320 are generally executed before vehicle delivery. The allowed number of operating days can be set according to the vehicle rental period or loan cycle, and the default average daily working hours (e.g., 8 hours, 7 hours, etc.) can be set according to the vehicle type and relevant historical experience. After the allowed number of operating days and the default average daily working hours are set, the product of the two is the total remaining running time, that is, the total running time after vehicle delivery.

[0090] It should be understood that if the target vehicle fails to receive time messages during its first run after delivery, the current remaining runtime obtained by executing step S210 will be equal to the preset total remaining runtime.

[0091] Figure 7 A flowchart illustrating a vehicle locking time calibration method provided as another exemplary embodiment of this application. (See attached diagram.) Figure 7 As shown, after step S310, the vehicle locking time calibration method further includes:

[0092] S330: Obtain the second time message.

[0093] S340: Obtain the target vehicle locking date based on the allowed operating days and the second time message.

[0094] It should be noted that steps S330 and S340 are also performed before vehicle delivery; therefore, steps S330 and S340 should also be performed before step S210.

[0095] Specifically, the second time message can be understood as the date of the input allowed number of operating days and the default average daily working hours. Therefore, adding the allowed number of operating days to the date represented by the second time message yields the target vehicle locking date. It should be noted that the target vehicle locking date can be applied during the execution of the aforementioned steps S270, S280, and S290.

[0096] In one embodiment, if the vehicle's signal is poor and the second time message cannot be obtained on the day the allowed number of running days and default average daily working hours are input, then after executing steps S310 and S320, the total remaining running time can be stored in the vehicle, the target locking date can be input as an invalid value, and the vehicle delivery can be completed. Subsequent steps are executed according to the vehicle's operating scenario (whether a signal can be received), ultimately ensuring that the vehicle can lock accurately at the locking time regardless of whether a signal can be received. The following three embodiments provide specific examples.

[0097] Figure 8 This is a flowchart illustrating a vehicle locking time calibration method provided for another exemplary embodiment of this application. In one embodiment, on the day when the allowed number of operating days and the default average daily working hours are input, the vehicle cannot obtain the second time message; regardless of whether the vehicle can receive the first time message after delivery, at least the following steps (including steps before delivery and steps after delivery) are performed: S310, S320, S210, S220, S230, S240, S250, S260.

[0098] Figure 9 This is a flowchart illustrating a vehicle locking time calibration method provided for another exemplary embodiment of this application. In one embodiment, on the day when the allowed number of operating days and the default average daily working hours are input, the vehicle can obtain a second time message; however, after the vehicle is delivered, during vehicle operation, the time message cannot be obtained, and at least the following steps (including steps before delivery and steps after delivery) are performed: S310, S320, S330, S340, S210, S220, S230, S240, S250, S260.

[0099] Figure 10 This is a flowchart illustrating a vehicle locking time calibration method provided for another exemplary embodiment of this application. In one embodiment, on the day when the allowed number of operating days and the default average daily working hours are input, the vehicle can obtain a second time message; and after the vehicle is delivered, during vehicle operation, the time message can be obtained, and at least the following steps (including steps before delivery and steps after delivery) are performed: S310, S320, S330, S340, S210, S220, S230, S270, S280, S290.

[0100] Figure 11 This is a structural block diagram of a car lock time calibration device provided as an exemplary embodiment of this application. Figure 11 As shown, the vehicle locking time calibration device 400 provided in this application embodiment includes: a first acquisition module 410, used to acquire the current remaining running time of the target vehicle; a second acquisition module 420, used to acquire vehicle running data; wherein, the vehicle running data represents the running time of the target vehicle and / or other vehicles identical to the target vehicle in different time periods; a prediction module 430, used to predict the predicted average daily running time of the target vehicle based on the vehicle running data; and a first output module 440, used to output a vehicle locking command if the current remaining running time is less than or equal to the predicted average daily running time.

[0101] The vehicle locking time calibration device provided in this application, when the target vehicle cannot receive a time message and cannot know whether the current date is a locking date, can predict the predicted average daily running time of the target vehicle based on vehicle operation data. Then, when the current remaining running time is less than or equal to the predicted average daily running time, it determines that the remaining running time of the target vehicle will be zero after the vehicle has run for the day, and outputs a locking command. In this way, even when the target vehicle has not received a time message, it can determine whether the target vehicle needs to be locked based on the current remaining running time and the predicted average daily running time, effectively determining the locking time and reducing losses for the vehicle owner.

[0102] Figure 12 A structural block diagram of a car lock time calibration device provided as another exemplary embodiment of this application. (See diagram below.) Figure 12 As shown, in one embodiment, the vehicle locking time calibration device 400 includes a first update module 450, which is used to take the difference between the current remaining runtime and the predicted average daily runtime as the new remaining runtime if the current remaining runtime is greater than the predicted average daily runtime.

[0103] like Figure 12 As shown, in one embodiment, the vehicle locking time calibration device 400 includes a second update module 460 for obtaining the remaining running days based on the new remaining running time and the predicted average daily running time.

[0104] like Figure 12 As shown, in one embodiment, the vehicle locking time calibration device 400 includes a third acquisition module 470, used to acquire the target vehicle locking date and a first time message; wherein, the first time message represents the date on which the target vehicle is running; and a second output module 480, used to output a vehicle locking command if the date represented by the first time message is greater than or equal to the target vehicle locking date.

[0105] like Figure 12 As shown, in one embodiment, the vehicle locking time calibration device 400 includes a third update module 490, which is used to obtain a new remaining runtime based on the first time message, the target vehicle locking date, and the predicted average daily runtime if the date represented by the first time message is before the target vehicle locking date.

[0106] like Figure 12 As shown, in one embodiment, the vehicle locking time calibration device 400 includes a fourth acquisition module 510 for acquiring the number of allowed operating days and the default average daily working time; and a first calculation module 520 for obtaining the total remaining running time based on the number of allowed operating days and the default average daily working time.

[0107] like Figure 12As shown, in one embodiment, the vehicle locking time calibration device 400 includes a fifth acquisition module 530 for acquiring a second time message; wherein the second time message represents the date when the allowed number of operating days and the default average daily working hours are input; and a second calculation module 540 for obtaining the target vehicle locking date based on the allowed number of operating days and the second time message.

[0108] Figure 13 A structural block diagram of an engineering machine provided as an exemplary embodiment of this application. (See diagram below.) Figure 13 As shown, the engineering machinery 600 provided in this application embodiment may include a body 610 and an electronic device 620. The body 610 is equipped with an instrument; the electronic device 620 is communicatively connected to the instrument and is used to perform the vehicle locking time calibration method described in the previous embodiment.

[0109] It should be understood that the engineering machinery provided in the embodiments of this application has all the beneficial effects of the aforementioned locking time calibration method.

[0110] In one embodiment, the construction machinery may include freight vehicles, excavators, bulldozers, etc.

[0111] Figure 14 This is a structural block diagram of an electronic device provided as an exemplary embodiment of this application. (See diagram below.) Figure 14 As shown, the electronic device 620 can be either or both of the first device and the second device, or a standalone device independent of them, which can communicate with the first device and the second device to receive the collected input signals from them.

[0112] like Figure 14 As shown, the electronic device 620 includes one or more processors 621 and memory 622.

[0113] The processor 621 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 620 to perform desired functions.

[0114] The memory 622 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 621 may execute the program instructions to implement the control methods and / or other desired functions of the various embodiments of this application described above. Various contents such as input signals, signal components, and noise components may also be stored in the computer-readable storage medium.

[0115] In one example, the electronic device 620 may also include an input device 623 and an output device 624, which are interconnected via a bus system and / or other forms of connection mechanism (not shown).

[0116] When the electronic device is a standalone device, the input device 623 can be a communication network connector for receiving the acquired input signals from the first device and the second device.

[0117] In addition, the input device 623 may also include, for example, a keyboard, a mouse, etc.

[0118] The output device 624 can output various information to the outside, including determined distance information, direction information, etc. The output device 624 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0119] Of course, for the sake of simplicity, Figure 14 Only some of the components of the electronic device 620 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the electronic device 620 may include any other suitable components depending on the specific application.

[0120] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0121] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may, for example, include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0122] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0123] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0124] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0125] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0126] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A method for calibrating vehicle locking time, characterized in that, include: Obtain the current remaining runtime of the target vehicle; If the target vehicle cannot receive the time message, vehicle operation data is acquired; wherein, the vehicle operation data represents the running time of the target vehicle and / or other vehicles identical to the target vehicle in different time periods; Based on the vehicle operation data, the predicted average daily running time of the target vehicle is obtained; If the current remaining runtime is less than or equal to the predicted daily average runtime, output a vehicle lock command; If the current remaining runtime is greater than the predicted daily average runtime, the difference between the current remaining runtime and the predicted daily average runtime is taken as the new remaining runtime.

2. The vehicle locking time calibration method according to claim 1, characterized in that, The vehicle operation data includes: the running time of the target vehicle on the previous day, the average running time of the target vehicle in the past week, and the average running time of other identical vehicles other than the target vehicle on the previous day.

3. The vehicle locking time calibration method according to claim 1, characterized in that, After taking the difference between the current remaining runtime and the predicted average daily runtime as the new remaining runtime, the vehicle locking time calibration method further includes: The remaining number of operating days is obtained based on the new remaining runtime and the predicted average daily runtime.

4. The vehicle locking time calibration method according to claim 1, characterized in that, After the predicted average daily running time of the target vehicle is obtained, the vehicle locking time calibration method further includes: Obtain the target vehicle locking date and the first time message; wherein, the first time message represents the date on which the target vehicle was running; If the date represented by the first time message is greater than or equal to the target vehicle locking date, the vehicle locking command is output.

5. The vehicle locking time calibration method according to claim 4, characterized in that, After obtaining the target vehicle locking date and the first time message, the vehicle locking time calibration method further includes: If the date represented by the first time message is before the target vehicle locking date, the new remaining runtime is obtained based on the first time message, the target vehicle locking date, and the predicted average daily runtime.

6. The vehicle locking time calibration method according to claim 1, characterized in that, Before obtaining the current remaining runtime of the target vehicle, the vehicle locking time calibration method further includes: Get the allowed number of days to run and the default average daily working hours; The total remaining runtime is obtained based on the allowed number of running days and the default average daily working hours.

7. The vehicle locking time calibration method according to claim 6, characterized in that, After obtaining the allowed number of operating days and the default average daily working hours, the vehicle locking time calibration method further includes: Obtain the second time message; wherein, the second time message represents the date when the allowed number of running days and the default average daily working hours are input; The target vehicle locking date is obtained based on the allowed number of operating days and the second time message.

8. A vehicle locking time calibration device, characterized in that, include: The first acquisition module is used to acquire the current remaining runtime of the target vehicle; The second acquisition module is used to acquire vehicle operation data when the target vehicle cannot receive the time message; wherein, the vehicle operation data represents the running time of the target vehicle and / or other vehicles identical to the target vehicle in different time periods; The prediction module is used to predict the average daily running time of the target vehicle based on the vehicle operation data. The first output module is used to output a vehicle locking command if the current remaining running time is less than or equal to the predicted daily average running time. The first update module is used to take the difference between the current remaining runtime and the predicted average daily runtime as the new remaining runtime if the current remaining runtime is greater than the predicted average daily runtime.

9. An engineering machinery, characterized in that, include: The machine body is equipped with instruments; An electronic device, communicatively connected to the instrument, is used to perform the vehicle locking time calibration method according to any one of claims 1 to 7.

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