Engine adjusting method, vehicle, storage medium and computer program product

Abstract

The invention discloses an engine adjusting method, a vehicle, a storage medium and a computer program product, and relates to the technical field of vehicles. The engine adjusting method specifically comprises the steps that the first vehicle speed signal communication state is detected; when it is detected that the first vehicle speed signal communication state is a vehicle speed signal loss state, determining a target dangerous movement distance; a preset dangerous distance threshold value is obtained, and a target engine control strategy is determined according to the target dangerous moving distance and the dangerous distance threshold value; and the engine is adjusted according to the target engine control strategy, so that the real-time engine state of the engine is adjusted to the target engine state matched with the target engine control strategy. The technical effect of improving the safety of the vehicle is achieved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an engine adjustment method, a vehicle, a storage medium, and a computer program product. Background Art

[0002] With the continuous development of the automobile industry, new energy vehicles have become the preferred means of transportation for more and more users in their daily travel.

[0003] In the related technology, technicians usually configure a speed sensor on the vehicle so that the vehicle can control the engine more reasonably based on the speed signal sent by the speed sensor. However, when the speed sensor fails, the vehicle will usually directly control the engine to enter a shutdown state when it cannot obtain the speed signal, so as to avoid the vehicle moving too long a distance when the speed signal is lost.

[0004] In this way, when the engine suddenly stops, the vehicle is prone to breaking down halfway and other parking behaviors that do not meet the user's expectations, which increases the risk of the vehicle being rear-ended by the vehicle behind and greatly reduces the safety of the vehicle. Summary of the invention

[0005] The main purpose of the present application is to provide an engine adjustment method, a vehicle, a storage medium and a computer program product, aiming to solve the technical problem of reduced vehicle safety in related technologies.

[0006] To achieve the above object, the present application proposes an engine adjustment method, which is applied to a vehicle and includes:

[0007] detecting a first vehicle speed signal communication state;

[0008] determining a target dangerous moving distance when it is detected that the first vehicle speed signal communication state is a vehicle speed signal loss state;

[0009] Obtaining a preset danger distance threshold, and determining a target engine control strategy according to the target danger moving distance and the danger distance threshold;

[0010] The engine is adjusted according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state that matches the target engine control strategy.

[0011] In one embodiment, the step of determining the target dangerous movement distance includes:

[0012] Detecting a signal loss duration and a first real-time vehicle speed, and determining a first dangerous moving distance based on the signal loss duration and the first real-time vehicle speed;

[0013] detecting a second vehicle speed signal communication state;

[0014] When it is detected that the second vehicle speed signal communication state is the vehicle speed signal loss state, the first dangerous moving distance is determined as a target dangerous moving distance.

[0015] In one embodiment, after the step of detecting the communication state of the second vehicle speed signal, the method further includes:

[0016] determining a second real-time vehicle speed when it is detected that the second vehicle speed signal communication state is a signal communication recovery state;

[0017] Determine a second dangerous moving distance according to the second real-time vehicle speed, the first real-time vehicle speed, and the signal loss duration;

[0018] The target dangerous moving distance is obtained based on the first dangerous moving distance and the second dangerous moving distance.

[0019] In one embodiment, the step of determining the target engine control strategy according to the target dangerous movement distance and the dangerous distance threshold comprises:

[0020] Comparing the target dangerous moving distance with the dangerous distance threshold to obtain a comparison result;

[0021] In the case where it is detected that the comparison result is that the target dangerous moving distance reaches the dangerous distance threshold, determining a preset engine shutdown strategy as a target engine control strategy;

[0022] When it is detected that the comparison result is that the target dangerous moving distance does not reach the dangerous distance threshold, a preset engine starting strategy is determined as the target engine control strategy.

[0023] In one embodiment, after the step of determining the target dangerous movement distance, the method further includes:

[0024] Acquiring vehicle operating parameters, and determining a vehicle state and a real-time engine state according to the vehicle operating parameters;

[0025] When it is determined that the vehicle state is a stationary state and the real-time engine state is an engine start state, a preset engine stop strategy is determined as a target engine control strategy.

[0026] In one embodiment, after the step of determining the target dangerous movement distance, the method further includes:

[0027] Determining whether an engine start condition is met according to the vehicle operating condition parameters;

[0028] If it is determined that the engine start condition is met, detecting whether the engine receives an engine stop request;

[0029] In the case where it is detected that the engine has not received the engine stop request, determining a preset engine start strategy as a target engine control strategy;

[0030] In the case where it is detected that the engine receives the engine stop request, a preset engine stop strategy is determined as a target engine control strategy.

[0031] In one embodiment, the step of adjusting the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state matching the target engine control strategy includes:

[0032] When it is detected that the target engine control strategy is an engine start strategy, adjusting the real-time engine state of the engine to an engine start state according to the engine start strategy;

[0033] or,

[0034] When it is detected that the target engine control strategy is an engine stop strategy, the real-time engine state of the engine is adjusted to an engine stop state according to the engine stop strategy.

[0035] In one embodiment, the vehicle includes a hybrid powertrain system, and after the step of adjusting the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state matching the target engine control strategy, the method further includes:

[0036] In the case where it is detected that the target engine control strategy is an engine start strategy, screening multiple motors configured in the hybrid power system to determine a first motor, wherein the first motor and the engine are connected in series;

[0037] The first motor state of the first motor is detected, and when it is detected that the first motor state is a normal operating state, the first motor is controlled to supply power to the engine, so as to adjust the real-time engine state of the engine to an engine starting state.

[0038] In one embodiment, after the step of detecting the first motor state of the first motor, the method further comprises:

[0039] In the case where it is detected that the first motor is in an abnormal operating state, screening the plurality of motors to determine a second motor, wherein the second motor is connected in parallel with the first motor and the engine;

[0040] The second motor state of the second motor is detected, and when it is detected that the second motor state is the normal operating state, the second motor is controlled to supply power to the engine, so as to adjust the real-time engine state of the engine to the engine starting state.

[0041] In one embodiment, after the step of detecting the second motor state of the second motor, the method further comprises:

[0042] In the case where it is detected that the state of the second motor is the abnormal operation state, determining a low-voltage motor included in the plurality of motors;

[0043] The low voltage motor is controlled to supply power to the engine so as to adjust the real-time engine state of the engine to an engine starting state.

[0044] In addition, to achieve the above-mentioned objectives, the present application also proposes a vehicle, which includes: a hybrid power system, a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the engine adjustment method as described above.

[0045] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the engine adjustment method described above are implemented.

[0046] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the engine adjustment method as described above are implemented.

[0047] The engine adjustment method provided in the embodiment of the present application is applied to a vehicle, by detecting a first vehicle speed signal communication state; determining a target dangerous movement distance when it is detected that the first vehicle speed signal communication state is a vehicle speed signal loss state; obtaining a preset dangerous distance threshold, and determining a target engine control strategy based on the target dangerous movement distance and the dangerous distance threshold; and adjusting the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state that matches the target engine control strategy.

[0048] In this embodiment, the vehicle first detects its own first vehicle speed signal communication status during driving. Then, when the vehicle detects that the first vehicle speed signal communication status is a vehicle speed signal loss state, the vehicle calculates the target dangerous movement distance generated by the vehicle during the vehicle speed signal loss state. Then, the vehicle obtains a preset dangerous distance threshold, and determines a target engine control strategy for controlling the engine based on the target dangerous movement distance and the dangerous distance threshold. Finally, the vehicle adjusts the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state that matches the target engine control strategy.

[0049] In this way, the present application solves the technical problem of reduced vehicle safety in the related technology. That is, the present application avoids the vehicle's parking behavior that does not meet the user's expectations due to sudden engine shutdown by controlling the engine to continue running when the vehicle speed signal is lost. This allows the vehicle to keep the engine running when the vehicle speed signal is lost, and control the engine to shut down after the vehicle moves a certain distance, thereby reducing the risk of the vehicle being rear-ended by a rear vehicle and achieving the technical effect of improving vehicle safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0051] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0052] Figure 1 A schematic diagram of the structure of a hybrid power system according to an embodiment of an engine adjustment method of the present application;

[0053] Figure 2 A schematic diagram of a flow chart of a first embodiment of an engine adjustment method of the present application;

[0054] Figure 3 A brief flow chart of the engine adjustment method of the present application;

[0055] Figure 4 This is a schematic diagram of the module structure of the regulating device of the engine according to the embodiment of the present application;

[0056] Figure 5 This is a schematic diagram of the device structure of the hardware operating environment involved in the engine adjustment method in the embodiment of the present application.

[0057] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0058] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0059] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0060] In this embodiment, for ease of description, please refer to Figure 1 , Figure 1 This is a schematic diagram of the structure of a hybrid power system involved in an embodiment of the engine adjustment method of the present application, such as Figure 1 As shown, the following description is based on a vehicle with a hybrid power system, or a mobile terminal, a data storage control terminal, a PC and other terminals connected to an electronic control unit of the vehicle as the execution subject. The hybrid system includes an engine, a P1 motor, a P2 motor, and a 12V motor (not marked in the figure).

[0061] Based on the above-mentioned vehicle, the overall concept of the engine adjustment method of the present application is proposed here.

[0062] With the continuous development of the automobile industry, new energy vehicles have become the preferred means of transportation for more and more users in their daily travel. In related technologies, technicians usually configure vehicle speed sensors on vehicles so that the vehicle can more reasonably control the engine based on the speed signal sent by the speed sensor. However, when the speed sensor fails, the vehicle will usually directly control the engine to enter a shutdown state when it cannot obtain the speed signal, so as to avoid the vehicle moving too long when the speed signal is lost. In this way, when the engine suddenly stops, the vehicle is prone to parking behaviors that do not meet the user's expectations, such as breaking down halfway, which increases the risk of the vehicle being rear-ended by the vehicle behind, greatly reducing the safety of the vehicle.

[0063] In view of the above phenomenon, the present application provides an engine adjustment method, which is applied to a vehicle, and the engine adjustment method includes: detecting a first vehicle speed signal communication state; determining a target dangerous moving distance when it is detected that the first vehicle speed signal communication state is a vehicle speed signal loss state; obtaining a preset dangerous distance threshold, and determining a target engine control strategy based on the target dangerous moving distance and the dangerous distance threshold; and adjusting the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state that matches the target engine control strategy.

[0064] In this way, the present application solves the technical problem of reduced vehicle safety in the related technology. That is, the present application avoids the vehicle's parking behavior that does not meet the user's expectations due to sudden engine shutdown by controlling the engine to continue running when the vehicle speed signal is lost. This allows the vehicle to keep the engine running when the vehicle speed signal is lost, and control the engine to shut down after the vehicle moves a certain distance, thereby reducing the risk of the vehicle being rear-ended by a rear vehicle and achieving the technical effect of improving vehicle safety.

[0065] Based on the overall concept of the engine adjustment method of the present application, the present application embodiment provides an engine adjustment method, referring to Figure 2 , Figure 2 This is a flow chart of the first embodiment of the engine adjustment method of the present application. In this embodiment, the engine adjustment method is applied to a vehicle, and the engine adjustment method includes steps S10 to S40:

[0066] Step S10: Detecting the communication state of the first vehicle speed signal;

[0067] Step S20: determining a target dangerous moving distance when it is detected that the first vehicle speed signal communication state is a vehicle speed signal loss state;

[0068] It should be noted that the vehicle speed signal communication status is the signal transmission status corresponding to the VDDM (VehicleDynamics Domain Master) configured by the vehicle when detecting the VDDM. It can be understood that the vehicle speed signal communication status can specifically include a vehicle speed signal loss status and a signal communication recovery status. Among them, in the vehicle speed signal loss status, the vehicle cannot receive the vehicle speed signal sent by VDDM. Similarly, in the signal communication recovery status, the vehicle can receive the vehicle speed signal sent by VDDM.

[0069] In this embodiment, when the vehicle is driving, the vehicle controller configured in the vehicle first detects the vehicle speed sensor configured in the vehicle to determine the first vehicle speed signal communication state of the vehicle. Thereafter, when the vehicle controller detects that the first vehicle speed signal communication state is a vehicle speed signal loss state, it determines the target dangerous moving distance generated by the vehicle during the vehicle speed signal loss state.

[0070] Exemplarily, for example, when a vehicle is traveling on a highway, the VCU (Vehicle Control Unit) configured in the vehicle first detects the VDDM configured in the vehicle to determine whether the VDDM can send a vehicle speed signal. When the VCU detects that the VDDM cannot send a vehicle speed signal, the VCU determines that the first vehicle speed signal communication state of the vehicle is a vehicle speed signal loss state. Similarly, when the VCU detects that the VDDM can send a vehicle speed signal, the VCU determines that the first vehicle speed signal communication state of the vehicle is a signal communication recovery state. Thereafter, when the VCU detects that the first vehicle speed signal communication state is a vehicle speed signal loss state, the VCU calculates the target dangerous moving distance s generated by the vehicle during the vehicle speed signal loss state.

[0071] In this way, the vehicle can detect the vehicle speed sensor during driving, and judge whether it has entered a speed signal loss state based on whether the vehicle speed sensor sends a speed signal. If it is judged that it has entered a speed signal loss state, the target dangerous moving distance generated during the speed signal interruption can be calculated.

[0072] In a feasible implementation manner, the step of "determining the target dangerous moving distance" in the above step S20 may specifically include steps S201 to S204:

[0073] Step S201: Detecting a signal loss duration and a first real-time vehicle speed, and determining a first dangerous moving distance based on the signal loss duration and the first real-time vehicle speed;

[0074] Step S202: Detecting the communication state of the second vehicle speed signal;

[0075] Step S203: when it is detected that the second vehicle speed signal communication state is the vehicle speed signal loss state, the first dangerous moving distance is determined as a target dangerous moving distance.

[0076] It should be noted that the first real-time vehicle speed is the real-time vehicle speed of the vehicle during driving before the vehicle speed signal is interrupted. It can be understood that the range of the first real-time vehicle speed is 0m / s to 2m / s; in addition, the signal loss duration is the length of time the vehicle speed signal is interrupted.

[0077] In this embodiment, when the vehicle controller detects that the above-mentioned first vehicle speed signal communication state is the vehicle speed signal loss state, the vehicle controller first detects the above-mentioned vehicle speed sensor to determine the signal loss duration when the vehicle enters the vehicle speed signal loss state, and determines the first real-time vehicle speed before the vehicle enters the vehicle speed signal loss state. The vehicle controller then calculates the first real-time vehicle speed and the signal loss duration to determine the first dangerous moving distance generated by the vehicle under the signal loss duration. Thereafter, the vehicle controller detects the vehicle speed sensor to determine the second vehicle speed signal communication state of the vehicle. Finally, when the vehicle detects that the second vehicle speed signal communication state is still the vehicle speed signal loss state, the vehicle calculates the first dangerous moving distance and determines it as the target dangerous moving distance generated by the vehicle when the speed signal cannot be collected.

[0078] For example, when the VCU detects that the communication state of the first vehicle speed signal is a vehicle speed signal loss state, the VCU first detects the VDDM to determine the signal loss duration t of the VDDM. At the same time, the VCU determines the first real-time vehicle speed v generated by the vehicle in the driving process before the vehicle speed signal is lost through the VDDM. 1 , VCU calculates the signal loss duration t and the first real-time vehicle speed v 1 Calculate to obtain the first dangerous moving distance s that the vehicle has generated when the vehicle speed signal is lost 1 :

[0079] s 1 =v 1 t;

[0080] Afterwards, the vehicle detects the VDDM, and determines whether the second vehicle speed signal communication state of the vehicle is restored according to whether the VDDM sends a vehicle speed signal. Finally, if the VCU determines that the second vehicle speed signal communication state is still the vehicle speed signal loss state, it is determined that the VDDM is still unable to send a vehicle speed signal at this time, and the VCU calculates the first dangerous moving distance s 1 Determined as the target dangerous movement distance s generated by the vehicle when the vehicle speed signal is lost.

[0081] In this way, when the vehicle determines that it has entered a vehicle speed signal loss state, it can calculate the target dangerous movement distance generated during the vehicle speed signal interruption period.

[0082] In a feasible implementation, after the above step S202, the engine adjustment method of the present application may further include steps S204 to S206:

[0083] Step S204: determining a second real-time vehicle speed when it is detected that the second vehicle speed signal communication state is a signal communication recovery state;

[0084] Step S205: determining a second dangerous moving distance according to the second real-time vehicle speed, the first real-time vehicle speed, and the signal loss duration;

[0085] Step S206: obtaining the target dangerous moving distance based on the first dangerous moving distance and the second dangerous moving distance.

[0086] It should be noted that the second real-time vehicle speed is the real-time vehicle speed of the vehicle during driving collected by the vehicle speed sensor after the vehicle speed signal communication state is switched from the above-mentioned vehicle speed signal loss state to the signal communication recovery state.

[0087] In this embodiment, when the vehicle controller detects that the second real-time vehicle speed signal communication state is restored to the signal communication recovery state, the vehicle controller obtains the second real-time vehicle speed of the vehicle through the above-mentioned vehicle speed sensor. Thereafter, the vehicle controller calculates the speed difference between the second real-time vehicle speed and the above-mentioned first real-time vehicle speed, and obtains the second dangerous moving distance generated by the vehicle during the period when the vehicle speed signal is lost based on the speed difference and the above-mentioned signal loss duration. Finally, the vehicle adds the calculated second dangerous moving distance and the above-mentioned first dangerous moving distance to obtain the target dangerous moving distance generated by the vehicle during the period when the vehicle speed signal is lost.

[0088] For example, after the VCU performs a secondary detection on the VDDM to determine the second vehicle speed signal communication state, if it is determined that the second vehicle speed signal communication state is a signal communication recovery state, the VCU determines that the communication of the VDDM is recovered, and the VCU accesses the VDDM to determine the second real-time vehicle speed v of the vehicle during driving after the vehicle speed signal communication is recovered. 2 , then, VCU calculates the second real-time vehicle speed v 2 and the first real-time vehicle speed v 1 The speed difference between the two vehicles (v 2 -v 1 ), and based on the vehicle speed difference (v 2 -v 1 ) and the above signal loss duration t are calculated to construct the linear second dangerous moving distance s generated by the vehicle during the loss of the vehicle speed signal 2 :

[0089] s 2 =(v 2 -v 1 )t*0.5;

[0090] Finally, the VCU moves the second hazard by a distance s 2 and the first dangerous moving distance s mentioned above 1Perform sum calculation to obtain the target dangerous moving distance s generated by the vehicle during the abnormal vehicle speed signal communication period:

[0091] s=v 1 t+(v 2 -v 1 )t*0.5.

[0092] In this way, when the vehicle determines that it has entered a vehicle speed signal loss state, it can calculate the target dangerous movement distance generated during the vehicle speed signal interruption period.

[0093] Step S30: obtaining a preset danger distance threshold, and determining a target engine control strategy according to the target danger moving distance and the danger distance threshold;

[0094] It should be noted that the danger distance threshold is the moving distance used to determine whether to control the engine to be shut down. It can be understood that the loss of the vehicle speed signal will not actually affect the actual power of the vehicle. Therefore, during the loss of the vehicle speed signal, the engine can continue to run to move a certain distance so that the driver can find a suitable parking position. In this way, a danger distance threshold can be set to control the engine to shut down after the vehicle moves to a suitable position, so that the driver has certain expectations for the parking behavior of the vehicle, avoiding the vehicle from controlling the engine to shut down at the moment the vehicle speed signal is lost, thereby causing the vehicle to break down halfway.

[0095] In this embodiment, after calculating the target dangerous movement distance, the vehicle controller further reads the storage module configured for the vehicle to obtain a preset dangerous distance threshold. The vehicle controller compares the target dangerous movement distance with the dangerous distance threshold to obtain a comparison result, and screens the preset engine shutdown strategy and engine start strategy according to the comparison result, thereby determining the target engine control strategy for adjusting the engine.

[0096] Exemplarily, for example, after the VCU calculates the target dangerous movement distance s, the storage module configured in the vehicle further obtains a preset dangerous distance threshold. The VCU compares the target dangerous movement distance s with the dangerous distance threshold to obtain a comparison result, and then determines whether the movement distance generated by the vehicle during the period when the vehicle speed signal is lost is safe based on the comparison result, and then determines whether the engine continues to run, so as to determine the target engine control strategy for adjusting the engine.

[0097] In this way, the vehicle can determine whether to control the engine to continue running according to the target dangerous movement distance generated during the loss of the vehicle speed signal and the preset dangerous distance threshold, thereby determining a target engine control strategy for adjusting the engine.

[0098] In a feasible implementation manner, the step of "determining the target engine control strategy according to the target dangerous moving distance and the dangerous distance threshold" in the above step S30 may specifically include steps S301 to S303:

[0099] Step S301: Compare the target dangerous moving distance with the dangerous distance threshold to obtain a comparison result;

[0100] Step S302: when it is detected that the comparison result is that the target dangerous moving distance reaches the dangerous distance threshold, determining a preset engine shutdown strategy as a target engine control strategy;

[0101] Step S303: when it is detected that the comparison result is that the target dangerous moving distance does not reach the dangerous distance threshold, determining a preset engine starting strategy as a target engine control strategy.

[0102] In this embodiment, after obtaining the above-mentioned preset danger distance threshold, the vehicle controller first compares the calculated target danger moving distance with the danger distance threshold to obtain a comparison result. Thereafter, when the vehicle controller determines that the comparison result is that the target danger moving distance reaches the danger distance threshold, it determines that the engine needs to be shut down, and the vehicle controller thereby determines that the preset engine shutdown strategy is the target engine control strategy; similarly, when the vehicle controller determines that the comparison result is that the target danger moving distance does not reach the danger distance threshold, it determines that the engine can be kept running, and thereby determines that the preset engine start strategy is the target engine control strategy.

[0103] Exemplarily, for example, after obtaining the above-mentioned danger distance threshold, the VCU first compares the calculated target danger moving distance s with the danger distance threshold to obtain a comparison result. Thereafter, the VCU reads the comparison result, and after determining that the comparison result is that the target danger moving distance s reaches the danger distance threshold, it determines that if the vehicle continues to travel at this time, it is easy to have an accident risk due to abnormal communication of the vehicle speed signal. The VCU thus determines that it is necessary to control the engine to shut down, and determines the engine shutdown strategy of adjusting the engine to the engine shutdown state as the target engine control strategy for controlling the engine; similarly, when the VCU determines that the comparison result is that the target danger moving distance s does not reach the danger distance threshold, it determines that if the vehicle continues to travel at this time, the probability of a safety accident is low, that is, the driver can continue to drive the vehicle forward to find a suitable parking position. At this time, the VCU determines that it is necessary to control the engine to keep running, and determines the engine start-up strategy of adjusting the engine to the engine start-up state as the target engine control strategy for controlling the engine.

[0104] In this way, the vehicle can determine whether to control the engine to continue running according to the target dangerous movement distance generated during the loss of the vehicle speed signal and the preset dangerous distance threshold, thereby determining a target engine control strategy for adjusting the engine.

[0105] Step S40: adjusting the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state matching the target engine control strategy;

[0106] In this embodiment, after determining the target engine control strategy, the vehicle controller sends the target engine control strategy to the engine control module configured in the vehicle, and the engine control module adjusts the hybrid power system according to the target engine control strategy, thereby adjusting the real-time engine state of the engine to the target engine state that matches the target engine control strategy.

[0107] In a feasible implementation manner, the above step S40 may specifically include steps S401 to S402:

[0108] Step S401: when it is detected that the target engine control strategy is an engine start strategy, adjusting the real-time engine state of the engine to an engine start state according to the engine start strategy;

[0109] Step S402: When it is detected that the target engine control strategy is an engine shutdown strategy, the real-time engine state of the engine is adjusted to an engine shutdown state according to the engine shutdown strategy.

[0110] In this embodiment, after determining the target engine control strategy, the vehicle controller sends the target engine control strategy to the engine control module configured in the vehicle. When the engine control module determines that the target engine control strategy is the above-mentioned engine start strategy, the engine control module adjusts the hybrid power system according to the engine start strategy to make the real-time engine state of the engine enter the engine start state. Similarly, when the engine control module determines that the target engine control strategy is the engine stop strategy, the engine control module adjusts the hybrid power system according to the engine stop strategy to make the real-time engine state of the engine enter the engine stop state.

[0111] Exemplarily, for example, after determining the target engine control strategy, the VCU sends the target engine control strategy to the ECM (Engine Control Module) configured in the vehicle, and the ECM reads the target engine control strategy and, when determining that the target engine control strategy is the above-mentioned engine start strategy, determines that the engine operation needs to be controlled, and the ECM then adjusts the hybrid power system according to the target engine control strategy, so that the motor configured in the hybrid power system supplies power to the engine to put the engine into the engine start state; similarly, when determining that the target engine control strategy is the engine stop strategy, the ECM determines that the engine stop needs to be controlled, and the ECM then adjusts the hybrid power system according to the target engine control strategy to put the engine into the stop state.

[0112] In this embodiment, when the vehicle is driving, the vehicle controller configured in the vehicle first detects the vehicle speed sensor configured in the vehicle to determine the first vehicle speed signal communication state of the vehicle. Thereafter, when the vehicle controller detects that the first vehicle speed signal communication state is the vehicle speed signal loss state, it determines the target dangerous movement distance generated by the vehicle during the vehicle speed signal loss state. Thereafter, the vehicle controller reads the storage module configured in the vehicle to obtain a preset dangerous distance threshold. The vehicle controller compares the target dangerous movement distance with the dangerous distance threshold to obtain a comparison result, and screens the preset engine shutdown strategy and engine start strategy according to the comparison result, thereby determining the target engine control strategy for adjusting the engine. Finally, the vehicle controller sends the target engine control strategy to the engine control module configured in the vehicle, and the engine control module adjusts the hybrid power system according to the target engine control strategy, thereby adjusting the real-time engine state of the engine to the target engine state that matches the target engine control strategy.

[0113] In this way, the present application solves the technical problem of reduced vehicle safety in the related technology. That is, the present application avoids the vehicle's parking behavior that does not meet the user's expectations due to sudden engine shutdown by controlling the engine to continue running when the vehicle speed signal is lost. This allows the vehicle to keep the engine running when the vehicle speed signal is lost, and control the engine to shut down after the vehicle moves a certain distance, thereby reducing the risk of the vehicle being rear-ended by a rear vehicle and achieving the technical effect of improving vehicle safety.

[0114] Based on the first embodiment of the present application, a second embodiment of the present application is proposed. In the second embodiment of the present application, the same or similar contents as those of the above embodiments can be referred to the above description and will not be described in detail later. On this basis, after the above step S20, the engine adjustment method of the present application can also include steps A10 to A20:

[0115] Step A10: Acquire vehicle operating parameters, and determine the vehicle state and real-time engine state according to the vehicle operating parameters;

[0116] Step A20: When it is determined that the vehicle state is a stationary state and the real-time engine state is an engine start state, a preset engine stop strategy is determined as a target engine control strategy.

[0117] It should be noted that the vehicle operating parameters are various driving parameters generated by the vehicle during the driving process. It can be understood that the vehicle operating parameters specifically include the gear parameters obtained by detecting the transmission, the real-time vehicle speed parameters obtained by detecting the above-mentioned VDDM, the engine state parameters and clutch pedal parameters obtained by detecting the hybrid power system, and the cabin personnel configuration parameters obtained by detecting the vehicle cabin.

[0118] In this embodiment, after calculating the above-mentioned target dangerous moving distance, the vehicle controller further detects the vehicle to obtain vehicle operating parameters such as the vehicle's real-time speed parameters and transmission gear parameters. The vehicle controller then determines the vehicle state and the real-time engine state of the engine based on the vehicle operating parameters. Afterwards, if the vehicle controller detects that the vehicle state is stationary and the real-time engine state is in the engine start state, the preset engine shutdown strategy is directly determined as the target engine control strategy.

[0119] Exemplarily, for example, after calculating the target dangerous moving distance s, the VCU can determine the engine control strategy according to the target dangerous moving distance s, and can also access the VDDM to determine the real-time vehicle speed parameter of the vehicle after the vehicle speed signal communication state switches from the vehicle speed signal loss state to the signal communication recovery state. The VCU reads the storage module to obtain a preset vehicle speed threshold of 0.7 m / s and a preset low-speed driving duration threshold, and detects the low-speed driving duration when the real-time vehicle speed parameter is lower than 0.7 m / s. When the VCU determines that the low-speed driving duration reaches the low-speed driving duration threshold, it determines that the vehicle is stationary. At the same time, the VCU accesses the PCM (Powertrain Control Module) configured in the vehicle. Module, transmission controller) to obtain corresponding gear parameters. When the VCU determines that the transmission gear is not in the D gear / R gear according to the gear parameters, it detects the engine to determine the real-time engine state of the engine. Afterwards, if the VCU detects that the vehicle is in a stationary state and the real-time engine state of the engine is in the starting state, it determines that the engine start request issued by the driver is invalid, thereby determining the preset engine shutdown strategy as the target engine control strategy.

[0120] In addition, in this embodiment and another embodiment, when the vehicle is a manual transmission vehicle, if the VCU detects that the vehicle is in a standstill state, the hybrid power system is detected to obtain engine state parameters and clutch pedal parameters. When the VCU determines that the engine is in an off state according to the engine state parameters and that the clutch pedal is pressed according to the clutch pedal parameters, it determines that the engine start request issued by the driver is valid, thereby determining the preset engine start strategy as the target engine control strategy.

[0121] In this way, the vehicle can also determine whether the engine can be started during the power mode switching process based on the vehicle operating conditions parameters generated during driving, thereby making the vehicle's power mode switching process smoother and further improving the vehicle's driving performance.

[0122] Based on the first embodiment and / or the second embodiment of the present application, a third embodiment of the present application is proposed. In the third embodiment of the present application, the same or similar contents as those of the above embodiments can be referred to the above description and will not be described in detail later. On this basis, after the above step S20, the engine adjustment method of the present application can also include steps B10 to B40:

[0123] Step B10: judging whether the engine start condition is met according to the vehicle operating condition parameters;

[0124] Step B20: If it is determined that the engine start condition is met, detecting whether the engine receives an engine stop request;

[0125] Step B30: when it is detected that the engine has not received the engine stop request, determining a preset engine start strategy as a target engine control strategy;

[0126] Step B40: when it is detected that the engine receives the engine stop request, determining a preset engine stop strategy as a target engine control strategy.

[0127] In this embodiment, after determining the above-mentioned target dangerous moving distance, the vehicle controller may also detect the vehicle to obtain real-time vehicle operating parameters such as the vehicle's cabin personnel configuration parameters and real-time vehicle speed parameters. The vehicle controller then processes each vehicle operating parameter to determine whether the vehicle meets the engine start conditions. Afterwards, if the vehicle controller determines that the engine start conditions are met, it further detects the engine control module to determine whether the engine control module has received an engine shutdown request. Afterwards, if the vehicle controller determines that the engine control module has not received an engine shutdown request, it determines that the preset engine start strategy is the target engine control strategy; similarly, when the vehicle controller determines that the engine receives an engine shutdown request, it determines that the preset engine shutdown strategy is the target engine control strategy.

[0128] Exemplarily, for example, after determining the above-mentioned target dangerous moving distance s, the VCU can also obtain real-time vehicle operating parameters such as cockpit personnel configuration parameters and real-time vehicle speed parameters generated during the driving process of the vehicle. The VCU detects whether there is a driver in the cockpit according to the cockpit personnel configuration parameters, and when it is determined that the driver is in the cockpit and the real-time vehicle speed parameter is greater than the preset vehicle speed threshold of 5km / h, it is determined that the vehicle operating parameters at this time meet the engine starting conditions. After that, the VCU detects the above-mentioned ECM to determine whether the ECM has received a quick stop instruction. After that, when the VCU detects that the ECM has not received the quick stop instruction, it determines that the engine can be started at this time. The VCU then determines the preset engine start strategy as the target engine control strategy, and inputs the target engine control strategy into the above-mentioned ECM; similarly, when the VCU detects that the ECM has received a quick stop instruction, it determines that the engine cannot be started, and determines the preset engine stop strategy as the target engine control strategy, and then inputs the target engine control strategy into the ECM.

[0129] In addition, in this embodiment and another embodiment, when the VCU detects that the real-time vehicle speed parameter is less than the vehicle speed threshold of 5 km / h, and / or when the VCU detects that the driver is not in the cockpit, it determines that the vehicle operating condition parameters do not meet the engine start conditions, and the VCU thereby determines the preset engine shutdown strategy as the target engine control strategy.

[0130] Similarly, the VCU can also read the gear parameters and brake pedal parameters included in the vehicle operating condition parameters. When the VCU detects that the transmission gear is in P gear / N gear according to the gear parameters, and detects that the brake is pressed according to the brake pedal parameters, the VCU determines that the vehicle operating condition parameters meet the engine start conditions. The VCU then detects the ECM, and when it is determined that the vehicle operating condition parameters meet the engine start conditions and the ECM has not received a quick shutdown command, the VCU determines that the preset engine start strategy is determined as the target engine control strategy; similarly, when the VCU determines that the vehicle operating condition parameters do not meet the engine start conditions, and / or the VCU determines that the ECM has received a quick shutdown command, the VCU determines that the preset engine shutdown strategy is the target engine control strategy.

[0131] Similarly, the VCU can also determine that the vehicle operating condition parameters meet the engine starting conditions based on the transmission chain parameters contained in the vehicle operating condition parameters, and when the transmission chain is determined to be disengaged based on the transmission chain parameters. The VCU then detects the ECM, and thus when it is determined that the vehicle operating condition parameters meet the engine starting conditions and the ECM has not received a quick shutdown command, the preset engine starting strategy is determined to be the target engine control strategy; similarly, when the VCU determines that the vehicle operating condition parameters do not meet the engine starting conditions, and / or the VCU determines that the ECM has received a quick shutdown command, the VCU determines that the preset engine shutdown strategy is the target engine control strategy.

[0132] Similarly, the VCU may also only read the cabin personnel configuration parameters contained in the vehicle operating parameters, and when it is determined that the driver is in the vehicle based on the cabin personnel configuration parameters, determine that the vehicle operating parameters meet the engine start conditions, and the VCU then detects the ECM, so as to determine that the vehicle operating parameters meet the engine start conditions and the ECM has not received a quick shutdown command, and determine that the preset engine start strategy is determined as the target engine control strategy; similarly, when the VCU determines that the vehicle operating parameters do not meet the engine start conditions, and / or the VCU determines that the ECM has received a quick shutdown command, the VCU determines that the preset engine shutdown strategy is the target engine control strategy.

[0133] In this way, the vehicle can also determine whether the engine can be started during the power mode switching process based on the vehicle operating conditions parameters generated during driving, thereby making the vehicle's power mode switching process smoother and further improving the vehicle's driving performance.

[0134] Based on the various embodiments of the present application, a fourth embodiment of the present application is proposed here. In the fourth embodiment of the present application, the same or similar contents as the above embodiments can be referred to the above description and will not be repeated later. On this basis, the vehicle includes a hybrid power system. After the above step S40, the engine adjustment method of the present application can also include steps C10 to C20:

[0135] Step C10: when it is detected that the target engine control strategy is an engine start strategy, screening multiple motors configured in the hybrid power system to determine a first motor, wherein the first motor and the engine are connected in series;

[0136] Step C20: Detect the first motor state of the first motor, and when it is detected that the first motor state is in a normal operating state, control the first motor to power the engine to adjust the real-time engine state of the engine to an engine start state.

[0137] In this embodiment, when the engine control module detects that the target engine control strategy is the engine start strategy, the engine control module detects the multiple motors included in the hybrid power system to determine the first motor configured in the hybrid power system and connected in series with the engine. Thereafter, the engine control module detects the first motor state of the first motor, and when it is detected that the first motor state is a normal operating state, the first motor is determined as the target motor for powering the engine. The engine control module then controls the target motor to power the engine, so that the real-time engine state of the engine is switched to the engine start state.

[0138] Exemplarily, for example, after receiving the target engine control strategy, the ECM first reads the target engine control strategy, and when determining that the target engine control strategy is the engine start strategy, detects the P1 motor, P2 motor, and 12V low-voltage motor included in the hybrid system to determine the P1 motor connected in series with the engine among the P1 motor, P3 motor, and 12V low-voltage motor. Thereafter, the ECM detects a first motor state of the P1 motor, and when determining that the first motor state is a normal operating state, directly determines the P1 motor as the target motor for powering the engine, and the ECM controls the target motor to drive, thereby causing the target motor to power the engine, so that the real-time engine state of the engine is switched to the engine start state.

[0139] In this way, the vehicle can call on the first motor in the hybrid system that is connected in series with the engine to power the engine, thereby allowing the engine to enter the engine starting state at the fastest speed.

[0140] In a feasible implementation manner, after the step of "detecting the first motor state of the first motor" in the above step C20, the engine adjustment method of the present application may further include steps C30 to C40:

[0141] Step C30: When it is detected that the first motor is in an abnormal operating state, screening the plurality of motors to determine a second motor, wherein the second motor is connected in parallel with the first motor and the engine;

[0142] Step C40: Detect the second motor state of the second motor, and when detecting that the second motor state is the normal operating state, control the second motor to power the engine to adjust the real-time engine state of the engine to the engine starting state.

[0143] In this embodiment, after detecting the state of the first motor, if the engine control module detects that the state of the first motor is an abnormal operating state, the engine control module further detects the charging drive function of the vehicle, and then determines the second motor connected in parallel with the engine among the multiple motors configured in the hybrid power system when it is detected that the charging drive function of the vehicle is normal. Thereafter, the engine control module detects the second motor state of the second motor, and when it is detected that the state of the second motor is a normal operating state, determines the second motor as the target motor for powering the engine, and the engine control module then controls the target motor to power the engine, so that the real-time engine state of the engine is switched to the engine start state.

[0144] Exemplarily, for example, when the ECM detects that the above-mentioned first motor state is an abnormal operating state, it further detects the BECM configured in the vehicle, and thus, when it detects that the BECM has no faults, the BECM communication is normal, the vehicle's transmission gear is in D gear / R gear, and the accelerator pedal is pressed, the multiple motors configured in the hybrid power system are screened to determine the P2 motor connected in parallel with the engine. The ECM then detects the second motor state of the P2 motor, and when it determines that the second motor state is a normal operating state, the P2 motor is directly determined as the target motor for powering the engine. The ECM controls the target motor to drive, so that the target motor supplies power to the engine, so that the real-time engine state of the engine is switched to the engine start state.

[0145] In this way, when the first motor fails, the vehicle can call on other motors in the hybrid system to power the engine, thereby ensuring that the engine can enter the starting state.

[0146] In a feasible implementation manner, after the step of "detecting the state of the second motor of the second motor" in the above step C40, the engine adjustment method of the present application may further include steps C50 to C60:

[0147] Step C50: when it is detected that the state of the second motor is the abnormal operation state, determining a low-voltage motor included in the plurality of motors;

[0148] Step C60: Control the low-voltage motor to supply power to the engine, so as to adjust the real-time engine state of the engine to an engine start state.

[0149] In this embodiment, after the engine control module detects the state of the second motor, if it detects that the state of the second motor is an abnormal operating state, the engine control module determines the remaining low-voltage motor among the multiple motors configured in the hybrid power system, and then the engine control module determines the low-voltage motor as the target motor for powering the engine. The engine control module then controls the target motor to power the engine, so that the real-time engine state of the engine is switched to the engine start state.

[0150] Exemplarily, for example, when the ECM detects that the second motor state is an abnormal operating state, it further screens the multiple motors configured in the hybrid system to determine the remaining 12V low-voltage motor. Thereafter, the ECM determines the 12V low-voltage motor as the target motor for powering the engine. The ECM controls the drive of the target motor so that the target motor supplies power to the engine, so that the real-time engine state of the engine is switched to the engine start state.

[0151] In this way, when both the first motor and the second motor mentioned above are in failure, the vehicle can call on the low-voltage motor in the hybrid system to power the engine, thereby ensuring that the engine can enter the starting state.

[0152] Based on the various embodiments of the present application, a brief process of the adjustment method of the engine of the present application is proposed here. In the brief process of the present application, the same or similar contents as those of the above-mentioned embodiments can be referred to the above introduction and will not be repeated later.

[0153] On this basis, please refer to Figure 3 , Figure 3 A brief flow chart of the engine adjustment method of the present application is shown in FIG. Figure 3As shown, in this embodiment, when the vehicle is traveling, the vehicle controller configured in the vehicle first detects the vehicle speed sensor in the vehicle to determine whether the vehicle speed sensor is faulty. When the vehicle controller determines that the vehicle speed sensor is faulty, it determines that the first vehicle speed signal communication state of the vehicle enters the vehicle speed signal loss state. The vehicle controller then detects the vehicle speed sensor to determine the signal loss duration when the vehicle speed sensor enters the vehicle speed signal loss state, and the first real-time vehicle speed of the vehicle before entering the vehicle speed signal loss state. The vehicle controller calculates the signal loss duration and the first real-time vehicle speed to obtain a first dangerous moving distance. Thereafter, the vehicle controller detects the vehicle speed sensor again to determine the second vehicle speed signal communication state of the vehicle. When the vehicle controller detects that the fault of the speed sensor is repaired, it determines that the second vehicle speed signal communication state enters the signal communication recovery state. The vehicle controller detects the second real-time vehicle speed of the vehicle after entering the signal communication recovery state, and calculates the second real-time vehicle speed according to the second real-time vehicle speed, the first real-time vehicle speed, and the signal loss duration. Dangerous moving distance, the vehicle controller adds the second dangerous moving distance and the first dangerous moving distance to obtain the target dangerous moving distance generated by the vehicle during the period when the vehicle speed signal is lost, and then the vehicle controller reads the storage module configured in the vehicle to obtain the preset dangerous distance threshold, and the vehicle controller compares the target dangerous moving distance with the dangerous distance threshold to obtain a comparison result. When the vehicle controller determines that the comparison result is that the target dangerous moving distance reaches the dangerous distance threshold, the preset engine shutdown strategy is determined as the target engine control strategy, and when the comparison result is determined that the target dangerous moving distance does not reach the dangerous distance threshold, the preset engine start strategy is determined as the target engine control strategy. Finally, the vehicle controller sends the target engine control strategy to the engine control module configured in the vehicle, and the engine control module controls the hybrid power system in the vehicle according to the target engine control strategy, so that the real-time engine state of the engine is switched to the target engine state that matches the target engine control strategy.

[0154] In addition, after calculating the target dangerous moving distance, the vehicle controller can further detect the vehicle to obtain the vehicle operating parameters generated by the vehicle during driving. The vehicle controller determines whether the vehicle operating parameters meet the engine start conditions. After that, when the vehicle controller determines that the vehicle operating parameters meet the engine start conditions, it detects the engine control module to determine whether the engine control module has received a quick shutdown command. Finally, if the vehicle controller determines that the engine control module has not received a quick shutdown command, it determines that the preset engine start strategy is the target engine control strategy, and if it determines that the engine control module has received a quick shutdown command, it determines that the preset engine shutdown strategy is the target engine control strategy; similarly, if the vehicle controller detects that the vehicle operating parameters do not meet the engine start conditions, it directly determines the preset engine shutdown strategy as the target engine control strategy.

[0155] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the adjustment method of the engine of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0156] This application also provides an engine adjustment device, please refer to Figure 4 , the regulating device of the engine comprises:

[0157] A communication detection module 10, used to detect the communication state of the first vehicle speed signal;

[0158] The distance calculation module 20 is used to determine the target dangerous moving distance when it is detected that the first vehicle speed signal communication state is a vehicle speed signal loss state;

[0159] A strategy screening module 30, for obtaining a preset danger distance threshold, and determining a target engine control strategy according to the target danger moving distance and the danger distance threshold;

[0160] The system adjustment module 40 is used to adjust the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state that matches the target engine control strategy.

[0161] In a feasible implementation manner, the distance calculation module 20 is further used for:

[0162] Detecting a signal loss duration and a first real-time vehicle speed, and determining a first dangerous moving distance based on the signal loss duration and the first real-time vehicle speed;

[0163] detecting a second vehicle speed signal communication state;

[0164] When it is detected that the second vehicle speed signal communication state is the vehicle speed signal loss state, the first dangerous moving distance is determined as a target dangerous moving distance.

[0165] In a feasible implementation manner, the distance calculation module 20 is further used for:

[0166] determining a second real-time vehicle speed when it is detected that the second vehicle speed signal communication state is a signal communication recovery state;

[0167] Determine a second dangerous moving distance according to the second real-time vehicle speed, the first real-time vehicle speed, and the signal loss duration;

[0168] The target dangerous moving distance is obtained based on the first dangerous moving distance and the second dangerous moving distance.

[0169] In a feasible implementation manner, the above-mentioned policy screening module 30 is further used for:

[0170] Comparing the target dangerous moving distance with the dangerous distance threshold to obtain a comparison result;

[0171] In the case where it is detected that the comparison result is that the target dangerous moving distance reaches the dangerous distance threshold, determining a preset engine shutdown strategy as a target engine control strategy;

[0172] When it is detected that the comparison result is that the target dangerous moving distance does not reach the dangerous distance threshold, a preset engine starting strategy is determined as the target engine control strategy.

[0173] In a feasible implementation manner, the above-mentioned policy screening module 30 is further used for:

[0174] Acquiring vehicle operating parameters, and determining a vehicle state and a real-time engine state according to the vehicle operating parameters;

[0175] When it is determined that the vehicle state is a stationary state and the real-time engine state is an engine start state, a preset engine stop strategy is determined as a target engine control strategy.

[0176] In a feasible implementation manner, the above-mentioned policy screening module 30 is further used for:

[0177] Determining whether an engine start condition is met according to the vehicle operating condition parameters;

[0178] If it is determined that the engine start condition is met, detecting whether the engine receives an engine stop request;

[0179] In the case where it is detected that the engine has not received the engine stop request, determining a preset engine start strategy as a target engine control strategy;

[0180] In the case where it is detected that the engine receives the engine stop request, a preset engine stop strategy is determined as a target engine control strategy.

[0181] In a feasible implementation manner, the system adjustment module 40 is further used to:

[0182] When it is detected that the target engine control strategy is an engine start strategy, adjusting the real-time engine state of the engine to an engine start state according to the engine start strategy;

[0183] or,

[0184] When it is detected that the target engine control strategy is an engine stop strategy, the real-time engine state of the engine is adjusted to an engine stop state according to the engine stop strategy.

[0185] In a feasible implementation manner, the vehicle includes a hybrid power system, and the system adjustment module 40 is further used for:

[0186] In the case where it is detected that the target engine control strategy is an engine start strategy, screening multiple motors configured in the hybrid power system to determine a first motor, wherein the first motor and the engine are connected in series;

[0187] The first motor state of the first motor is detected, and when it is detected that the first motor state is a normal operating state, the first motor is controlled to supply power to the engine, so as to adjust the real-time engine state of the engine to an engine starting state.

[0188] In a feasible implementation manner, the system adjustment module 40 is further used to:

[0189] In the case where it is detected that the first motor is in an abnormal operating state, screening the plurality of motors to determine a second motor, wherein the second motor is connected in parallel with the first motor and the engine;

[0190] The second motor state of the second motor is detected, and when it is detected that the second motor state is the normal operating state, the second motor is controlled to supply power to the engine, so as to adjust the real-time engine state of the engine to the engine starting state.

[0191] In a feasible implementation manner, the system adjustment module 40 is further used to:

[0192] In the case where it is detected that the state of the second motor is the abnormal operation state, determining a low-voltage motor included in the plurality of motors;

[0193] The low voltage motor is controlled to supply power to the engine so as to adjust the real-time engine state of the engine to an engine starting state.

[0194] The engine adjustment device provided by the present application adopts the engine adjustment method in the above embodiment, which can solve the technical problem of reduced vehicle safety in the related art. Compared with the prior art, the beneficial effects of the engine adjustment device provided by the present application are the same as the beneficial effects of the engine adjustment method provided by the above embodiment, and other technical features in the engine adjustment device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0195] The present application provides a vehicle, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the engine adjustment method in the above-mentioned embodiment one.

[0196] Reference below Figure 5 , which shows a schematic diagram of the structure of a vehicle suitable for implementing the embodiment of the present application. The vehicle in the embodiment of the present application may include but is not limited to a vehicle with a hybrid power system configured inside, or a mobile terminal, a data storage control terminal, a PC, etc. connected to an electronic control unit of the vehicle. Figure 5 The vehicle shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0197] like Figure 5As shown, the vehicle may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for vehicle operation are also stored. The processing device 1001, ROM1002, and RAM1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0198] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0199] The vehicle provided by the present application adopts the engine adjustment method in the above embodiment, which can solve the technical problem of reduced vehicle safety in the related art. Compared with the prior art, the beneficial effects of the vehicle provided by the present application are the same as the beneficial effects of the engine adjustment method provided by the above embodiment, and the other technical features in the vehicle are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0200] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0201] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0202] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, wherein the computer-readable program instructions are used to execute the engine adjustment method in the above-mentioned embodiment.

[0203] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM: Random Access Memory), a read-only memory (ROM: Read Only Memory), an erasable programmable read-only memory (EPROM: Erasable Programmable Read Only Memory or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM: CD-Read Only Memory), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency: Radio Frequency), etc., or any suitable combination of the above.

[0204] The computer-readable storage medium may be included in the vehicle, or may exist independently without being installed in the vehicle.

[0205] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by a vehicle, the vehicle: detects a first vehicle speed signal communication state; when it is detected that the first vehicle speed signal communication state is a vehicle speed signal loss state, determines a target dangerous moving distance; obtains a preset dangerous distance threshold, and determines a target engine control strategy based on the target dangerous moving distance and the dangerous distance threshold; and adjusts the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state that matches the target engine control strategy.

[0206] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0207] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0208] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0209] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned engine adjustment method, and can solve the technical problem of reduced vehicle safety in the related art. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the engine adjustment method provided by the above-mentioned embodiment, and will not be repeated here.

[0210] The present application also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the engine adjustment method as described above are implemented.

[0211] The computer program product provided by this application can solve the technical problem of reduced vehicle safety in the related art. Compared with the prior art, the beneficial effects of the computer program product provided by this application are the same as the beneficial effects of the engine adjustment method provided by the above embodiment, which will not be repeated here.

[0212] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for adjusting an engine, characterized in that: The engine adjustment method is applied to a vehicle, and the engine adjustment method comprises: detecting a first vehicle speed signal communication state; determining a target dangerous moving distance when it is detected that the first vehicle speed signal communication state is a vehicle speed signal loss state; Obtaining a preset danger distance threshold, and determining a target engine control strategy according to the target danger moving distance and the danger distance threshold; The engine is adjusted according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state that matches the target engine control strategy.

2. The engine adjustment method according to claim 1, characterized in that: The step of determining the target dangerous movement distance includes: Detecting a signal loss duration and a first real-time vehicle speed, and determining a first dangerous moving distance based on the signal loss duration and the first real-time vehicle speed; detecting a second vehicle speed signal communication state; When it is detected that the second vehicle speed signal communication state is the vehicle speed signal loss state, the first dangerous moving distance is determined as a target dangerous moving distance.

3. The engine adjustment method according to claim 2, characterized in that: After the step of detecting the communication state of the second vehicle speed signal, the method further includes: determining a second real-time vehicle speed when it is detected that the second vehicle speed signal communication state is a signal communication recovery state; Determine a second dangerous moving distance according to the second real-time vehicle speed, the first real-time vehicle speed, and the signal loss duration; The target dangerous moving distance is obtained based on the first dangerous moving distance and the second dangerous moving distance.

4. The engine adjustment method according to claim 1, characterized in that: The step of determining the target engine control strategy according to the target dangerous movement distance and the dangerous distance threshold comprises: Comparing the target dangerous moving distance with the dangerous distance threshold to obtain a comparison result; In the case where it is detected that the comparison result is that the target dangerous moving distance reaches the dangerous distance threshold, determining a preset engine shutdown strategy as a target engine control strategy; When it is detected that the comparison result is that the target dangerous moving distance does not reach the dangerous distance threshold, a preset engine starting strategy is determined as the target engine control strategy.

5. The engine adjustment method according to claim 1, characterized in that: After the step of determining the target hazard moving distance, the method further includes: Acquiring vehicle operating parameters, and determining a vehicle state and a real-time engine state according to the vehicle operating parameters; When it is determined that the vehicle state is a stationary state and the real-time engine state is an engine start state, a preset engine stop strategy is determined as a target engine control strategy.

6. The engine adjustment method according to claim 5, characterized in that: After the step of determining the target hazard moving distance, the method further includes: Determining whether an engine start condition is met according to the vehicle operating condition parameters; If it is determined that the engine start condition is met, detecting whether the engine receives an engine stop request; In the case where it is detected that the engine has not received the engine stop request, determining a preset engine start strategy as a target engine control strategy; In the case where it is detected that the engine receives the engine stop request, a preset engine stop strategy is determined as a target engine control strategy.

7. The engine adjustment method according to any one of claims 1 to 6, characterized in that: The step of adjusting the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state matching the target engine control strategy comprises: When it is detected that the target engine control strategy is an engine start strategy, adjusting the real-time engine state of the engine to an engine start state according to the engine start strategy; or, When it is detected that the target engine control strategy is an engine stop strategy, the real-time engine state of the engine is adjusted to an engine stop state according to the engine stop strategy.

8. The engine adjustment method according to any one of claims 1 to 6, characterized in that: The vehicle includes a hybrid powertrain system, and after the step of adjusting the engine according to the target engine control strategy to adjust the real-time engine state of the engine to a target engine state that matches the target engine control strategy, the method further includes: In the case where it is detected that the target engine control strategy is an engine start strategy, screening multiple motors configured in the hybrid power system to determine a first motor, wherein the first motor and the engine are connected in series; The first motor state of the first motor is detected, and when it is detected that the first motor state is a normal operating state, the first motor is controlled to supply power to the engine, so as to adjust the real-time engine state of the engine to an engine starting state.

9. The engine adjustment method according to claim 8, characterized in that: After the step of detecting the first motor state of the first motor, the method further comprises: In the case where it is detected that the first motor is in an abnormal operating state, screening the plurality of motors to determine a second motor, wherein the second motor is connected in parallel with the first motor and the engine; The second motor state of the second motor is detected, and when it is detected that the second motor state is the normal operating state, the second motor is controlled to supply power to the engine, so as to adjust the real-time engine state of the engine to the engine starting state.

10. The engine adjustment method according to claim 9, characterized in that: After the step of detecting the second motor state of the second motor, the method further includes: In the case where it is detected that the state of the second motor is the abnormal operation state, determining a low-voltage motor included in the plurality of motors; The low voltage motor is controlled to supply power to the engine so as to adjust the real-time engine state of the engine to an engine starting state.

11. A vehicle, characterized in that: The vehicle comprises: a hybrid powertrain, a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the computer program is configured to implement the steps of the engine adjustment method according to any one of claims 1 to 10.

12. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the engine adjustment method according to any one of claims 1 to 10 are implemented.

13. A computer program product, characterized in that The computer program product comprises a computer program which, when executed by a processor, implements the steps of the method for adjusting an engine according to any one of claims 1 to 10 .

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