Vehicle reserved power adjustment method and device, equipment and storage medium

Abstract

The invention discloses a vehicle reserved power adjusting method and device, equipment and a storage medium, and relates to the technical field of vehicle control. The method comprises the steps that dynamic characteristic data in the engine starting process are obtained; according to the dynamic characteristic data, performing quality evaluation on the starting process to obtain a starting quality evaluation result; and according to the starting quality evaluation result, the reserved power of the engine is adjusted. According to the method, the dynamic characteristic data of the engine starting process are obtained and analyzed, the quality of the starting process can be evaluated, and then the reserved power is adaptively adjusted according to the evaluation result, so that the reserved power can just meet the starting requirement, the starting quality is improved, and meanwhile, the starting efficiency is improved. And effective utilization and saving of energy are realized.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a method, device, equipment and storage medium for adjusting the reserved power of a vehicle. Background Art

[0002] With the continuous development of the automotive industry, hybrid vehicles, as a new type of vehicle aimed at improving fuel efficiency and reducing exhaust emissions, have gradually attracted market attention. This type of vehicle combines traditional fuel power and electric power to more flexibly and efficiently meet users' travel needs. However, in practical applications, the power allocation required for starting a hybrid vehicle has become a key technical challenge. Especially when driving in pure electric mode, it is necessary to reasonably distribute the discharge power of the battery to ensure the smooth progress of the starting process.

[0003] In past technical solutions, the reserved dragging power was usually a fixed value obtained by looking up a table. However, this approach has certain drawbacks, namely, the situation of redundant control may occur. Due to the differences in individual components, the reserved power may be too large, resulting in energy waste and reduced efficiency. When the reserved power is too small, problems such as starting stall, extended starting time, or vibration and abnormal noise during the starting process of the engine will occur, affecting the driving experience and vehicle performance.

[0004] Therefore, for hybrid vehicles, how to dynamically adjust the reserved dragging power so that it can exactly meet the actual power needs of the engine has become an urgent problem to be solved. Summary of the Invention

[0005] The main purpose of the present application is to provide a method, device, equipment and storage medium for adjusting the reserved power of a vehicle, aiming to solve the technical problem of how to dynamically adjust the reserved dragging power so that it can exactly meet the actual power needs of the engine.

[0006] To achieve the above object, the present application provides a method for adjusting the reserved power of a vehicle, the method including the following steps: Obtain the power characteristic data during the engine starting process; According to the power characteristic data, conduct a quality assessment on the current starting process to obtain a starting quality assessment result; Adjust the reserved power of the engine according to the starting quality assessment result.

[0007] Optionally, the obtaining the power characteristic data during the engine starting process includes: When receiving a starting instruction, start timing and record the real-time rotational speed data of the engine; When the real-time speed of the engine is greater than or equal to the preset speed threshold, stop timing and obtain the timing result; According to the real-time speed data and the timing result, obtain the speed-time change curve; Take the speed-time change curve and the timing result as the power characteristic data of the current engine startup process.

[0008] Optionally, according to the power characteristic data, conduct a quality assessment on the current startup process to obtain a startup quality assessment result, including: Subtract the timing result from the preset startup duration to obtain the startup duration deviation; According to the speed-time change curve, obtain the speed acceleration-time change curve; According to the speed acceleration-time change curve and the startup stall judgment threshold, determine the number of startup stalls in the current engine startup process; According to the startup duration deviation and the number of startup stalls, obtain the startup quality assessment result.

[0009] Optionally, the determining the number of startup stalls in the current engine startup process according to the speed acceleration-time change curve and the startup stall judgment threshold includes: According to the speed acceleration-time change curve, determine the time nodes when the speed acceleration is equal to the startup stall judgment threshold; According to the time nodes, determine the startup stall time stage; According to the startup stall time stage, obtain the number of startup stalls in the current engine startup process.

[0010] Optionally, the obtaining the startup quality assessment result according to the startup duration deviation and the number of startup stalls includes: When the number of startup stalls is less than or equal to the preset number of stalls and the startup duration deviation is within the first deviation range, determine that the startup quality assessment result is that the current reserved power is excessive; When the number of startup stalls is less than or equal to the preset number of stalls and the startup duration deviation is within the second deviation range, determine that the startup quality assessment result is that the current reserved power is sufficient; When the number of startup stalls is greater than the preset number of stalls and / or the startup duration deviation is within the third deviation range, determine that the startup quality assessment result is that the current reserved power is insufficient.

[0011] Optionally, the adjusting the reserved power of the engine according to the startup quality assessment result includes: When the starting quality assessment result indicates that the currently reserved power is excessive, a power reduction multiple is obtained based on the starting duration deviation and the unit adjustment duration; The reserved power of the engine is adjusted according to the power reduction multiple and the adjustment calibration quantity.

[0012] Optionally, the adjustment of the reserved power of the engine according to the starting quality assessment result further includes: When the starting quality assessment result indicates that the currently reserved power is insufficient, an initial increase multiple is obtained based on the starting duration deviation and the unit adjustment duration; The initial increase multiple is updated according to the number of starting stall times to obtain a power increase multiple; The reserved power of the engine is adjusted according to the power increase multiple and the adjustment calibration quantity.

[0013] In addition, to achieve the above object, the present application further provides a vehicle reserved power adjustment device, and the vehicle reserved power adjustment device includes: A data acquisition module for acquiring dynamic characteristic data during the engine starting process; A starting quality analysis module for performing a quality assessment on the current starting process according to the dynamic characteristic data to obtain a starting quality assessment result; A power adjustment module for adjusting the reserved power of the engine according to the starting quality assessment result.

[0014] In addition, to achieve the above object, the present application further provides a vehicle reserved power adjustment device, and the device includes: a memory, a processor, and a vehicle reserved power adjustment program stored on the memory and executable on the processor, and the vehicle reserved power adjustment program is configured to implement the steps of the vehicle reserved power adjustment method as described above.

[0015] In addition, to achieve the above object, the present application further provides a storage medium, and a vehicle reserved power adjustment program is stored on the storage medium. When the vehicle reserved power adjustment program is executed by a processor, the steps of the vehicle reserved power adjustment method as described above are implemented.

[0016] The present application obtains dynamic characteristic data during the engine starting process; performs a quality assessment on the current starting process according to the dynamic characteristic data to obtain a starting quality assessment result; and adjusts the reserved power of the engine according to the starting quality assessment result.

[0017] In summary, by obtaining the power characteristic data during the engine startup process, analyzing and processing these power characteristic data, the quality of the current startup process can be evaluated. Then, according to the evaluation result, the reserved power is adaptively adjusted so that the reserved power can just meet the startup needs, thereby improving the startup quality while achieving the effective utilization and conservation of energy. Brief Description of the Drawings

[0018] The drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present application and used together with the specification to explain the principles of the present application.

[0019] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0020] Figure 1 It is a schematic flowchart of the first embodiment of the method for adjusting the reserved power of the vehicle in the present application; Figure 2 It is a schematic flowchart of the second embodiment of the method for adjusting the reserved power of the vehicle in the present application; Figure 3 It is a schematic flowchart of the third embodiment of the method for adjusting the reserved power of the vehicle in the present application; Figure 4 It is a schematic flowchart of the fourth embodiment of the method for adjusting the reserved power of the vehicle in the present application; Figure 5 It is a schematic diagram of the functional modules of the device for adjusting the reserved power of the vehicle in the present application; Figure 6 It is a schematic diagram of the structure of the terminal device in the hardware operating environment involved in the solution of the embodiment of the present application.

[0021] The realization, functional characteristics and advantages of the object of the present application will be further described with reference to the embodiments and the drawings. Detailed Embodiments

[0022] It should be understood that the specific embodiments described here are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0023] To better understand the technical solutions of the present application, the following will be described in detail in combination with the drawings of the specification and the specific embodiments.

[0024] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication, and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device, a vehicle reserved power adjustment device, etc. that can implement the above functions. Hereinafter, taking the vehicle reserved power adjustment device as an example, this embodiment and the following embodiments will be described.

[0025] The embodiment of the present application provides a vehicle reserved power adjustment method. Refer to Figure 1 , Figure 1 which is the flowchart of the first embodiment of the present application.

[0026] In this embodiment, the vehicle reserved power adjustment method includes: Step S10: Obtain the power characteristic data during the engine startup process.

[0027] It should be noted that during the use of a hybrid vehicle, since it has both fuel and electric power output modes, generally, electric power will be preferentially used to drive the vehicle forward. When the power output is insufficient or the power needs to be increased, the engine will be started for power output. When starting, the engine needs to overcome inertia, resistance, and the energy loss of the starting system itself. If there is not enough reserved power, it may not be able to meet these additional energy requirements, resulting in a failed startup or an unstable startup process. To avoid this instability during startup, the reserved power is generally set to be relatively large. Although this avoids the situation of insufficient reserved power, excessive reserved power will lead to another type of problem. Since the total power output by the battery is limited, the more power reserved, the less power can be used to drive the vehicle forward, resulting in insufficient driving force. Therefore, when setting the reserved power, it is necessary to balance these two situations. Additionally, it should be known that during normal driving, the required power for starting the engine will be affected by environmental factors and the quality of parts. For example, different temperatures, humidities, and the wear degree of parts will all result in different actual required starting powers.

[0028] It can be understood that the actual required reserved power can be adaptively adjusted according to the power parameters of adjacent startup processes. For example, if the current startup process takes too long or there are multiple power stalls, it indicates that the currently set reserved power is less, and this power needs to be increased. Conversely, if the current startup process takes a short time, much shorter than the preset startup duration of a normal startup process, and there is no power stall, it indicates that there is more reserved power, and a part of it can be allocated for power output. Through this periodic adjustment, the reserved power can follow the actual required power, enabling it to just meet the requirements without generating redundancy.

[0029] It should be understood that the dynamic characteristic data refers to the data that can reflect the difference between the reserved power and the actual required power during the vehicle startup process. For example, the startup duration of the entire startup process. Since the total duration of the engine startup process has certain standards, which vary according to the vehicle model and specific circumstances, but usually should be completed within a few seconds. Generally speaking, the startup process includes steps such as starting mechanical components, ignition, fuel injection, and the engine reaching the normal operating speed. The total duration of these steps can be between 3 and 5 seconds. A shorter time than this indicates that the reserved power during the current startup process is more than the actual requirement, and vice versa indicates that the reserved power during the current startup process is less than the actual requirement. On the other hand, the engine speed acceleration performance can also indicate the difference between the reserved power and the actual required power. Since during the normal engine startup process, the engine speed theoretically rises uniformly, and from the perspective of acceleration, it remains at a certain value. When there are large fluctuations or jumps in acceleration, it indicates that the acceleration process is unstable, that is, startup stall occurs. This situation indicates that the reserved power during the current startup process is less than the actual requirement. From the above examples, it can be known that based on some data that can reflect the difference between the reserved power and the actual required power, by analyzing and processing these data, the relationship between the reserved power and the actual engine startup demand power can be judged, and the value of the reserved power can be adaptively adjusted according to the analysis results.

[0030] Step S20: According to the dynamic characteristic data, conduct a quality assessment of the current startup process to obtain a startup quality assessment result.

[0031] It should be noted that taking the startup time of the above dynamic characteristic data as an example, when the total startup duration of the current startup process is greater than the preset standard startup duration, it indicates that the current reserved power is insufficient, and the greater the gap between the two, the more the reserved power needs to be increased subsequently. Conversely, when the total startup duration is less than the preset standard startup duration, it indicates that the current reserved power is excessive. In this comparison, since the situation where the startup duration is exactly equal to the preset standard duration is relatively rare, generally, the reserved power corresponding to the total startup duration within a range near the standard duration is regarded as achieving the two goals of simultaneously considering the actual power demand and not generating redundancy.

[0032] It can be understood that if the rotational speed of the engine during the startup process is used as the power characteristic data, the following judgment can be made. When the rotational speed-time curve of the engine shows a stable increase on the graph, it indicates that the startup process is stable and there is no power stall. If the rotational speed-time curve of the engine shows obvious fluctuations on the graph, it reflects that there is a power stall during the vehicle startup process. It should be noted that startup stall, also known as power dip, refers to a phenomenon that occurs during the startup process, that is, the rotational speed of the engine decreases within a short time after startup, or the engine output power is unstable, or even suddenly loses power. This phenomenon usually occurs when the vehicle starts, especially when the engine has just started or has just switched to the internal combustion engine mode.

[0033] It should be understood that when there is no power stall, generally the engine can be loaded to the predetermined rotational speed within the predetermined time. On the contrary, when there is a power stall, the engine is very likely unable to be loaded to the predetermined rotational speed within the predetermined time. The more times of power stall, the less reserved power. According to the above judgment content, the difference between the reserved power and the current actual required power can be obtained as quantitative data, and based on these quantitative data, a preliminary quality judgment of the current startup process can be made.

[0034] Step S30: Adjust the reserved power of the engine according to the startup quality evaluation result.

[0035] It should be noted that due to the startup quality judgment result in the foregoing steps, the reserved power can be adjusted specifically. For example, when the judgment result is that the reserved power is less than the actual required power, the reserved power needs to be increased. According to the difference between the reserved power and the actual required power, the specific value of the increase can be controlled. Theoretically, the greater the gap, the greater the increased value. The situation where the reserved power is greater than the actual required power is similar to the above operation.

[0036] It can be understood that before the specific adjustment process, the upper limit value and the lower limit value of the reserved power will be set, and the adjustment will not continue after reaching these limit values, so as to prevent the reserved power from learning extremely large or extremely small values due to objective reasons, which plays a protective role.

[0037] This embodiment provides a method for adjusting the reserved power of a vehicle. In this embodiment, first, the power characteristic data of the engine startup process is obtained; according to the power characteristic data, the quality of the current startup process is evaluated to obtain the startup quality evaluation result; according to the startup quality evaluation result, the reserved power of the engine is adjusted.

[0038] In summary, by obtaining the power characteristic data during the engine startup process, analyzing and processing these power characteristic data, the quality of the current startup process can be evaluated. Then, according to the evaluation result, the reserved power is adaptively adjusted, so that the reserved power can just meet the startup needs, thereby improving the startup quality while realizing the effective utilization and conservation of energy.

[0039] Referring to Figure 2 , Figure 2 is a schematic flowchart of the second embodiment of the method for adjusting the reserved power of the vehicle in this application. Based on the above first embodiment, the second embodiment of the method for adjusting the reserved power of the vehicle in this application is proposed.

[0040] In this embodiment, the step S10 includes: Step S101: When a startup instruction is received, start timing and record the real-time rotational speed data of the engine.

[0041] It should be noted that the startup instruction here refers to the instruction to start the engine in a hybrid vehicle or to change from being driven by electricity to being driven by a fuel engine. Since only hybrid vehicles will reserve power to start the engine at an appropriate moment, the startup instruction here does not generally refer to all vehicle startup instructions.

[0042] It can be understood that after starting timing, recording the real-time rotational speed data of the engine has two purposes. One is to obtain the time required for the entire process from engine startup to completion, and the other is to count the engine rotational speed at each moment during the startup process. These two pieces of data obtained can be used as the basis for judging the quality of the subsequent startup stage.

[0043] Step S102: When the real-time rotational speed of the engine is greater than or equal to a preset rotational speed threshold, stop timing and obtain the timing result.

[0044] It should be noted that the preset rotational speed threshold refers to a specific rotational speed value used to judge whether the engine has reached a sufficient operating speed. When the real-time rotational speed reaches this value, it can be considered that the startup process has been completed. Assume that the preset rotational speed threshold is set to 800 rpm, that is, stop timing when the rotational speed is greater than or equal to 800 rpm.

[0045] It can be understood that the selection of the preset rotational speed threshold is usually based on the actual requirements and demands for engine performance and the starting process. Different application scenarios have different requirements for the starting speed and stability of the engine. For example, in some high-performance applications, a faster starting speed may be required, so the preset rotational speed threshold may be adjusted to a higher value accordingly. Also, different usage environments will result in different preset rotational speed thresholds. For instance, in extremely cold or high-altitude environments, the engine may require a longer starting time or a higher rotational speed to operate normally, so the preset rotational speed threshold will also be adjusted to a higher value accordingly.

[0046] Step S103: Obtain a rotational speed-time change curve based on the real-time rotational speed data and the timing result.

[0047] It should be noted that the rotational speed-time change curve refers to a chart or curve drawn based on the real-time rotational speed data recorded during the engine starting process and the time result recorded by the timing. This curve reflects the change of the rotational speed with time during the engine starting process and can be used to analyze the dynamic characteristics and performance of the starting process.

[0048] It can be understood that by drawing the rotational speed-time change curve, the change trend of the rotational speed during the engine starting process, as well as the duration and stability of the starting process, can be intuitively understood. This helps to identify potential problems or areas for improvement during the starting process and provides a reference basis for further optimization.

[0049] Step S104: Take the rotational speed-time change curve and the timing result as the dynamic characteristic data of the current engine starting process.

[0050] It should be noted that taking the rotational speed-time change curve and the timing result as the dynamic characteristic data of the current engine starting process means using these data as an important basis for evaluating the starting performance and dynamic characteristics of the engine. These data can be used to compare the engine performance under different starting conditions, evaluate the stability and efficiency during the starting process, and provide a reference for subsequent improvement and optimization.

[0051] It can be understood that the dynamic characteristic data includes the change of the rotational speed during the engine starting process and the total duration of the starting process. These data reflect the power output and performance of the engine during the starting process. By analyzing and comparing these data, potential problems or areas for improvement during the engine starting process can be found, and subsequent optimization work can be guided.

[0052] In this embodiment, when a start instruction is received, timing is started and the real-time rotational speed data of the engine is recorded; when the real-time rotational speed of the engine is greater than or equal to a preset rotational speed threshold, the timing is stopped and a timing result is obtained; according to the real-time rotational speed data and the timing result, a rotational speed-time change curve is obtained; the rotational speed-time change curve and the timing result are used as the power characteristic data of the current engine start process.

[0053] In summary, it can be seen that this application can more accurately evaluate the engine start performance, enhance the integrity of the start process data, realize more targeted start process analysis, and provide effective guidance for the improvement of the engine start process by detailed recording of the start process data and comparison with the preset rotational speed threshold.

[0054] Refer to Figure 3 , Figure 3 which is a schematic flow chart of the third embodiment of the vehicle reserved power adjustment method of this application. Based on the above first embodiment, the third embodiment of the vehicle reserved power adjustment method of this application is proposed.

[0055] In this embodiment, step S20 includes: Step S201: Subtract the timing result from the preset start duration to obtain a start duration deviation.

[0056] It should be noted that the preset start duration refers to an expected maximum time period set during the start process, that is, the maximum time expected for the engine to reach the preset rotational speed threshold from the issuance of the start instruction. This duration can be dynamically adjusted according to specific application scenarios, engine design requirements, and start performance requirements. When the timing result in the start stage exceeds the preset start duration, it may indicate problems during the start process or poor engine performance, and further inspection and optimization are required.

[0057] It can be understood that when the timing result is subtracted from the preset start duration, the result may be positive or negative. If the result is positive, it means that the actual start time exceeds the expected maximum time period, indicating that the current reserved power may cause start problems or poor engine performance, and further inspection and diagnosis are required. If it is negative, it means that the actual start time is shorter than the expected maximum time period, which may indicate high efficiency in the engine start process and a faster speed of reaching the preset rotational speed threshold than expected.

[0058] Step S202: Obtain a rotational speed acceleration-time change curve according to the rotational speed-time change curve.

[0059] It should be noted that according to the rotational speed-time change curve, for each time point, by calculating the change rate of the rotational speed, that is, the derivative of the rotational speed, the rotational speed acceleration at each time point can be obtained. The curve of the rotational speed acceleration changing with time can be obtained by plotting according to the calculation results.

[0060] It can be understood that since the rotational speed acceleration determines the speed of the vehicle during the acceleration process. If the rotational speed acceleration increases significantly in a short period of time, the acceleration feeling of the vehicle will be very strong. During the acceleration of the engine rotational speed, if the acceleration is stable, it indicates that a good balance has been achieved between the output power of the engine and the vehicle load and demand. In this case, the reserved power can provide sufficient power to meet the demand of starting the engine without causing over - or under - power.

[0061] Step S203: Determine the number of starting stall occurrences during the current engine starting process according to the rotational speed acceleration - time change curve and the starting stall judgment threshold.

[0062] It should be noted that during an ideal starting process, the acceleration should be maintained near a certain value to present a stable driving experience. If the acceleration fluctuates, it indicates that the power for starting the engine is unstable. Based on this, starting stall may occur. Starting stall usually means that the vehicle cannot accelerate smoothly during starting, which is common in the case of insufficient engine output or transmission system failure. When starting stall occurs, the acceleration of the vehicle may be close to or reach zero. In this case, the engine may be running, but the output power is not sufficient to start or accelerate the vehicle normally.

[0063] It can be understood that since the engine is still running during starting stall, but its acceleration may be very low or even close to zero, a starting stall judgment threshold can be set. When the rotational speed acceleration is lower than this threshold, it indicates that starting stall has occurred. By recording the number of times the rotational speed acceleration drops below the starting stall judgment threshold during the entire starting process, the number of starting stall occurrences during the current engine starting process can be obtained.

[0064] Furthermore, according to the rotational speed acceleration - time change curve, determine the time nodes when the rotational speed acceleration is equal to the starting stall judgment threshold; according to the time nodes, determine the starting stall time stage; according to the starting stall time stage, obtain the number of starting stall occurrences during the current engine starting process.

[0065] It should be noted that since the overall startup process is only about a few seconds, it can be seen that this time span is very short, and the accuracy of the data collected by the sensor is limited, which may cause the error situation to be regarded as a large fluctuation in the rotational speed acceleration. For example, if there is a data loss during the process of the rotational speed sensor collecting data, then the rotational speed acceleration data calculated based on the adjacent two rotational speed data is discontinuous and uneven on the acceleration curve, and there is no stall phenomenon in the actual startup process. Therefore, this part of the interfering data needs to be removed, that is, when the span of the time nodes where the rotational speed acceleration between adjacent two times is equal to the startup stall judgment threshold is very small, it can be considered as noise data rather than a real power stall occurring.

[0066] It can be understood that according to the time nodes where the rotational speed acceleration is equal to the startup stall judgment threshold, the time stages where startup stall is suspected to occur can be determined. Based on the actual time spans of these stages, the noise data can be excluded. After the exclusion is completed, the number of startup stalls during the engine startup process can be determined according to the time stages where startup stall occurs.

[0067] It should be understood that when there is no time node where the rotational speed acceleration is equal to the startup stall judgment threshold, it means that the rotational speed of the engine is rising smoothly, that is, the number of startup stalls is zero, and the reserved power at this time can meet the demand for starting the engine.

[0068] Step S204: Obtain the startup quality evaluation result according to the startup duration deviation and the number of startup stalls.

[0069] It can be understood that a positive startup duration deviation and a relatively large number of simultaneous startup stalls may indicate poor startup quality, while a negative startup duration and a relatively small number of stalls may indicate good startup quality. Then, on this basis, if there is no startup stall at all and the time result is significantly less than the preset startup duration, it can be explained that the current reserved power is redundant and a part of it can be allocated for power output.

[0070] Further, when the number of startup stalls is less than or equal to the preset number of stalls and the startup duration deviation is within the first deviation range, it is determined that the startup quality evaluation result is that the current reserved power is excessive.

[0071] When the number of startup stalls is less than or equal to the preset number of stalls and the startup duration deviation is within the second deviation range, it is determined that the startup quality evaluation result is that the current reserved power is sufficient.

[0072] When the number of startup stalls is greater than the preset number of stalls and / or the startup duration deviation is within the third deviation range, it is determined that the startup quality evaluation result is that the current reserved power is insufficient.

[0073] It should be noted that due to objective circumstances, a very small number of starting stall times may be allowed during the startup phase. In practical applications, it is sometimes impossible to completely avoid starting stalls, especially in specific environments or conditions, such as extreme weather, equipment aging, etc., which may cause slight stalls when the engine starts. Therefore, in order to more reasonably evaluate the starting quality, a certain tolerance can be set according to the actual situation. The preset stall times here are set to allow a very small number of starting stall times during the startup phase, but the specific numerical setting still needs to be kept within an acceptable range to ensure the normal operation and performance of the engine.

[0074] It can be understood that the starting duration deviation is the result of subtracting the preset starting duration from the timing result. Therefore, when the timing result is significantly less than the preset starting duration, it indicates that the reserved power at this time may be excessive. For example, when the preset starting duration is 5 seconds and the timing result during the actual startup phase is 3 seconds, the starting duration deviation is -2 seconds. Generally, when the reserved power is sufficient and not excessive, the actual starting duration should fluctuate within 0.5 seconds of the preset starting duration. Taking the above example, a starting duration deviation of -2 seconds can clearly indicate that the current reserved power is excessive. Therefore, the time when the starting duration deviation is less than -0.5 seconds can be defined as the first deviation interval. When the starting duration deviation is within the second deviation interval and the number of starting stalls is less than or equal to the preset number of stalls, it can be determined that the current reserved power is excessive and the reserved power needs to be adjusted downward. Then, on this basis, the interval with a starting duration deviation of -0.5 to 0.5 seconds can be defined as the second deviation interval. When the starting duration deviation is within the second deviation interval and the number of starting stalls is less than or equal to the preset number of stalls, it can be determined that the current reserved power is sufficient and no adjustment is required. Similarly, the interval with a starting duration deviation greater than 0.5 seconds is defined as the third deviation interval. When the starting duration deviation is within the third deviation interval, the starting duration is relatively long at this time, and there may be insufficient reserved power. In addition, even if the starting duration deviation is not within the third deviation interval, when the number of starting stalls is greater than the preset number of stalls, it also represents that the current reserved power is insufficient.

[0075] It should be understood that through the two data of the number of starting stalls and the starting duration, the quality of the current startup process can be evaluated to obtain the startup quality evaluation result. Then, through the evaluation of the startup quality, the impact of the current reserved power on the engine startup process can be clearly obtained, so as to determine the subsequent method and degree of adjusting the reserved power.

[0076] In this embodiment, by subtracting the timing result from the preset start duration, a start duration deviation is obtained; according to the rotational speed-time change curve, a rotational speed acceleration-time change curve is obtained; according to the rotational speed acceleration-time change curve and the start stall judgment threshold, the number of start stalls during the current engine start process is determined; according to the start duration deviation and the number of start stalls, a start quality evaluation result is obtained, specifically including that when the number of start stalls is less than or equal to the preset number of stalls, and the start duration deviation is within the first deviation range, it is determined that the start quality evaluation result is that the current reserved power is excessive; when the number of start stalls is less than or equal to the preset number of stalls, and the start duration deviation is within the second deviation range, it is determined that the start quality evaluation result is that the current reserved power is sufficient; when the number of start stalls is greater than the preset number of stalls and / or the start duration deviation is within the third deviation range, it is determined that the start quality evaluation result is that the current reserved power is insufficient.

[0077] In summary, by monitoring the number of start stalls and the start duration deviation during the start process, the start quality of the engine is comprehensively evaluated, and according to the evaluation result, the adjustment direction and degree of the reserved power are determined to optimize the performance and efficiency of the engine start process. This method can accurately evaluate the start quality, precisely adjust the reserved power, improve the engine performance and efficiency, and achieve the optimal distribution of power output.

[0078] Refer to Figure 4 , Figure 4 is a flowchart of the fourth embodiment of the vehicle reserved power adjustment method of the present application. Based on the above first embodiment, the fourth embodiment of the vehicle reserved power adjustment method of the present application is proposed.

[0079] In this embodiment, the step S30 includes: Step S301: When the start quality evaluation result is that the current reserved power is insufficient, an initial increase ratio is obtained according to the start duration deviation and the unit adjustment duration.

[0080] It should be noted that since the value of the reserved power is adjusted each time the engine starts, in order to reduce the time for data processing, in this embodiment, the reserved power is adjusted in integral multiples of a fixed amount. The advantage of this is that it reduces the workload of complex algorithm design and parameter tuning. During the start process, due to factors such as short time and fast response requirements, it is more suitable to use a simple adjustment calibration amount for adjustment. The setting of the adjustment calibration amount can be based on the system's empirical knowledge and actual needs. For example, assuming that the adjustment calibration amount is 0.25 kilowatts, whether the reserved power is increased or decreased, its amount can be an integral multiple of 0.25 kilowatts. The specific adjustment ratio needs to be obtained based on the start duration deviation and the number of start stalls.

[0081] It can be understood that when the reserved power is insufficient, the starting duration deviation is positive, and the larger this value is, the less reserved power indicates, so the more power needs to be increased. For example, when the standard starting duration is 5 seconds and the actual starting duration is 7.5 seconds, the starting duration deviation between the two is 2.5 seconds. If the unit adjustment duration is set to 1.5 seconds at this time, that is, for every 1.5 - second increase in the starting duration deviation, the corresponding deviation power is increased by one adjustment calibration quantity. In this example, the starting duration deviation is 2.5 seconds, which does not meet two unit adjustment durations, so the reserved power is only increased by one adjustment calibration quantity, and this adjustment is a stepped adjustment.

[0082] It should be understood that this stage is for initially determining the magnification of the increase, and in actual situations, due to the number of starting stalls, the magnification of the increase can be further adjusted adaptively.

[0083] Step S302: Update the initial magnification of the increase according to the number of starting stalls to obtain the magnification of the power increase.

[0084] It should be noted that when the number of starting stalls increases, it indicates that there is significant instability during the engine starting process, and it is necessary to further increase the reserved power to ensure a smooth start. Therefore, according to the degree of increase in the number of starting stalls, the initial magnification of the increase can be adjusted to have a positive - correlation relationship with the number of stalls. For example, when the number of stalls is large, a larger increase in the reserved power is required, so the magnification of the power increase should also be increased accordingly.

[0085] Step S303: Complete the adjustment of the reserved power of the engine according to the magnification of the power increase and the adjustment calibration quantity.

[0086] It should be noted that by multiplying the magnification of the power increase by the adjustment calibration quantity, the specific reserved - power adjustment amount can be obtained. This adjustment amount will be directly applied to the current reserved - power value, thereby achieving precise adjustment of the power output during the engine starting process.

[0087] Furthermore, when the starting - quality evaluation result is that the current reserved power is excessive, obtain the magnification of the power decrease according to the starting - duration deviation and the unit adjustment duration; complete the adjustment of the reserved power of the engine according to the magnification of the power decrease and the adjustment calibration quantity.

[0088] It should be noted that when the starting - quality evaluation result is that the current reserved power is excessive, the actual magnification of the power decrease is simpler than the increase process. Since the premise of the power decrease is that the number of starting stalls is less than or equal to the preset number of stalls and the starting - duration deviation is within the first deviation range, when obtaining the magnification of the power decrease, only the starting - duration deviation needs to be considered. The specific numerical adjustment process is similar to the increase process, and the reserved power is also decreased by an integer multiple of the adjustment calibration quantity.

[0089] In this embodiment, when the starting quality assessment result indicates that the currently reserved power is insufficient, an initial increase multiple is obtained based on the starting duration deviation and the unit adjustment duration; the initial increase multiple is updated according to the number of starting stall times to obtain a power increase multiple; the reserved power of the engine is adjusted according to the power increase multiple and the adjustment calibration quantity; when the starting quality assessment result indicates that the currently reserved power is excessive, a power decrease multiple is obtained based on the starting duration deviation and the unit adjustment duration; the reserved power of the engine is adjusted according to the power decrease multiple and the adjustment calibration quantity.

[0090] In summary, by considering the starting duration deviation and the number of stall times, the present application precisely adjusts the reserved power, avoiding situations of excess or insufficiency, and uses integral multiples of a fixed amount for power adjustment, improving the practicality and operability of the system, while reducing the complexity and workload of the adjustment process.

[0091] Referring to Figure 5 , the present application further provides a vehicle reserved power adjustment device, which includes: A data acquisition module 10, configured to acquire dynamic characteristic data of the engine starting process; A starting quality analysis module 20, configured to perform a quality assessment on the current starting process according to the dynamic characteristic data to obtain a starting quality assessment result; A power adjustment module 30, configured to adjust the reserved power of the engine according to the starting quality assessment result.

[0092] In one embodiment, the data acquisition module 10 is further configured to start timing and record the real-time rotational speed data of the engine when a starting instruction is received; when the real-time rotational speed of the engine is greater than or equal to a preset rotational speed threshold, stop timing and obtain a timing result; obtain a rotational speed-time change curve according to the real-time rotational speed data and the timing result; and use the rotational speed-time change curve and the timing result as the dynamic characteristic data of the current engine starting process.

[0093] In one embodiment, the starting quality analysis module 20 is further configured to subtract the timing result from a preset starting duration to obtain a starting duration deviation; obtain a rotational speed acceleration-time change curve according to the rotational speed-time change curve; determine the number of starting stall times in the current engine starting process according to the rotational speed acceleration-time change curve and a starting stall judgment threshold; and obtain a starting quality assessment result according to the starting duration deviation and the number of starting stall times.

[0094] In one embodiment, the starting quality analysis module 20 is further configured to determine a time node at which the rotational speed acceleration is equal to the starting stall determination threshold according to the rotational speed acceleration time change curve; determine a starting stall time stage according to the time node; and obtain the number of starting stalls in the current engine starting process according to the starting stall time stage.

[0095] In one embodiment, the starting quality analysis module 20 is further configured to determine that the starting quality evaluation result is that the current reserved power is excessive when the number of starting stalls is less than or equal to a preset number of stalls and the starting duration deviation is within a first deviation range; determine that the starting quality evaluation result is that the current reserved power is sufficient when the number of starting stalls is less than or equal to a preset number of stalls and the starting duration deviation is within a second deviation range; and determine that the starting quality evaluation result is that the current reserved power is insufficient when the number of starting stalls is greater than the preset number of stalls and / or the starting duration deviation is within a third deviation range.

[0096] In one embodiment, the power adjustment module 30 is further configured to obtain a power reduction ratio according to the starting duration deviation and the unit adjustment duration when the starting quality evaluation result is that the current reserved power is excessive; and complete the adjustment of the reserved power of the engine according to the power reduction ratio and the adjustment calibration quantity.

[0097] In one embodiment, the power adjustment module 30 is further configured to obtain an initial increase ratio according to the starting duration deviation and the unit adjustment duration when the starting quality evaluation result is that the current reserved power is insufficient; update the initial increase ratio according to the number of starting stalls to obtain a power increase ratio; and complete the adjustment of the reserved power of the engine according to the power increase ratio and the adjustment calibration quantity.

[0098] The vehicle reserved power adjustment device provided by the application adopts the vehicle reserved power adjustment method in the above embodiment, and can solve the technical problem of how to dynamically adjust the reserved towing power so that it can exactly meet the actual power requirements of the engine. Compared with the prior art, the beneficial effects of the vehicle reserved power adjustment device provided by the application are the same as those of the vehicle reserved power adjustment method provided by the above embodiment, and other technical features in the vehicle reserved power adjustment device are the same as the features disclosed in the above embodiment method, and will not be described in detail here.

[0099] The embodiment of the application further provides a vehicle reserved power adjustment device, which includes: at least one processor; and a memory communicatively connected with 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 vehicle reserved power adjustment method in the first embodiment above.

[0100] Refer to the following Figure 6 , which shows a schematic structural diagram of a vehicle reserved power adjustment device suitable for implementing the embodiments of the present application. The vehicle reserved power adjustment device in the embodiments of the present application may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistant), PADs (Portable Application Description: tablet computers), PMPs (Portable Media Player: portable multimedia players), in-vehicle terminals (such as in-vehicle navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 6 The shown vehicle reserved power adjustment device is merely an example and should not impose any limitations on the functions and usage scope of the embodiments of the present application.

[0101] As Figure 6 shown, the vehicle reserved power adjustment device may include a processing device 1001 (such as a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM: Read Only Memory) 1002 or the program loaded from the storage device 1003 into the random access memory (RAM: Random Access Memory) 1004. In the RAM 1004, various programs and data required for the operation of the xxx device are also stored. The processing device 1001, the ROM 1002, and the RAM 1004 are connected to each other through a bus 1005. The input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems may be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touchpad, 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 reserved power adjustment device to communicate with other devices wirelessly or wiredly to exchange data. Although the figure shows a vehicle reserved power adjustment device with various systems, it should be understood that it is not required to implement or have all the shown systems. More or fewer systems may be alternatively implemented or had.

[0102] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product that includes a computer program carried on a computer-readable medium, and the computer program contains program codes for executing the methods shown in the flowcharts. 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 a processing device 1001, the above functions defined in the methods of the embodiments disclosed in the present application are executed.

[0103] The vehicle reserved power adjustment device provided by the present application adopts the vehicle reserved power adjustment method in the above embodiments, and can solve the technical problem in the art of how to dynamically adjust the reserved towing power so that it can exactly meet the actual power needs of the engine. Compared with the prior art, the beneficial effects of the vehicle reserved power adjustment device provided by the present application are the same as those of the vehicle reserved power adjustment method provided by the above embodiments, and other technical features in the vehicle reserved power adjustment device are the same as the features disclosed in the method of the previous embodiment, which will not be elaborated here.

[0104] It should be understood that the various parts disclosed in the present 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 a suitable manner in any one or more embodiments or examples.

[0105] As mentioned above, the above are only specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed in the present application, and all should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

[0106] The present application also provides a storage medium, on which a vehicle reserved power adjustment program is stored. When the vehicle reserved power adjustment program is executed by a processor, the steps of the vehicle reserved power adjustment method described in any one of the above are implemented.

[0107] The storage medium provided by this application can be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or components, or any combination of the above. More specific examples of the storage medium may include, but are not limited to: electrical connections with one or more wires, portable computer 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 of the above. In this embodiment, the storage medium can be any tangible medium that contains or stores a program, and this program can be used by or in combination with an instruction execution system, device, or component. The program code contained on the storage medium can be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0108] The above storage medium can be included in the vehicle reserved power adjustment device; it can also exist independently without being assembled into the vehicle reserved power adjustment device.

[0109] The above computer-readable storage medium carries one or more programs. When the above one or more programs are executed by the vehicle reserved power adjustment device, the vehicle reserved power adjustment device is enabled to: obtain the power characteristic data during the engine startup process; evaluate the quality of the current startup process based on the power characteristic data to obtain a startup quality evaluation result; and adjust the reserved power of the engine according to the startup quality evaluation result.

[0110] Computer program code for performing the operations of this application can be written in one or more programming languages or combinations thereof. The above-mentioned programming languages include object-oriented programming languages such as Java, Smalltalk, C++, and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, executed as a stand-alone 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 can be connected to the user's computer through any kind of network, including a local area network (LAN: Local Area Network) or a wide area network (WAN: Wide Area Network), or it can be connected to an external computer (for example, by connecting through an Internet service provider using the Internet).

[0111] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a part of the code, and this module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than marked in the accompanying drawings. For example, two consecutively represented blocks can actually be executed substantially in parallel, and they can sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and the combination of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0112] The modules described in the embodiments of this application can be implemented in software or in hardware. Among them, the name of the module does not constitute a limitation to the unit itself in some cases.

[0113] The storage medium provided by this application is a computer-readable storage medium. The computer-readable storage medium stores computer-readable program instructions (i.e., computer programs) for performing the above-mentioned vehicle reserved power adjustment method, and can solve the technical problem of how to dynamically adjust the reserved towing power so that it can exactly meet the actual power requirements of the engine. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by this application are the same as those of the vehicle reserved power adjustment method provided by the above embodiments, and will not be elaborated here.

[0114] The above are only some embodiments of the present application, and thus do not limit the patent scope of the present application. Any equivalent structural transformation made under the technical concept of the present application by using the content of the specification and drawings of the present application, or any direct / indirect application in other related technical fields, is included in the patent protection scope of the present application.

Claims

1. A vehicle reserved power adjustment method, characterized in that: The vehicle reserved power adjustment method comprises: Obtaining dynamic characteristic data of the engine starting process; According to the power characteristic data, a quality assessment is performed on the current startup process to obtain a startup quality assessment result; The engine reserved power is adjusted according to the starting quality assessment result.

2. The vehicle reserved power adjustment method according to claim 1, characterized in that: The step of obtaining the dynamic characteristic data of the engine starting process includes: When a start command is received, start timing and record the real-time speed data of the engine; When the real-time speed of the engine is greater than or equal to a preset speed threshold, the timing is stopped and a timing result is obtained; Obtaining a speed time variation curve according to the real-time speed data and the timing result; The speed time variation curve and the timing result are used as the power characteristic data of the current engine starting process.

3. The vehicle reserved power adjustment method according to claim 1, characterized in that: The step of performing a quality assessment on the current startup process according to the power characteristic data to obtain a startup quality assessment result includes: Subtract the timing result from the preset startup time to obtain the startup time deviation; According to the speed time variation curve, the speed acceleration time variation curve is obtained; Determining the number of start-up stalls during the current engine start-up process according to the speed acceleration time variation curve and the start-up stall judgment threshold; A startup quality evaluation result is obtained according to the startup time deviation and the startup stall times.

4. The vehicle reserved power adjustment method according to claim 3, characterized in that: The step of determining the number of startup stalls during the current engine startup process according to the speed acceleration time variation curve and the startup stall judgment threshold comprises: According to the speed acceleration time variation curve, determining a time node when the speed acceleration is equal to the startup stall judgment threshold; According to the time node, determining the startup stall time stage; According to the start-up stall time stage, the start-up stall times of this engine start-up process are obtained.

5. The vehicle reserved power adjustment method according to claim 3, characterized in that: The obtaining of a startup quality assessment result according to the startup time deviation and the startup stall times includes: When the startup stall number is less than or equal to the preset stall number, and the startup time deviation is within the first deviation interval, determining that the startup quality assessment result is that the current reserved power is excessive; When the startup stall number is less than or equal to the preset stall number, and the startup duration deviation is within the second deviation interval, it is determined that the startup quality assessment result is that the current reserved power is sufficient; When the startup stall number is greater than the preset stall number and / or the startup duration deviation is within a third deviation interval, it is determined that the startup quality assessment result is insufficient current reserved power.

6. The vehicle reserved power adjustment method according to claim 1, characterized in that: The adjusting the engine reserved power according to the starting quality evaluation result includes: When the startup quality assessment result is that the current reserved power is excessive, the power reduction ratio is obtained according to the startup time deviation and the unit adjustment time; The reserved power of the engine is adjusted according to the power reduction ratio and the adjustment calibration amount.

7. The vehicle reserved power adjustment method according to claim 1, characterized in that: The adjusting the engine reserved power according to the starting quality evaluation result also includes: When the startup quality assessment result is that the current reserved power is insufficient, an initial increase ratio is obtained according to the startup duration deviation and the unit adjustment duration; The initial increase ratio is updated according to the number of startup stalls to obtain a power increase ratio; The reserved power of the engine is adjusted according to the power increase ratio and the adjustment calibration amount.

8. A vehicle reserved power adjustment device, characterized in that: The vehicle reserved power adjustment device comprises: A data acquisition module, used to obtain dynamic characteristic data of the engine starting process; A startup quality analysis module is used to perform a quality assessment on the startup process according to the power characteristic data to obtain a startup quality assessment result; The power adjustment module is used to adjust the engine reserved power according to the starting quality evaluation result.

9. A vehicle reserved power adjustment device, characterized in that: The vehicle reserved power adjustment device comprises: a memory, a processor and a vehicle reserved power adjustment program stored in the memory and executable on the processor, wherein the vehicle reserved power adjustment program is configured to implement the steps of the vehicle reserved power adjustment method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium stores a vehicle reserved power adjustment program, and when the vehicle reserved power adjustment program is executed by the processor, the steps of the vehicle reserved power adjustment method according to any one of claims 1 to 7 are implemented.

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