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

Abstract

The application discloses a vehicle reserved power adjustment method and device, equipment and a storage medium, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring power characteristic data of an engine starting process; performing quality evaluation on the current starting process according to the power characteristic data to obtain a starting quality evaluation result; and adjusting the reserved power of the engine according to the starting quality evaluation result. The application can perform quality evaluation on the current starting process by acquiring the power characteristic data of the engine starting process and analyzing and processing the power characteristic data, and then adaptively adjusts the reserved power according to the evaluation result, so that the reserved power can just meet the starting requirement, thereby improving the starting quality, and realizing effective utilization and saving of energy.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device, equipment and storage medium for adjusting reserved power in a vehicle. Background Technology

[0002] With the continuous development of the automotive industry, hybrid vehicles, as a new type of vehicle designed to improve fuel efficiency and reduce emissions, have gradually gained market attention. These vehicles combine traditional gasoline 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 in pure electric mode, it is necessary to rationally distribute the battery's discharge power to ensure a smooth starting process.

[0003] In past technical solutions, the reserved drive power was usually a fixed value obtained by looking up a table. However, this approach has certain drawbacks, namely, the potential for redundant control. Due to the differences in individual components, the reserved power may be too high, leading to energy waste and reduced efficiency. Conversely, if the reserved power is too low, it can cause problems such as engine stall during startup, prolonged startup time, or vibration and abnormal noise during startup, affecting the driving experience and vehicle performance.

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

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

[0006] To achieve the above objectives, this application provides a method for adjusting the reserved power of a vehicle, the method comprising the following steps:

[0007] Acquire power characteristic data during engine start-up;

[0008] Based on the aforementioned power characteristic data, a quality assessment of the startup process was conducted, and the startup quality assessment results were obtained.

[0009] Based on the startup quality assessment results, the engine reserve power is adjusted.

[0010] Optionally, acquiring the power characteristic data during the engine start-up process includes:

[0011] Upon receiving a start command, the timing is initiated and the real-time speed data of the engine is recorded;

[0012] When the real-time speed of the engine is greater than or equal to a preset speed threshold, the timing is stopped and the timing result is obtained;

[0013] Based on the real-time rotational speed data and the timing results, a rotational speed-time variation curve is obtained;

[0014] The speed-time variation curve and the timing results are used as the power characteristic data for this engine start-up process.

[0015] Optionally, the step of performing a quality assessment of the current startup process based on the power characteristic data to obtain a startup quality assessment result includes:

[0016] The difference between the timing result and the preset startup time is used to obtain the startup time deviation;

[0017] Based on the rotational speed over time curve, the rotational speed acceleration over time curve is obtained;

[0018] Based on the aforementioned speed acceleration time variation curve and the start-up stall judgment threshold, the number of start-up stalls during this engine start-up process is determined;

[0019] The startup quality assessment result is obtained based on the startup duration deviation and the number of startup stalls.

[0020] Optionally, determining the number of start-up stalls during the current engine start-up process based on the speed-acceleration-time variation curve and the start-up stall judgment threshold includes:

[0021] Based on the rotational speed acceleration time variation curve, determine the time point at which the rotational speed acceleration equals the start-up stall judgment threshold;

[0022] Based on the aforementioned time points, determine the initiation stall time phase;

[0023] Based on the aforementioned start-up stall time phase, the number of start-up stalls during this engine start-up process is obtained.

[0024] Optionally, obtaining the startup quality assessment result based on the startup duration deviation and the number of startup stalls includes:

[0025] 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, the startup quality assessment result is determined to be that the current reserved power is excessive.

[0026] 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, the startup quality assessment result is determined to be that the current reserved power is sufficient.

[0027] When the number of startup stalls exceeds the preset number of stalls and / or the startup duration deviation is within the third deviation range, the startup quality assessment result is determined to be insufficient reserved power.

[0028] Optionally, adjusting the engine reserve power based on the start-up quality assessment results includes:

[0029] When the startup quality assessment result indicates that the current reserved power is excessive, the power reduction ratio is obtained based on the startup duration deviation and the unit adjustment duration.

[0030] Based on the power reduction ratio and adjustment calibration value, the reserved power of the engine is adjusted.

[0031] Optionally, adjusting the engine reserve power based on the start-up quality assessment result further includes:

[0032] When the startup quality assessment result indicates that the current reserved power is insufficient, the initial adjustment ratio is obtained based on the startup duration deviation and the unit adjustment duration.

[0033] The initial up-adjustment ratio is updated based on the number of startup stalls to obtain the power up-adjustment ratio;

[0034] Based on the power increase ratio and adjustment calibration value, the reserved power of the engine is adjusted.

[0035] Furthermore, to achieve the above objectives, this application also provides a vehicle reserved power adjustment device, the vehicle reserved power adjustment device comprising:

[0036] The data acquisition module is used to acquire power characteristic data during the engine start-up process;

[0037] The startup quality analysis module is used to evaluate the quality of this startup process based on the power characteristic data and obtain the startup quality evaluation result.

[0038] The power adjustment module is used to adjust the engine's reserved power based on the start-up quality assessment results.

[0039] In addition, to achieve the above objectives, this application also provides a vehicle reserved power adjustment device, the device comprising: a memory, a processor, and a vehicle reserved power adjustment program stored in the memory and executable on the processor, the vehicle reserved power adjustment program being configured to implement the steps of the vehicle reserved power adjustment method as described above.

[0040] In addition, to achieve the above objectives, this application also provides a storage medium storing a vehicle reserved power adjustment program, which, when executed by a processor, implements the steps of the vehicle reserved power adjustment method as described above.

[0041] This application obtains power characteristic data of the engine start-up process; performs a quality assessment of the start-up process based on the power characteristic data to obtain a start-up quality assessment result; and adjusts the engine reserve power based on the start-up quality assessment result.

[0042] In summary, this application obtains power characteristic data of the engine starting process, analyzes and processes this power characteristic data, can evaluate the quality of the starting process, and then adaptively adjust the reserved power according to the evaluation results so that the reserved power can just meet the starting needs, thereby improving the starting quality while achieving efficient energy utilization and conservation. Attached Figure Description

[0043] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0044] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a flowchart illustrating the first embodiment of the vehicle reserved power adjustment method of this application;

[0046] Figure 2 This is a flowchart illustrating the second embodiment of the vehicle reserved power adjustment method of this application;

[0047] Figure 3 This is a flowchart illustrating the third embodiment of the vehicle reserved power adjustment method of this application;

[0048] Figure 4 This is a flowchart illustrating the fourth embodiment of the vehicle reserved power adjustment method of this application;

[0049] Figure 5 A schematic diagram of the functional modules for reserving a power adjustment device for the vehicle in this application;

[0050] Figure 6 This is a schematic diagram of the structure of the terminal device in the hardware operating environment involved in the embodiments of this application.

[0051] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0052] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0053] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0054] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as a vehicle reserved power adjustment device. The following description uses a vehicle reserved power adjustment device as an example to illustrate this embodiment and the subsequent embodiments.

[0055] This application provides a method for adjusting vehicle reserved power, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of this application.

[0056] In this embodiment, the vehicle reserved power adjustment method includes:

[0057] Step S10: Obtain power characteristic data during engine start-up.

[0058] It's important to note that in hybrid vehicles, which combine both gasoline and electric power outputs, electric power is generally used first to propel the car forward. The engine is only activated when the electric power output is insufficient or when additional power is needed. During startup, the engine must overcome inertia, resistance, and energy losses inherent in the starting system. Insufficient power reserve may prevent meeting these additional energy demands, leading to startup failure or instability. To avoid this instability, a relatively large power reserve is typically set. While this prevents insufficient power reserve, excessive reserve power can cause another problem. Since the total power output of the battery is limited, more reserved power means less power is available to drive the vehicle, resulting in insufficient driving force. Therefore, a balance must be struck when setting the power reserve. Furthermore, it's crucial to understand that the power required to start the engine during normal driving is affected by environmental factors and component quality. For example, different temperatures, humidity levels, and varying degrees of wear on components will all affect the actual starting power required.

[0059] Understandably, the actual required reserve power can be adaptively adjusted based on the power parameters of several adjacent start-up processes. For example, if the start-up process takes too long or there are multiple instances of power stalling, it indicates that the currently set reserve power is too low and needs to be increased. Conversely, if the start-up process is short, much shorter than the preset start-up time for a normal start-up process, and there is no power stalling, it indicates that the reserve power is too high and can be allocated to power output. Through this periodic adjustment, the reserve power can follow the actual power demand, achieving the effect of just meeting the demand without creating redundancy.

[0060] It should be understood that power characteristic data refers to data that reflects the difference between the reserved power and the actual power required during the vehicle's starting process. For example, the starting time of the entire starting process. Since the total time of the engine starting process has a certain standard, it varies depending on the vehicle model and specific circumstances, but it should usually be completed within a few seconds. Generally speaking, the starting process includes steps such as starting mechanical components, ignition, fuel injection, and the engine reaching normal operating speed. The total time of these steps can be between 3 and 5 seconds. If it is shorter than this time, it means that the reserved power of the current starting process is more than the actual need, and vice versa. On the other hand, the engine's speed and acceleration performance can also indicate the difference between the reserved power and the actual power required. During a normal engine start-up process, the engine speed theoretically increases evenly, and the acceleration remains constant. When the acceleration fluctuates greatly or jumps, it indicates that the acceleration process is unstable, or that start-up stall has occurred. This situation means that the reserved power during the current start-up process is less than the actual requirement. As can be seen from the above examples, by analyzing and processing data that reflects the difference between the reserved power and the actual power required, we can determine the relationship between the reserved power and the actual engine start-up power demand. Based on the analysis results, the value of the reserved power can be adjusted adaptively.

[0061] Step S20: Based on the power characteristic data, perform a quality assessment on the current startup process to obtain the startup quality assessment result.

[0062] It should be noted that, taking the startup time of the above power characteristic data as an example, if the total startup time of this startup process is greater than the preset standard startup time, it means that the current reserved power is insufficient, and the greater the difference between the two, the more reserved power needs to be increased in the future. Conversely, if the total startup time is less than the preset standard startup time, it means that the current reserved power is excessive. In this comparison, since the startup time is exactly equal to the preset standard time, it is generally considered that the reserved power corresponding to the total startup time within a range near the standard time is considered to simultaneously take into account the two objectives of actual power demand and avoiding redundancy.

[0063] Understandably, if we use engine speed during startup as the power characteristic data, we can make the following judgments: if the engine speed-time curve shows a stable upward trend on the graph, it indicates a smooth startup process without power stalling. If the engine speed-time curve shows significant fluctuations on the graph, it reflects a power stalling situation during vehicle startup. It's important to note that startup stalling, also known as power dips, refers to a phenomenon that occurs during startup: a brief period after starting the engine, a decrease in engine speed, unstable engine output power, or even a sudden loss of power. This phenomenon typically occurs during vehicle startup, especially when the engine is first started or when switching to internal combustion engine mode.

[0064] It should be understood that when there is no power stall, the engine can generally reach the predetermined speed within the predetermined time. Conversely, when power stall occurs, the engine is very likely to fail to reach the predetermined speed within the predetermined time. The more times power stall occurs, the more insufficient the reserved power is. Based on the above judgment, the difference between the reserved power and the current actual power demand can be quantified. Based on this quantified data, a preliminary quality assessment of the current start-up process can be made.

[0065] Step S30: Adjust the engine reserve power according to the start-up quality assessment results.

[0066] It should be noted that, since the quality judgment results are initiated in the aforementioned steps, the reserved power can be adjusted accordingly. For example, if the judgment result is that the reserved power is less than the actual required power, the reserved power needs to be increased. The specific amount of the increase can be controlled based on the difference between the reserved power and the actual required power. Theoretically, the larger the difference, the larger the increase. The same operation applies when the reserved power is greater than the actual required power.

[0067] Understandably, an upper and lower limit for the reserved power will be set before the specific adjustment process. Once these limits are reached, no further adjustments will be made to prevent the reserved power from being learned to be extremely high or low due to objective reasons, thus serving a protective function.

[0068] This embodiment provides a method for adjusting the reserved power of a vehicle. First, the power characteristic data of the engine starting process is obtained; based on the power characteristic data, the quality of the starting process is evaluated to obtain the starting quality evaluation result; and based on the starting quality evaluation result, the reserved power of the engine is adjusted.

[0069] In summary, this application obtains power characteristic data of the engine starting process, analyzes and processes this power characteristic data, can evaluate the quality of the starting process, and then adaptively adjust the reserved power according to the evaluation results so that the reserved power can just meet the starting needs, thereby improving the starting quality while achieving efficient energy utilization and conservation.

[0070] Reference Figure 2 , Figure 2 This is a flowchart illustrating the second embodiment of the vehicle reserved power adjustment method of this application. Based on the first embodiment described above, a second embodiment of the vehicle reserved power adjustment method of this application is proposed.

[0071] In this embodiment, step S10 includes:

[0072] Step S101: Upon receiving the start command, start the timer and record the real-time speed data of the engine.

[0073] It should be noted that the start command here refers to the command to start the engine in a hybrid vehicle or to switch from electric drive to fuel engine drive. Since only hybrid vehicles reserve power to tow the engine when necessary, the start command here does not refer to all vehicle start commands.

[0074] Understandably, recording the engine's real-time RPM data after starting the timer serves two purposes: firstly, to obtain the total time required from engine start-up to completion; and secondly, to statistically analyze the engine RPM at each moment during the start-up process. These two data points can then be used as the basis for judging the quality of the subsequent start-up phase.

[0075] Step S102: When the real-time speed of the engine is greater than or equal to the preset speed threshold, stop the timing and obtain the timing result.

[0076] It should be noted that the preset speed threshold refers to a specific speed value used to determine whether the engine has reached a sufficient operating speed. When the real-time speed reaches this value, the starting process can be considered complete. For example, if the preset speed threshold is set to 800 rpm, the timer will stop when the speed is greater than or equal to 800 rpm.

[0077] Understandably, the selection of preset speed thresholds is usually based on the actual needs and requirements of engine performance and the starting process. Different application scenarios have different requirements for engine starting speed and stability. For example, in some high-performance applications, a faster starting speed may be required, so the preset speed threshold may be adjusted to a higher value accordingly. Different usage environments will also lead to different preset speed thresholds. For example, in extremely cold or high-altitude environments, the engine may require a longer starting time or a higher speed to operate normally, so the preset speed threshold will also be adjusted to a higher value accordingly.

[0078] Step S103: Based on the real-time rotational speed data and the timing results, obtain the rotational speed-time variation curve.

[0079] It should be noted that the engine speed-time variation curve is a graph or curve plotted based on real-time engine speed data recorded during engine startup and the time recorded by timing. This curve reflects the change of engine speed over time during startup and can be used to analyze the power characteristics and performance of the startup process.

[0080] Understandably, plotting engine speed over time provides a visual understanding of the engine speed trend during startup, as well as the duration and stability of the startup process. This helps identify potential problems or areas for improvement during startup and provides a reference for further optimization.

[0081] Step S104: Use the speed-time change curve and the timing result as the power characteristic data of this engine start-up process.

[0082] It should be noted that using the speed-time variation curve and timing results as the power characteristic data for this engine start-up process means that these data will serve as important criteria for evaluating engine start-up performance and power characteristics. This data can be used to compare engine performance under different start-up conditions, assess stability and efficiency during the start-up process, and provide a reference for subsequent improvements and optimizations.

[0083] Understandably, power characteristic data includes the engine's speed changes and total startup time during the start-up process. This data reflects the engine's power output and performance during startup. By analyzing and comparing this data, problems or areas for improvement during engine startup can be identified, guiding subsequent optimization efforts.

[0084] In this embodiment, upon receiving a start command, a timer is started and the real-time engine speed data is recorded; when the real-time engine speed is greater than or equal to a preset speed threshold, the timer is stopped and a timing result is obtained; based on the real-time speed data and the timing result, a speed-time variation curve is obtained; the speed-time variation curve and the timing result are used as the power characteristic data of this engine start-up process.

[0085] In summary, by recording detailed start-up process data and comparing it with preset speed thresholds, this application can more accurately evaluate engine start-up performance, enhance the completeness of start-up process data, achieve more targeted start-up process analysis, and provide effective guidance for improving the engine start-up process.

[0086] Reference Figure 3 , Figure 3 This is a flowchart illustrating the third embodiment of the vehicle reserved power adjustment method of this application. Based on the first embodiment described above, a third embodiment of the vehicle reserved power adjustment method of this application is proposed.

[0087] In this embodiment, step S20 includes:

[0088] Step S201: Subtract the timing result from the preset startup time to obtain the startup time deviation.

[0089] It should be noted that the preset start-up time refers to a maximum expected time period set during the start-up process. This is the maximum time expected to take for the engine to reach the preset speed threshold after the start-up command is issued. This time can be dynamically adjusted based on specific application scenarios, engine design requirements, and start-up performance needs. If the timing result during the start-up phase exceeds the preset start-up time, it may indicate a problem in the start-up process or poor engine performance, requiring further inspection and optimization.

[0090] Understandably, subtracting the timing result from the preset start-up time will yield a positive or negative value. A positive value indicates that the actual start-up time exceeds the expected maximum time period, suggesting that the current reserved power may cause start-up problems or poor engine performance, requiring further inspection and diagnosis. A negative value indicates that the actual start-up time is shorter than the expected maximum time period, which may indicate that the engine start-up process is efficient and reaches the preset speed threshold faster than expected.

[0091] Step S202: Obtain the speed acceleration time variation curve based on the speed-time variation curve.

[0092] It should be noted that, based on the speed-time variation curve, for each time point, the rate of change of speed, i.e., the derivative of speed, can be calculated to obtain the speed acceleration at each time point. The curve of speed acceleration changing with time can be obtained by plotting the calculation results.

[0093] Understandably, engine speed acceleration determines how quickly a vehicle accelerates. If engine speed acceleration increases significantly in a short period, the acceleration will be very strong. However, if the acceleration is smooth during engine speed acceleration, it indicates a good balance between the engine's output power and the vehicle's load and demands. In this case, the reserved power can provide sufficient power to keep the engine running without causing over- or under-powering.

[0094] Step S203: Based on the speed acceleration time change curve and the start-up stall judgment threshold, determine the number of start-up stalls during this engine start-up process.

[0095] It's important to note that ideally, acceleration should be maintained around a certain value during startup to provide a stable driving experience. If acceleration fluctuates wildly, it indicates uneven engine power, which can lead to startup stall. Startup stall typically refers to a vehicle's inability to accelerate smoothly during startup. It commonly occurs when engine output is insufficient or there is a transmission system malfunction. When startup stall happens, the vehicle's acceleration may approach or reach zero. In this situation, the engine may be running, but the output power is insufficient to start or accelerate the vehicle normally.

[0096] It is understandable that since the engine is still running when it stalls during startup, but its acceleration may be very low or even close to zero, a startup stall judgment threshold can be set. When the engine speed and acceleration are lower than this threshold, it indicates that a startup stall has occurred. By recording the number of times the engine speed and acceleration drop below the startup stall judgment threshold during the entire startup process, the number of startup stalls in this engine startup process can be obtained.

[0097] Furthermore, based on the speed acceleration time variation curve, the time node when the speed acceleration equals the start-up stall judgment threshold is determined; based on the time node, the start-up stall time stage is determined; based on the start-up stall time stage, the number of start-up stalls in this engine start-up process is obtained.

[0098] It should be noted that since the entire startup process only lasts a few seconds, this time span is very short. The accuracy of the data collected by the sensor is limited, which may lead to errors that are perceived as large fluctuations in speed acceleration. For example, if a data loss occurs during the speed sensor's data collection process, the speed acceleration data calculated from two adjacent speed data points will be discontinuous and uneven on the acceleration curve. However, no stalling phenomenon occurred during the actual startup process. Therefore, this part of the interfering data needs to be removed. That is, when the time span between two adjacent speed acceleration points equaling the startup stall judgment threshold is very small, it can be considered as noise data rather than actual power stall.

[0099] Understandably, by determining the time point at which the engine speed acceleration equals the threshold for starting stall, the suspected starting stall time phase can be identified. Based on the actual time span of these phases, noise data can be eliminated. After elimination, the number of starting stalls during this engine start-up process can be determined based on the time phase in which starting stall occurs.

[0100] It should be understood that when there is no time point at which the engine speed acceleration equals the starting stall judgment threshold, it means that the engine speed is rising steadily, that is, the number of starting stalls is zero, and the reserved power at this time can meet the needs of towing the engine.

[0101] Step S204: Obtain the startup quality assessment result based on the startup duration deviation and the number of startup stalls.

[0102] It is understandable that a positive deviation in start-up time and a high number of start-up stalls may indicate poor start-up quality, while a negative start-up time and fewer stalls may indicate good start-up quality. Furthermore, if there is no start-up stall and the result is significantly less than the preset start-up time, it indicates that the current reserved power redundancy can be allocated to power output.

[0103] Furthermore, 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, the startup quality assessment result is determined to be that the current reserved power is excessive.

[0104] 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, the startup quality assessment result is determined to be that the current reserved power is sufficient.

[0105] When the number of startup stalls exceeds the preset number of stalls and / or the startup duration deviation is within the third deviation range, the startup quality assessment result is determined to be insufficient reserved power.

[0106] It should be noted that, due to objective circumstances, a very small number of start-up stalls may be allowed during the start-up phase. In practical applications, start-up stalls are sometimes unavoidable, especially under specific environmental or conditions, such as extreme weather or equipment aging, which may lead to slight stalling during engine startup. Therefore, to more reasonably assess start-up quality, a certain tolerance level can be set based on actual conditions. The preset number of stalls here is set to allow for a very small number of start-up stalls during the start-up phase for this purpose. However, the specific numerical setting still needs to be kept within an acceptable range to ensure normal engine operation and performance.

[0107] It is understandable that the start-up time deviation is the difference between the timing result and the preset start-up time. Therefore, when the timing result is significantly less than the preset start-up time, it indicates that the reserved power may be excessive. For example, if the preset start-up time is 5 seconds, but the actual timing result during the start-up phase is 3 seconds, the start-up time deviation is -2 seconds. Generally, when the reserved power is sufficient and not excessive, the actual start-up time should fluctuate by 0.5 seconds above or below the preset start-up time. Using the example above, a start-up time deviation of -2 seconds clearly indicates that the current reserved power is excessive. Therefore, the time when the start-up time deviation is less than -0.5 seconds can be defined as the first deviation interval. When the start-up time deviation is within the second deviation interval, and the number of start-up stalls is less than a certain value, the deviation is considered to be within the second deviation interval. If the number of stalls reaches the preset number, it can be determined that the current reserved power is excessive and needs to be reduced. Based on this, the range of -0.5 to 0.5 seconds of startup time deviation can be defined as the second deviation range. When the startup time deviation is within the second deviation range and the number of startup 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 needed. Similarly, the range of startup time deviation greater than 0.5 seconds is defined as the third deviation range. When the startup time deviation is within the third deviation range, the startup time is relatively long, and there is a possibility of insufficient reserved power. In addition, even if the startup time deviation is not within the third deviation range, if the number of startup stalls is greater than the preset number of stalls, it also means that the current reserved power is insufficient.

[0108] It should be understood that by using the data on the number of stalls and the start-up duration, the quality of the start-up process can be assessed, and the start-up quality assessment results can be obtained. Then, by assessing the start-up quality, the impact of the current reserved power on the engine start-up process can be clearly determined, thereby determining the method and extent of subsequent adjustments to the reserved power.

[0109] In this embodiment, the starting time deviation is obtained by subtracting the timing result from the preset starting time; the speed acceleration time change curve is obtained based on the speed-time change curve; the number of starting stalls during the current engine starting process is determined based on the speed acceleration time change curve and the starting stall judgment threshold; the starting quality assessment result is obtained based on the starting time deviation and the number of starting stalls, specifically including: when the number of starting stalls is less than or equal to the preset stall number and the starting time deviation is within the first deviation interval, the starting quality assessment result is determined to be that the current reserved power is excessive; when the number of starting stalls is less than or equal to the preset stall number and the starting time deviation is within the second deviation interval, the starting quality assessment result is determined to be that the current reserved power is sufficient; when the number of starting stalls is greater than the preset stall number and / or the starting time deviation is within the third deviation interval, the starting quality assessment result is determined to be that the current reserved power is insufficient.

[0110] In summary, by monitoring the number of start-up stalls and the deviation in start-up duration during the start-up process, a comprehensive assessment of engine start-up quality can be conducted. Based on the assessment results, the direction and extent of reserved power adjustment can be determined to optimize the performance and efficiency of the engine start-up process. This method can accurately assess start-up quality, precisely adjust reserved power, improve engine performance and efficiency, and achieve optimal power output distribution.

[0111] Reference Figure 4 , Figure 4 This is a flowchart illustrating the fourth embodiment of the vehicle reserved power adjustment method of this application. Based on the first embodiment described above, a fourth embodiment of the vehicle reserved power adjustment method of this application is proposed.

[0112] In this embodiment, step S30 includes:

[0113] Step S301: When the startup quality assessment result indicates that the current reserved power is insufficient, the initial adjustment ratio is obtained based on the startup duration deviation and the unit adjustment duration.

[0114] It should be noted that since the reserved power value is adjusted every time the system starts up, this embodiment uses fixed integer multiples of the reserved power value for adjustment to reduce data processing time. This reduces the workload of complex algorithm design and parameter tuning. During startup, due to the short time frame and the requirement for fast response, a simple adjustment calibration value is more suitable. The adjustment calibration value can be set based on system experience and actual needs. For example, assuming the adjustment calibration value is 0.25 kW, the reserved power value, whether increased or decreased, can be an integer multiple of 0.25 kW. The specific adjustment ratio needs to be determined based on the startup time deviation and the number of startup stalls.

[0115] Understandably, when the reserved power is insufficient, the startup time deviation is positive, and the larger the value, the less reserved power is, thus requiring a larger power adjustment. For example, if the standard startup time is 5 seconds and the actual startup time is 7.5 seconds, the startup time deviation is 2.5 seconds. If the unit adjustment time is set to 1.5 seconds, then for every 1.5 seconds increase in the startup time deviation, the corresponding deviation power is increased by one adjustment caliber. In this example, the startup time deviation is 2.5 seconds, which does not meet the requirement of two unit adjustment times, so the reserved power is only increased by one adjustment caliber. This adjustment is a step-by-step adjustment.

[0116] It should be understood that this stage is for the initial determination of the increased multiplier, but in reality, due to the number of times the engine stalls during startup, the increased multiplier can be further adjusted adaptively.

[0117] Step S302: Update the initial up-adjustment ratio based on the number of startup stalls to obtain the power up-adjustment ratio.

[0118] It should be noted that an increase in the number of start-up stalls indicates significant instability during engine startup, requiring a further increase in reserve power to ensure a smooth start. Therefore, the initial power adjustment factor can be adjusted to a positive correlation with the number of stalls, based on the degree of increase in the number of start-up stalls. For example, when the number of stalls is high, a larger increase in reserve power is needed, and thus the power adjustment factor should be increased accordingly.

[0119] Step S303: Adjust the reserved power of the engine according to the power increase ratio and adjustment calibration value.

[0120] It should be noted that by multiplying the power increase factor by the adjustment scale, 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 power output during engine startup.

[0121] Furthermore, when the start-up quality assessment result indicates that the current reserved power is excessive, the power reduction ratio is obtained based on the start-up time deviation and the unit adjustment time; and the power reduction ratio and the adjustment calibration quantity are used to complete the adjustment of the engine's reserved power.

[0122] It should be noted that when the startup quality assessment result indicates that the current reserved power is excessive, the actual power reduction ratio is simpler than the upward adjustment process. Since the premise of power reduction is that 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, the process of obtaining the power reduction ratio only needs to consider the startup duration deviation. The specific numerical adjustment process is similar to the upward adjustment process, which also uses an integer multiple of the adjustment calibrated quantity to reduce the reserved power.

[0123] In this embodiment, when the start-up quality assessment result indicates insufficient current reserved power, an initial upward adjustment ratio is obtained based on the start-up duration deviation and unit adjustment duration; the initial upward adjustment ratio is updated based on the number of start-up stalls to obtain a power upward adjustment ratio; the engine reserved power is adjusted based on the power upward adjustment ratio and the adjustment calibrator; when the start-up quality assessment result indicates excessive current reserved power, a power downward adjustment ratio is obtained based on the start-up duration deviation and unit adjustment duration; the engine reserved power is adjusted based on the power downward adjustment ratio and the adjustment calibrator.

[0124] In summary, this application precisely adjusts the reserved power by considering the start-up time deviation and the number of stalls, avoiding over- or under-power situations. By using fixed integer multiples for power adjustment, the practicality and operability of the system are improved, while reducing the complexity and workload of the adjustment process.

[0125] Reference Figure 5 This application also provides a vehicle reserved power adjustment device, the vehicle reserved power adjustment device comprising:

[0126] The data acquisition module 10 is used to acquire power characteristic data during the engine start-up process;

[0127] The startup quality analysis module 20 is used to perform a quality assessment of the startup process based on the power characteristic data, and obtain the startup quality assessment result.

[0128] The power adjustment module 30 is used to adjust the reserved power of the engine based on the start-up quality assessment results.

[0129] In one embodiment, the data acquisition module 10 is further configured to start timing and record the real-time speed data of the engine when a start command is received; stop timing and obtain timing results when the real-time speed of the engine is greater than or equal to a preset speed threshold; obtain a speed-time change curve based on the real-time speed data and the timing results; and use the speed-time change curve and the timing results as the power characteristic data of this engine start process.

[0130] In one embodiment, the start-up quality analysis module 20 is further configured to: subtract the timing result from the preset start-up duration to obtain the start-up duration deviation; obtain the speed acceleration time variation curve based on the speed-time variation curve; determine the number of start-up stalls during the current engine start-up process based on the speed acceleration time variation curve and the start-up stall judgment threshold; and obtain the start-up quality evaluation result based on the start-up duration deviation and the number of start-up stalls.

[0131] In one embodiment, the start-up quality analysis module 20 is further configured to determine the time node when the speed acceleration is equal to the start-up stall judgment threshold based on the speed acceleration time change curve; determine the start-up stall time stage based on the time node; and obtain the number of start-up stalls in this engine start-up process based on the start-up stall time stage.

[0132] In one embodiment, the startup quality analysis module 20 is further configured to: determine that the current reserved power is excessive when the number of startup stalls is less than or equal to a preset number of stalls and the startup duration deviation is within a first deviation interval; determine that the current reserved power is sufficient when the number of startup stalls is less than or equal to a preset number of stalls and the startup duration deviation is within a second deviation interval; and determine that the current reserved power is insufficient when the number of startup stalls is greater than a preset number of stalls and / or the startup duration deviation is within a third deviation interval.

[0133] In one embodiment, the power adjustment module 30 is further configured to, when the start-up quality assessment result indicates that the current reserved power is excessive, obtain a power reduction ratio based on the start-up duration deviation and the unit adjustment duration; and complete the adjustment of the engine's reserved power based on the power reduction ratio and the adjustment calibration quantity.

[0134] In one embodiment, the power adjustment module 30 is further configured to, when the start-up quality assessment result indicates that the current reserved power is insufficient, obtain an initial upward adjustment ratio based on the start-up duration deviation and the unit adjustment duration; update the initial upward adjustment ratio based on the number of start-up stalls to obtain a power upward adjustment ratio; and complete the adjustment of the engine reserved power based on the power upward adjustment ratio and the adjustment calibration quantity.

[0135] The vehicle reserved power adjustment device provided in this application, employing the vehicle reserved power adjustment method in the above embodiments, can solve the technical problem of how to dynamically adjust the reserved towing power to precisely meet the actual power needs of the engine. Compared with the prior art, the beneficial effects of the vehicle reserved power adjustment device provided in this application are the same as those of the vehicle reserved power adjustment method provided in the above embodiments, and other technical features in the vehicle reserved power adjustment device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0136] This application also provides a vehicle reserved power adjustment device, the device 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, the instructions being executed by the at least one processor to enable the at least one processor to perform the vehicle reserved power adjustment method in the first embodiment described above.

[0137] The following is for reference. Figure 6 The diagram illustrates a structural schematic suitable for implementing the vehicle reserved power adjustment device in the embodiments of this application. The vehicle reserved power adjustment device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The vehicle reserved power adjustment device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0138] like Figure 6As shown, the vehicle reserved power adjustment device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. The communication device 1009 allows the vehicle reserved power adjustment device to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows vehicle reserved power adjustment devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0139] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0140] The vehicle reserved power adjustment device provided in this application, employing the vehicle reserved power adjustment method in the above embodiments, can solve the technical problem in the art of how to dynamically adjust the reserved towing power so that it can precisely meet the actual power needs of the engine. Compared with the prior art, the beneficial effects of the vehicle reserved power adjustment device provided in this application are the same as those of the vehicle reserved power adjustment method provided in the above embodiments, and other technical features in this vehicle reserved power adjustment device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0141] It should be understood that the various parts disclosed in this application can be implemented using 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 suitable manner in one or more embodiments or examples.

[0142] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0143] This application also provides a storage medium storing a vehicle reserved power adjustment program, which, when executed by a processor, implements the steps of the vehicle reserved power adjustment method described above.

[0144] The storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of storage media 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 thereof. In this embodiment, the storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0145] The aforementioned storage medium may be included in the vehicle reserved power adjustment device; or it may exist independently and not be installed in the vehicle reserved power adjustment device.

[0146] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the vehicle reserved power adjustment device, cause the vehicle reserved power adjustment device to: acquire power characteristic data of the engine starting process; perform a quality assessment of the starting process based on the power characteristic data to obtain a starting quality assessment result; and adjust the engine reserved power based on the starting quality assessment result.

[0147] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and 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, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0148] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0149] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0150] The storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle reserved power adjustment method. This solves the technical problem of how to dynamically adjust the reserved towing power to precisely meet the actual power requirements of the engine. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle reserved power adjustment method provided in the above embodiments, and will not be repeated here.

[0151] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A vehicle power reservation adjustment method, characterized by, The vehicle reserved power adjustment method comprises: When receiving a starting instruction, start timing and record 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, stop timing and obtain a timing result; According to the real-time speed data and the timing result, obtain a speed-time change curve; Take the speed-time change curve and the timing result as power characteristics data of the current engine starting process; Determine a starting stall number in the current engine starting process according to the speed-time change curve and a starting stall judgment threshold; According to the starting time deviation and the starting stall number, obtain a starting quality evaluation result; According to the starting quality evaluation result, adjust the engine reserved power. The method comprises: According to the speed-time change curve, determine a time node at which the speed acceleration is equal to the starting stall judgment threshold; 2. The vehicle reserve power adjustment method of claim 1, wherein, According to the time node, determine a starting stall time stage; According to the starting stall time stage, obtain the starting stall number in the current engine starting process. The method comprises: When the starting stall number is less than or equal to a preset stall number, and the starting time deviation is within a first deviation interval, determine that the starting quality evaluation result is that the current reserved power is excessive; 3. The vehicle reserve power adjustment method of claim 1, wherein, When the starting stall number is less than or equal to a preset stall number, and the starting time deviation is within a second deviation interval, determine that the starting quality evaluation result is that the current reserved power is sufficient; When the starting stall number is greater than a preset stall number and / or the starting time deviation is within a third deviation interval, determine that the starting quality evaluation result is that the current reserved power is insufficient. The method comprises: When the starting quality evaluation result is that the current reserved power is excessive, obtain a power down rate according to the starting time deviation and a unit adjustment time; 4. The vehicle reserve power adjustment method of claim 1, wherein, According to the power down rate and an adjustment calibration quantity, complete the adjustment of the engine reserved power. The method further comprises: When the starting quality evaluation result is that the current reserved power is insufficient, obtain an initial up rate according to the starting time deviation and a unit adjustment time; 5. The vehicle reserve power adjustment method of claim 1, wherein, According to the starting stall number, update the initial up rate to obtain a power up rate; According to the power up rate and an adjustment calibration quantity, complete the adjustment of the engine reserved power. The vehicle reserved power adjustment device comprises: ​ 6. A vehicle power reservation adjustment apparatus characterized by comprising: ​ The data acquisition module is configured to start timing and record real-time rotating speed data of the engine when receiving a starting instruction; stop timing and obtain a timing result when the real-time rotating speed of the engine is greater than or equal to a preset rotating speed threshold; obtain a rotating speed-time variation curve according to the real-time rotating speed data and the timing result; and take the rotating speed-time variation curve and the timing result as dynamic characteristic data of the engine starting process. The starting quality analysis module is configured to obtain a starting time length deviation by subtracting a preset starting time length from the timing result; and obtain a rotating speed acceleration-time variation curve according to the rotating speed-time variation curve. The starting stall number in the engine starting process is determined according to the rotating speed acceleration-time variation curve and a starting stall judgment threshold; and a starting quality evaluation result is obtained according to the starting time length deviation and the starting stall number. The power adjustment module is configured to adjust the engine reserved power according to the starting quality evaluation result.

7. A vehicle power reservation adjustment apparatus characterized by comprising: The vehicle reserved power adjustment device comprises 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 according to any one of claims 1 to 5.

8. A storage medium, characterized by The storage medium stores a vehicle reserved power adjustment program, and the vehicle reserved power adjustment program is executed by the processor to implement the steps of the vehicle reserved power adjustment method according to any one of claims 1 to 5.

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