Vehicle engine oil pressure fault processing method and related equipment

Abstract

The invention discloses a vehicle engine oil pressure fault processing method and related equipment, and relates to the technical field of vehicles. The method comprises the steps that an engine oil pressure signal of an engine of a target vehicle is obtained; if the engine oil pressure signal triggers an over-low engine oil pressure alarm condition, an adjusting signal for executing a preset angle is sent to a variable valve timing system of the target vehicle, and the actual angle, responding to the adjusting signal, of the variable valve timing system is obtained; determining an engine oil supply state of the engine based on the actual angle; and based on the engine oil supply state, an engine control strategy corresponding to the engine oil supply state is executed. The authenticity of the engine oil pressure alarm is verified through the angle response of the variable valve timing system, the matched engine control strategy is executed accordingly, misjudgment can be avoided, the protection accuracy is improved, and the safety and reliability of the vehicle are enhanced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a method and related equipment for handling vehicle oil pressure failures. Background Technology

[0002] With the rapid development of new energy vehicles and hybrid technology, the engine lubrication system, as a key component ensuring the stable operation of the powertrain, has become increasingly important in terms of fault detection and protection strategies. Especially under complex operating conditions, frequent start-stop cycles, and power source switching, the perception and judgment of engine oil pressure directly affects the engine lubrication status and the overall vehicle operating safety. However, engine oil pressure signals are easily affected by factors such as sensor accuracy, wiring harness contact conditions, and electrical interference, making it difficult to guarantee the accuracy of oil pressure fault detection. This makes oil pressure fault diagnosis one of the key problems that urgently needs to be solved in the field of vehicle control.

[0003] In related technologies, monitoring engine oil pressure typically relies on the real-time output of an oil pressure sensor and uses a fixed threshold for judgment. Once the pressure value output by the sensor falls below the preset threshold, the control system triggers a low oil pressure alarm and generally adopts a rapid shutdown protection strategy. However, this method heavily depends on a single pressure signal, and its judgment result is easily affected by factors such as sensor distortion, short circuits, and poor contact. Especially when a sensor malfunction causes a "false low pressure," existing methods cannot effectively distinguish between a genuine oil shortage and a false fault, which may force the engine to shut down even when lubrication is normal, affecting the vehicle's driving capability. In other words, related technologies have the technical problem of the engine being mistakenly shut down under non-genuine oil shortage conditions or failing to be controlled in a timely manner under genuine oil shortage conditions, thereby reducing the reliability of vehicle operation. Summary of the Invention

[0004] The summary section of this application introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. The summary section of this application is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0005] The vehicle oil pressure fault handling method and related equipment provided in this application can verify the authenticity of the oil pressure alarm by using the angle response of the variable valve timing system, and execute a matching engine control strategy accordingly. This can avoid misjudgment, improve protection accuracy, and enhance vehicle safety and reliability.

[0006] In a first aspect, this application provides a method for handling engine oil pressure faults in a vehicle, applied to a target vehicle, comprising: acquiring an engine oil pressure signal of the target vehicle's engine; if the engine oil pressure signal triggers a low engine oil pressure alarm condition, sending an adjustment signal to the variable valve timing system of the target vehicle to execute a preset angle, and acquiring the actual angle of the variable valve timing system responding to the adjustment signal; determining the engine oil supply state based on the actual angle; and executing an engine control strategy corresponding to the engine oil supply state based on the engine oil supply state.

[0007] In some implementations, the step of executing an engine control strategy corresponding to the oil supply state based on the oil supply state includes: if the oil supply state is in a low-oil state, controlling the engine to perform a shutdown operation; if the oil supply state is not in a low-oil state, controlling the engine to perform a preset limp-out strategy.

[0008] In some implementations, determining the engine oil supply status based on the actual angle includes: obtaining an angle deviation value between the actual angle and the preset angle; if the angle deviation value is greater than the preset angle threshold, then determining the engine oil supply status as the oil shortage state; if the angle deviation value is less than or equal to the preset angle threshold, then determining the engine oil supply status as the non-oil shortage state.

[0009] In some embodiments, controlling the engine to execute a preset limp-off strategy includes: acquiring the engine's coolant temperature parameters; determining a target solenoid valve duty cycle corresponding to the coolant temperature parameters based on a first mapping relationship, wherein the first mapping relationship includes a mapping relationship between engine coolant temperature and a preset solenoid valve duty cycle; determining a target engine speed limit corresponding to the coolant temperature parameters based on a second mapping relationship, wherein the first mapping relationship includes a mapping relationship between engine coolant temperature and a preset engine speed limit; controlling the oil pump solenoid valve of the target vehicle to operate at the target solenoid valve duty cycle, and controlling the engine's operating speed to not exceed the target engine speed limit.

[0010] In some implementations, controlling the engine to execute a preset limp-off strategy includes: switching the engine's start-up threshold from a first state of charge to a second state of charge, wherein the second state of charge is greater than the first state of charge; if the target vehicle's current state of charge is less than the second state of charge, then controlling the engine to start and run at a preset power.

[0011] In some implementations, controlling the engine to execute a preset limp-out strategy includes: generating preset warning information for the engine lubrication system of the target vehicle; triggering the dashboard malfunction indicator light of the target vehicle based on the preset warning information; and controlling the human-machine interaction system of the target vehicle to output text and voice reminders.

[0012] In some embodiments, the vehicle oil pressure fault handling method further includes: if the pressure value indicated by the oil pressure signal is lower than a preset pressure threshold, and the duration of the pressure value being lower than the preset pressure threshold reaches a preset duration, then it is determined that the low oil pressure alarm condition is triggered.

[0013] Secondly, this application also provides a vehicle oil pressure fault handling device, applied to a target vehicle, comprising: a signal acquisition unit for acquiring an oil pressure signal of the engine of the target vehicle; a low-pressure response unit for sending an adjustment signal to the variable valve timing system of the target vehicle to execute a preset angle if the oil pressure signal triggers an oil pressure low alarm condition, and acquiring the actual angle of the variable valve timing system responding to the adjustment signal; a state determination unit for determining the oil supply state of the engine based on the actual angle; and a strategy execution unit for executing an engine control strategy corresponding to the oil supply state based on the oil supply state.

[0014] Thirdly, this application also provides an electronic device, including: a memory and a processor, wherein the processor is configured to execute a computer program stored in the memory to implement the steps of the vehicle oil pressure fault handling method described in the first aspect.

[0015] Fourthly, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the vehicle oil pressure fault handling method described in the first aspect.

[0016] Fifthly, this application also provides a computer program product, including a computer program or computer-executable instructions, which, when executed by a processor, implement the steps of the vehicle oil pressure fault handling method provided in the embodiments of this application.

[0017] In summary, this application sends a preset angle adjustment signal to the variable valve timing system when the oil pressure signal triggers a low oil pressure alarm, and obtains the actual angle response of the system. This allows for further verification after the alarm occurs, thus more accurately determining the engine's oil supply status, rather than solely relying on the oil pressure signal itself. Using the actual angle of the variable valve timing system to determine the oil supply status helps avoid misjudgments caused by abnormalities in the oil pressure sensor or related signals. Even if the sensor deviates or the signal is distorted, the angle response can be used to verify its authenticity, thereby reducing unnecessary error handling. After determining the engine's oil supply status, the application can execute an engine control strategy corresponding to that status, enabling the engine to take different measures in different scenarios of actual and non-actual oil shortage, making the control strategy more reasonable and effective. Through the above-mentioned judgment and strategy matching mechanism, necessary protective measures can be taken in a timely manner when the actual oil supply is insufficient, improving engine operating safety. At the same time, it avoids accidental engine shutdown when the actual oil supply is normal but the alarm is false, which helps improve the vehicle's operational reliability. In summary, the vehicle oil pressure fault handling method provided in this application verifies the authenticity of the oil pressure alarm by using the angle response of the variable valve timing system, and executes a matching engine control strategy accordingly. This can avoid misjudgment, improve protection accuracy, and enhance vehicle safety and reliability. Attached Figure Description

[0018] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating a method for handling vehicle oil pressure faults, provided in an embodiment of this application; Figure 2 This is a schematic diagram of the composition structure of a vehicle oil pressure fault handling device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the composition structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] The terms used in the specification, claims, and drawings of this application, such as "first," "second," "third," "fourth," etc. (if any), are used to distinguish similar objects and not to describe a specific order or sequence. Therefore, it is to be understood that these terms can be used interchangeably where appropriate, allowing the described embodiments to be used in different orders, unless specifically required by the illustrations or description. Furthermore, the terms "is" and "has," and any variations thereof, are intended to cover, non-exclusively, all possible constituent elements; for example, a process, method, system, product, or apparatus comprising several steps or units is not necessarily limited to those explicitly listed, but may also include other steps or units not explicitly listed, or steps or units inherent to the process, method, product, or apparatus.

[0020] In this application, a "module" or "unit" refers to a computer program or part of a computer program that has a specific function and works in conjunction with other related parts to achieve a predetermined goal. These modules or units can be implemented by software, hardware (e.g., processing circuitry or memory), or a combination of both. One or more processors or memories can implement one or more modules or units. Furthermore, each module or unit can also be part of a larger module or unit.

[0021] The technical solutions of this application will be described in detail below with reference to the accompanying drawings of the embodiments. It should be noted that the described embodiments are only a part of this application, and not all embodiments. In the following description, the "some embodiments" mentioned are only a subset of all possible embodiments, which may be the same or different subsets, and different embodiments can be combined with each other without conflict.

[0022] Figure 1 This is a schematic flowchart illustrating a method for handling vehicle oil pressure faults according to an embodiment of this application. For example, see [link to example]. Figure 1 The vehicle oil pressure fault handling method provided in this application embodiment is applied to the target vehicle and may include the following steps 101 to 104: Step 101: Obtain the engine oil pressure signal of the target vehicle.

[0023] In some examples, the target vehicle is a hybrid vehicle equipped with an oil pressure detection system and a variable valve timing (VVT) system. The target vehicle has a powertrain architecture that coordinates engine and electric motor drive, enabling multi-system signal interaction through the Vehicle Control Unit (VCU). For example, the target vehicle could be a plug-in hybrid sedan or a hybrid SUV. The engine is the core power output component of the target vehicle, and it has an internal oil circulation system for lubrication, cooling, and sealing. Specifically, it can be a reciprocating piston internal combustion engine, including gasoline and diesel engines. This engine requires an oil pump, oil filter, and oil pressure detection element to ensure effective acquisition of oil pressure signals. The oil pressure signal is an electrical signal that reflects the pressure state of the engine oil circulation system. Its signal form can be a voltage signal, a current signal, or a frequency signal. This signal can directly characterize the lubrication and protection capabilities of the engine oil for internal components during engine operation. A higher signal value usually indicates more sufficient lubrication, while a signal value that is too low may mean insufficient lubrication. The oil pressure signal can be obtained by an oil pressure sensor (OPS) installed on the engine block. The detection end of this sensor extends into the engine oil passage and can sense changes in oil pressure in the oil passage in real time and convert them into an electrical signal.

[0024] By implementing step 101, the oil pressure signal of the target vehicle's engine is obtained, enabling real-time monitoring of the current oil pressure status. This provides basic data for subsequent judgment on whether there is an abnormality in oil supply, thus ensuring the timeliness and necessary prerequisites for fault detection.

[0025] Step 102: If the oil pressure signal triggers the low oil pressure alarm condition, an adjustment signal to execute a preset angle is sent to the variable valve timing system of the target vehicle, and the actual angle of the variable valve timing system in response to the adjustment signal is obtained.

[0026] In some examples, the low oil pressure alarm condition is a preset standard for determining whether the oil pressure signal has reached the level required to trigger subsequent fault handling procedures. This condition is based on the minimum oil pressure threshold required to ensure basic lubrication during engine operation and the signal duration, ensuring that fault handling is initiated only when oil pressure may affect normal engine operation, avoiding false triggering caused by instantaneous pressure fluctuations. The variable valve timing system (VVT) is a control system on the target vehicle's engine used to adjust the opening and closing times of the valves. Its core components include the VVT ​​controller, camshaft phase adjuster, and position sensor. By changing the valve timing, it optimizes engine power performance and fuel economy. Its operation relies on oil pressure for driving force, indirectly reflecting the oil supply status. The preset angle is a target value for valve phase adjustment pre-stored in the engine control unit (ECU). This angle value is determined based on common engine operating conditions and the adjustment capability of the VVT ​​system, ensuring the adjustment process is safe and effectively verifies the oil pressure status. The adjustment signal is a command signal sent by the engine control unit to the variable valve timing system. It is an electrical signal containing preset angle information and execution timing requirements, used to drive the variable valve timing system to perform phase adjustment actions. The actual angle at which the variable valve timing system responds to the adjustment signal is the actual valve phase angle detected by its own position sensor after receiving the adjustment signal. This angle directly reflects the system's execution effect on the adjustment command, and can then be used to infer whether the oil pressure meets the system's operating requirements.

[0027] For example, when the engine control unit determines that the oil pressure signal triggers the alarm condition, it immediately retrieves a preset angle (e.g., +5 degrees) from the built-in parameter library, generates an adjustment signal containing that angle parameter, and sends it to the variable valve timing system. After receiving the adjustment signal, the variable valve timing system drives the phase adjuster through the oil pressure to rotate the camshaft to adjust the valve timing. At the same time, the VVT ​​position sensor monitors the actual phase of the camshaft in real time. For example, after the engine control unit of a hybrid vehicle sends an adjustment signal with a preset angle of -3 degrees, the VVT ​​position sensor detects an actual angle of -2.9 degrees within 0.5 seconds. This actual angle signal is filtered and fed back to the engine control unit, providing key data for the subsequent determination of the oil supply status.

[0028] By implementing step 102, when the oil pressure signal triggers the low alarm condition, a preset angle adjustment signal is sent to the variable valve timing system and its actual angle response is obtained. This allows for further verification of the oil pressure situation after the alarm occurs, no longer relying solely on sensor values, but using the actual response of the actuator to help determine the authenticity of the pressure status.

[0029] Step 103: Determine the engine oil supply status based on the actual angle.

[0030] In some examples, the oil supply status refers to the state in which the engine oil circulation system can provide sufficient oil to lubricate various engine components and related systems. This can be divided into two basic types: a sufficient state (not short of oil) that meets the needs of normal engine operation and related systems, and a insufficient state (short of oil) that cannot meet these needs. This state directly determines the engine's subsequent operating strategy. The process of determining the engine's oil supply status based on actual angles utilizes the characteristic that the operation of the variable valve timing system depends on oil pressure. By comparing the actual angle after the variable valve timing system responds to the adjustment signal with the preset angle, it is determined whether the oil pressure can support the variable valve timing system to complete the preset adjustment action. This, in turn, infers the oil circulation system's supply capacity. This determination method does not require additional detection components and can achieve accurate judgment based on existing systems. That is, the oil supply status is not obtained directly through sensor detection, but rather calculated by the engine control unit based on preset logic. The implementation process... In this process, the engine control unit first retrieves the preset angle sent in step 102, then extracts the actual angle, calculates the deviation between the two using a built-in algorithm, and then compares the deviation with a preset angle deviation threshold. Based on the comparison result, it outputs the corresponding oil supply status. For example, if the preset angle is ±5 degrees and the actual angle is ±4.8 degrees, the calculated deviation is 0.2 degrees. If the preset angle deviation threshold is 0.5 degrees, the oil supply status is determined to be sufficient. If the actual angle is ±3.0 degrees, the deviation is 2.0 degrees, which exceeds the preset angle deviation threshold, and the oil supply status is determined to be insufficient.

[0031] By implementing step 103, the engine oil supply status is determined based on the actual angle of the variable valve timing system. This effectively identifies whether the sensor signal truly reflects the oil pressure, thereby avoiding misjudgments caused by sensor or wiring abnormalities and making the oil supply status judgment more reliable.

[0032] Step 104: Based on the oil supply status, execute the engine control strategy corresponding to the oil supply status.

[0033] In some examples, the engine control strategy corresponding to the oil supply status is pre-stored in the engine control unit. This is a customized engine operation control scheme for different oil supply statuses, designed to match the oil supply capacity for reasonable operation while ensuring engine safety, thus avoiding engine damage or vehicle malfunctions caused by mismatch between the oil supply status and the control method. This control strategy is set based on two basic types of oil supply status, and the strategy for each status has undergone operating condition calibration and reliability verification to ensure its effectiveness in the corresponding scenario. For example, when the oil supply status is determined to be insufficient, the control strategy invoked is the engine shutdown control logic, which includes a series of preset steps such as shutdown command generation, power output cutoff, and system status recording. When the oil supply status is determined to be sufficient, the control strategy invoked is the engine continuous operation control logic, which focuses on maintaining basic engine operation and ensuring the vehicle's power requirements, avoiding unnecessary shutdowns.

[0034] By implementing step 104, after determining the oil supply status, an engine control strategy matching that status is executed. This allows the engine to take different measures under different conditions of actual oil shortage and non-actual oil shortage, thereby providing protection when necessary and avoiding improper shutdown, thus improving the safety of engine operation and the overall reliability of the vehicle.

[0035] In summary, this embodiment of the application sends a preset angle adjustment signal to the variable valve timing system when the oil pressure signal triggers a low oil pressure alarm, and obtains the actual angle response of the system. This allows for further verification after the alarm occurs, thus more accurately determining the engine's oil supply status, rather than solely relying on the oil pressure signal itself. Using the actual angle of the variable valve timing system to determine the oil supply status helps avoid misjudgments caused by abnormalities in the oil pressure sensor or related signals. Even if the sensor deviates or the signal is distorted, the angle response can be used to verify its authenticity, thereby reducing unnecessary error handling. After determining the engine's oil supply status, an engine control strategy corresponding to that status can be executed, allowing the engine to take different measures in different scenarios of actual and non-actual oil shortage, making the control strategy more reasonable and effective. Through the above-mentioned judgment and strategy matching mechanism, necessary protective measures can be taken in a timely manner when the actual oil supply is insufficient, improving engine operating safety. At the same time, it avoids accidental engine shutdown when the actual oil supply is normal but the alarm is false, which helps improve the vehicle's operational reliability. In summary, the vehicle oil pressure fault handling method provided in this application verifies the authenticity of the oil pressure alarm by using the angle response of the variable valve timing system, and executes a matching engine control strategy accordingly. This can avoid misjudgment, improve protection accuracy, and enhance vehicle safety and reliability.

[0036] In some embodiments, the aforementioned step 104 may include: if the oil supply status is low, controlling the engine to perform a shutdown operation; if the oil supply status is not low, controlling the engine to perform a preset limp-out strategy.

[0037] In some examples, an oil shortage state is a state in which the oil level or pressure in the engine oil circulation system is insufficient to meet the engine's basic lubrication requirements and is insufficient to drive the variable valve timing system to complete the preset angle adjustment. If this state continues, it will cause serious wear or even seizure of internal engine components due to lack of lubrication. It can be determined based on the deviation between the actual angle calculated in step 103 and the preset angle. When the deviation is greater than the preset angle threshold, it is determined to be an oil shortage state. For example, if the preset angle is ±5 degrees and the actual angle is ±2.5 degrees, the deviation of 3 degrees exceeds the preset angle threshold of 1 degree, and it is determined to be an oil shortage state. The process of controlling the engine to perform a shutdown operation involves the engine control unit generating and sending shutdown commands. By cutting off the critical supplies required for the core operation of the engine, the engine is quickly stopped within a safe range to avoid irreversible damage caused by continuous engine operation in a fuel-starved state. The engine control unit can lead the process by sending commands to the engine's fuel injection system, ignition system, intake control system, and other actuators via the Controller Area Network (CAN). For example, cutting off the power supply to the fuel pump to stop fuel supply, turning off the ignition coil to terminate the ignition action, and simultaneously cutting off the throttle valve drive signal to keep the throttle valve closed, ensuring a smooth engine shutdown.

[0038] The "non-short oil" state refers to a state where the engine oil circulation system has sufficient oil level and pressure to meet the engine's basic lubrication needs and stably drive the variable valve timing system to complete the preset angle adjustment. In this state, oil pressure signal alarms are mostly caused by sensor malfunctions or abnormal signal transmission. When the deviation between the actual angle and the preset angle is less than or equal to the preset angle threshold, it is determined to be a non-short oil state. For example, if the preset angle is -3 degrees and the actual angle is -2.8 degrees, the deviation of 0.2 degrees does not exceed the preset angle threshold of 0.5 degrees, and it is determined to be a non-short oil state. The process of controlling the engine to execute a preset limp-off strategy is a strategy employed by the engine control unit (ECU) to control engine operation according to preset constraints in a non-short-fuel state, in order to avoid unnecessary engine downtime affecting the operation of the entire vehicle and to prevent potential malfunction risks. Its core is to maintain the basic driving capability of the entire vehicle while ensuring safety. After determining that there is no short-fuel state, the ECU can retrieve preset limp-off control logic from its built-in strategy database. This logic includes rules for limiting engine operating parameters, such as limiting the maximum engine speed and adjusting the fuel injection quantity, to ensure that the engine operates stably under low load conditions.

[0039] For example, after determining the oil supply status, the engine control unit immediately executes the corresponding control action. If the oil shortage is detected, the engine control unit sends three consecutive shutdown confirmation commands within one second to ensure that the fuel injection system cuts off the fuel supply and the ignition system stops working. For example, in a hybrid sedan, the time from receiving the shutdown command to completely stopping the engine in an oil shortage state is 0.8 seconds. At the same time, the engine control unit records fault codes and stores operating condition data such as engine speed and coolant temperature. If the oil shortage is not detected, the engine control unit immediately activates a preset limp-drive strategy. For example, the maximum permissible engine speed is limited to 2500 rpm, and the fuel injection pulse width is adjusted to reduce the output power, so that the vehicle can travel smoothly at a speed of 30-40 km / h to meet the basic needs of the user to go to the maintenance point. At the same time, the engine control unit continuously monitors the oil pressure signal and the operating status of the variable valve timing system.

[0040] By implementing the above embodiments, the engine is immediately shut down when a true oil shortage is detected, while a limp-drive strategy is executed when there is no oil shortage. Differentiated control can be adopted according to different oil supply conditions. This can stop the damage in time when there is a true oil shortage, preventing serious wear or bearing failure, and can continue to ensure controlled engine operation when the oil pressure is normal but the alarm is false. This avoids the loss of power or inability to continue driving caused by accidental engine shutdown, thereby reducing the risk of vehicle breakdown and improving safety.

[0041] In some embodiments, the aforementioned step 103 may include: obtaining the angle deviation value between the actual angle and the preset angle; if the angle deviation value is greater than the preset angle threshold, then determining that the oil supply status is a short-oil status; if the angle deviation value is less than or equal to the preset angle threshold, then determining that the oil supply status is a non-short-oil status.

[0042] In some examples, the angle deviation value is the numerical difference between the actual angle of the variable valve timing system after responding to the adjustment signal and the preset angle. The angle deviation value can quantitatively reflect the execution accuracy of the variable valve timing system to the adjustment command, and thus indirectly reflect the support capability of the oil pressure for the system drive. The preset angle and the actual angle fed back in step 102 can be retrieved by the engine control unit, and the difference between their absolute values ​​can be used as the angle deviation value; for example, if the preset angle is +4 degrees and the actual angle is +1.5 degrees, the angle deviation value is calculated to be 2.5 degrees. The preset angle threshold is stored in the engine control unit in advance and is used to define the critical value for whether the variable valve timing system can complete the angle adjustment normally. The preset angle threshold can be determined by calibration based on parameters such as engine model, variable valve timing system adjustment capability, and oil pressure requirements. It is the core judgment standard for distinguishing between oil shortage and non-oil shortage states; for example, the preset angle threshold of a certain hybrid sedan is set to 1 degree, and the preset angle threshold of a certain hybrid multi-purpose vehicle is set to 1.2 degrees.

[0043] If the angle deviation is greater than the preset angle threshold, the oil supply status is determined to be insufficient; if the angle deviation is less than or equal to the preset angle threshold, the oil supply status is determined to be adequate. The core basis of this judgment logic is that the operation of the variable valve timing system depends on sufficient oil pressure to provide driving force. When the oil supply is sufficient, the oil pressure can effectively drive the phase adjuster of the variable valve timing system to accurately complete the preset angle adjustment, so that the deviation between the actual angle and the preset angle is controlled within the threshold range. When the oil supply is insufficient, the oil pressure cannot support the phase adjuster to reach the preset angle, causing the angle deviation to exceed the threshold. This can be automatically executed by the engine control unit without additional hardware intervention. By comparing the angle deviation value with the preset angle threshold, the corresponding oil supply status judgment result can be output.

[0044] For example, the engine control unit first filters the acquired actual angle signal to remove electromagnetic interference noise during signal transmission, ensuring the accuracy of the angle data. For instance, if the preset angle of a hybrid vehicle is -3 degrees, the filtered actual angle is -2.1 degrees, and the calculated angle deviation is 0.9 degrees, while the preset angle threshold for this vehicle is 1 degree, the engine control unit determines that the oil supply status is not insufficient because the angle deviation is less than the preset angle threshold. If the actual angle is -1.5 degrees, the calculated angle deviation is 1.5 degrees, which is greater than the preset angle threshold of 1 degree, and therefore the vehicle is determined to be in a state of insufficient oil supply. The entire determination process is completed quickly within the engine control unit, taking no more than 50 milliseconds, which can provide accurate basis for the subsequent execution of engine control strategies.

[0045] By implementing the above embodiments, the oil supply status of the engine is determined by comparing the deviation between the actual angle and the preset angle of the variable valve timing system. This can be achieved by utilizing the inherent characteristic that the actuator has difficulty reaching the target angle when the oil pressure is insufficient. This effectively filters out the interference of erroneous sensor data, ensuring that the determination of oil shortage and non-oil shortage states is more reliable. This avoids the problem of false engine shutdown caused by false sensor signals and improves the robustness of oil pressure fault diagnosis.

[0046] In some embodiments, the aforementioned control of the engine to execute a preset limp-off strategy may include: acquiring engine coolant temperature parameters; determining a target solenoid valve duty cycle corresponding to the coolant temperature parameters based on a first mapping relationship; wherein the first mapping relationship includes a mapping relationship between engine coolant temperature and a preset solenoid valve duty cycle; determining a target engine speed limit corresponding to the coolant temperature parameters based on a second mapping relationship; wherein the first mapping relationship includes a mapping relationship between engine coolant temperature and a preset engine speed limit; controlling the oil pump solenoid valve of the target vehicle to operate at the target solenoid valve duty cycle, and controlling the engine operating speed not to exceed the target engine speed limit.

[0047] In some examples, the water temperature parameter is the temperature of the coolant in the engine cooling circulation system. This parameter directly reflects the engine's thermal load status, and its level affects the viscosity characteristics and lubrication effect of the engine oil. It is a key basis for matching the oil pump operating status and engine speed in the limp-out strategy. The water temperature parameter can be collected by a water temperature sensor (WTS) installed in the engine block water jacket or coolant lines. After the water temperature sensor converts the temperature signal into an electrical signal, it is transmitted to the engine control unit through the controller area network. For example, when the engine is in the cold start stage, the water temperature parameter may be 30 degrees Celsius, and after the engine has been running for 1 hour, the water temperature parameter may stabilize at 90 degrees Celsius. The first mapping relationship is a pre-calibrated data association table stored in the engine control unit. Its core contains a one-to-one correspondence between different engine coolant temperature parameters and corresponding preset solenoid valve duty cycles. This relationship is determined based on the characteristics of oil viscosity changing with temperature and the oil pump's oil supply requirements, ensuring that the oil pump can output appropriate oil supply pressure at different coolant temperatures. For example, the preset solenoid valve duty cycle is 30% when the coolant temperature is 40 degrees Celsius, and 55% when the coolant temperature is 80 degrees Celsius. The target solenoid valve duty cycle is the oil pump solenoid valve operating duty cycle determined based on the current coolant temperature parameter and the first mapping relationship. The magnitude of the duty cycle directly determines the oil pump's oil supply displacement and output pressure. The engine control unit can query and match the corresponding value in the first mapping relationship based on the collected coolant temperature parameter. For example, if the current coolant temperature parameter is 60 degrees Celsius, the target solenoid valve duty cycle is 45% as determined by querying the first mapping relationship.

[0048] The second mapping relationship is a pre-calibrated data association table stored in the engine control unit. It contains the correspondence between different engine coolant temperature parameters and corresponding preset engine speed limits. This relationship combines the influence of coolant temperature on oil lubrication capacity and the engine's mechanical load tolerance settings to avoid insufficient lubrication caused by excessively high speeds at high or low coolant temperatures. For example, the preset engine speed limit for a coolant temperature of 50 degrees Celsius is 2000 rpm, and the preset engine speed limit for a coolant temperature of 90 degrees Celsius is 2800 rpm. The target engine speed limit is the highest permissible engine speed determined based on the current coolant temperature parameter and the second mapping relationship. It can be obtained by the engine control unit by querying and matching the second mapping relationship based on the real-time coolant temperature parameter. For example, if the current coolant temperature is 70 degrees Celsius, the target engine speed limit obtained through the second mapping relationship is 2500 rpm. An oil pump solenoid valve is an electromagnetic control component installed on the engine oil pump. Its core function is to adjust the oil pump's oil supply volume according to the received duty cycle signal, thereby controlling the pressure of the oil circulation system. The oil pump solenoid valve establishes an electrical connection with the engine control unit through wires, receives control signals output by the engine control unit, and executes corresponding actions. For example, electromagnetic proportional solenoid valves and pulse width modulation solenoid valves are all types of oil pump solenoid valves.

[0049] The process of controlling the oil pump solenoid valve of the target vehicle to operate at the target solenoid valve duty cycle and controlling the engine speed to not exceed the target engine speed limit is the core execution action in the preset limp-out strategy to ensure the safe operation of the engine. It is used to balance the engine lubrication demand and operational safety in a non-short-oil state by adapting the oil supply pressure and speed limit. It can be led by the engine control unit, which controls the opening of the oil pump solenoid valve by outputting a pulse width modulation (PWM) signal with a corresponding duty cycle, and at the same time limits the engine speed by adjusting parameters such as fuel injection quantity and ignition timing to ensure that it does not exceed the target engine speed limit.

[0050] For example, the engine control unit first collects water temperature parameters in real time through a water temperature sensor; for example, if the collected water temperature parameter is 65 degrees Celsius, then it looks up the corresponding target solenoid valve duty cycle of 48% in the first mapping relationship, and looks up the corresponding target engine speed limit of 2600 rpm in the second mapping relationship; the engine control unit then sends a control signal with a duty cycle of 48% to the oil pump solenoid valve, so that the oil pump outputs an appropriate fuel supply pressure, and at the same time ensures that the engine speed is always maintained below 2600 rpm by limiting the throttle opening and adjusting the fuel injection pulse width; for example, under this limp-drive strategy, when the driver presses the accelerator pedal deeply, the engine control unit will actively cut off part of the fuel supply to stabilize the speed at 2580 rpm, which avoids the lubrication risk caused by excessive speed and can maintain the vehicle speed at about 35 km / h to meet the user's emergency travel needs.

[0051] By implementing the above embodiments, the duty cycle of the oil pump solenoid valve and the upper limit of engine speed are determined based on the engine coolant temperature, and the oil pump displacement and engine operating range are controlled accordingly. This allows for the maintenance of stable oil pressure and limitation of engine load under non-real oil shortage conditions, thereby ensuring safe limp-out operation of the engine under controllable conditions. While avoiding the risks of oil pressure fluctuations or cavitation under high loads, the vehicle still has basic power, ensuring that users can continue driving in a controlled manner in fault scenarios and reducing the risk of being stranded or stopped due to faults.

[0052] In some embodiments, the aforementioned control of the engine to execute a preset limp-off strategy may include: switching the engine's start-up threshold from a first state of charge to a second state of charge; wherein the second state of charge is greater than the first state of charge; if the target vehicle's current state of charge is less than the second state of charge, then controlling the engine to start and run at a preset power.

[0053] In some examples, the engine start threshold is the minimum energy reserve standard allowed by the target vehicle's powertrain to start the engine. This standard uses the state of charge (SBC) as a quantitative indicator to determine whether the basic energy conditions required for engine start are met, and it is the core criterion for controlling whether the engine starts. The engine start threshold is managed collaboratively by the engine control unit and the vehicle controller, and can retrieve preset calibration values ​​from the vehicle controller's built-in parameter library. This value can be dynamically adjusted according to the vehicle's operating mode and fault status. The first SBC is the SBC value corresponding to the engine start threshold in the target vehicle's normal operating mode (non-limp state). It is calibrated based on the energy demand of the vehicle during normal driving and the characteristics of the powertrain to ensure that the engine can start in time to replenish energy under normal operating conditions. For example, the first SBC of a hybrid vehicle is set to 12%, meaning that in normal mode, when the vehicle's SBC is below 12%, the engine automatically starts generating electricity. The second state of charge (SOC) is the SOC value after the engine start threshold switches following the target vehicle's entry into a preset limp-out strategy. Its value is higher than the first SOC, aiming to ensure sufficient energy support for engine start-up in non-runaway fault scenarios, avoiding start-up failure or unstable operation under low SOC conditions. The vehicle controller can retrieve a preset calibration value from its built-in limp-out mode parameter library after activating the limp-out strategy; for example, for a vehicle with a first SOC of 12%, the second SOC can be set to 60%. The current SOC is the percentage of remaining charge in the target vehicle's energy storage battery relative to its total capacity. It directly reflects the vehicle's energy reserves and serves as a real-time basis for determining whether the engine needs to be started. It is collected in real-time by the Battery Management System (BMS) installed on the battery pack. The BMS calculates the remaining charge by monitoring parameters such as battery voltage, current, and temperature, and then transmits the current SOC signal to the vehicle controller and engine control unit via the controller area network; for example, the BMS detects a current SOC of 55% at a certain moment. The preset power is a fixed output power value of the engine when it starts and runs under the limp strategy. It is calibrated based on the engine's minimum stable operating power, the vehicle's basic driving requirements, and the safe operating limits under non-oil shortage faults. It ensures that the engine runs in a low-load and stable state. The preset value can be retrieved by the engine control unit from the built-in limp strategy parameter library before starting the engine; for example, the preset power of a certain hybrid vehicle is set to 21 kilowatts.

[0054] If the current state of charge of the target vehicle is less than the second state of charge, the process of controlling the engine to start and run at a preset power is to ensure the stability of the vehicle's energy supply in limp mode and avoid the interruption of the vehicle's power due to the low state of charge. The execution of this control action can be completed by the vehicle controller and the engine control unit in coordination. The vehicle controller compares the current state of charge with the second state of charge. When the current state of charge is insufficient, it sends a start command to the engine control unit. After receiving the command, the engine control unit controls the engine to start and maintain operation at a preset power.

[0055] For example, after the target vehicle enters the limp-drive strategy, the vehicle controller immediately switches the engine start threshold from the first state of charge (12%) to the second state of charge (60%), while simultaneously receiving the current state of charge data transmitted by the battery management system in real time. For instance, when the current state of charge is detected to be 50%, which is less than the second state of charge (60%), the vehicle controller sends a start command to the engine control unit. The engine control unit then controls the engine to start at a preset power of 21 kW. Through precise control of fuel injection and ignition timing, the engine maintains stable operation to replenish electrical energy. During this process, the engine always outputs a fixed power, which avoids the impact of power fluctuations on engine operation in non-fuel-starvation fault scenarios, and ensures that the vehicle has sufficient power to support limp-drive driving, meeting the user's need to go to the maintenance point.

[0056] By implementing the above embodiments, the starting state of charge threshold of the engine is increased, and the engine is automatically started with a preset power when the battery level drops below the threshold. This can effectively solve the risk of secondary breakdown of hybrid vehicles due to the inability to start the engine when the battery level drops to a certain level. In the abnormal oil pressure mode, starting the engine in advance and performing limp operation can avoid the interruption of the vehicle's power due to the inability of the engine to intervene, so that the vehicle has the ability to continue driving, thereby improving the availability and safety of the vehicle in fault conditions.

[0057] In some embodiments, the aforementioned control of the engine to execute a preset limp-off strategy may include: generating preset warning information for the engine lubrication system of the target vehicle; triggering the dashboard malfunction indicator light of the target vehicle based on the preset warning information; and controlling the human-machine interaction system of the target vehicle to output text and voice reminders.

[0058] In some examples, the preset prompts for the engine lubrication system of the target vehicle are fault notification messages pre-stored in the vehicle controller. These messages are specifically designed to convey fault-related information and solutions to the user when the engine lubrication system experiences abnormal oil pressure signals (not due to insufficient oil). The content balances accuracy and ease of understanding, avoiding overly obscure technical terms. Examples include, "The engine lubrication system pressure signal is abnormal. Please go to a reputable repair shop for inspection as soon as possible," and "The oil pressure sensor may be faulty. The vehicle has entered limp mode. Do not drive at high speeds." The dashboard malfunction indicator light is a visual alarm element installed on the dashboard of the target vehicle's driver's cabin. It is used to intuitively alert the user to vehicle system faults through illumination and flashing lights. Different system faults correspond to different malfunction indicator lights; engine lubrication system faults have their own unique light symbols (usually an oil can icon). The triggering of the dashboard malfunction indicator lights is controlled by the vehicle controller. The vehicle controller sends a high-level trigger signal to the dashboard control module, which then drives the corresponding malfunction indicator light to illuminate. Once illuminated, the malfunction indicator light is solid red or yellow to clearly distinguish the urgency of the fault (engine lubrication system faults usually correspond to a solid yellow light, indicating a non-urgent but still requiring immediate attention). The human-machine interface (HMI) system outputs text and voice alerts to the user, providing multi-dimensional fault notification and ensuring the user quickly understands the fault situation.

[0059] For example, after the target vehicle enters the preset limp mode, the vehicle controller immediately retrieves the preset warning message "Engine lubrication system pressure signal abnormal, vehicle has entered limp mode, it is recommended to have it checked as soon as possible" from the warning message database. Then, the vehicle controller sends a trigger signal to the instrument panel control module, driving the oil can-shaped fault light on the instrument panel to illuminate in a solid yellow state. At the same time, the text information is transmitted to the central control display screen, where the warning text is displayed in black font in the information bar at the top of the screen. The preset warning message is converted into a voice message "Engine lubrication system pressure signal abnormal, vehicle has entered limp mode, please go to a regular repair shop for inspection as soon as possible" through the audio module. This message is played three times in a loop through the front and rear speakers before stopping, ensuring that the user is clearly aware of the fault and vehicle status while avoiding continuous voice broadcasting that interferes with driving. For example, in this scenario, the entire process from generating the preset warning message to completing the malfunction light illumination, text display, and voice broadcast takes less than 1 second, achieving rapid and multi-dimensional transmission of fault information.

[0060] By implementing the above embodiments, the malfunction indicator lamp is triggered and text and voice reminders are output to the user, enabling the driver to be aware of any abnormalities in the engine lubrication system and understand that the vehicle is currently in limp-safe mode. This not only enhances the user's ability to perceive the risks of malfunctions but also reduces further damage caused by improper operation by the driver, making the vehicle's operation in malfunction scenarios safer and more controllable.

[0061] In some embodiments, the aforementioned vehicle oil pressure fault handling method may further include: if the pressure value indicated by the oil pressure signal is lower than a preset pressure threshold, and the duration of the pressure value being lower than the preset pressure threshold reaches a preset duration, then it is determined that the low oil pressure alarm condition is triggered.

[0062] In some examples, the oil pressure signal indicates a physical pressure value calculated from the electrical signal (voltage, current, or frequency signal) collected by the oil pressure sensor using a signal conversion algorithm built into the engine control unit. This value directly reflects the actual pressure state of the engine oil circulation system and is the core quantitative basis for determining whether the oil pressure is abnormal. For example, a 1.2-volt voltage signal is converted to a pressure value of 45 kPa, and a 1.8-volt voltage signal is converted to a pressure value of 60 kPa. The preset pressure threshold is pre-stored in the engine control unit and is used to define the critical pressure value for whether the oil pressure has reached the "too low" standard. This threshold is determined experimentally based on the engine's minimum lubrication requirements, the oil pump's oil supply capacity, and the tolerance limits of components. This ensures that subsequent processing is triggered only when the oil pressure may affect engine safety. The engine control unit can directly call the calibration value from its built-in parameter library. Different engine models can be set with different thresholds; for example, the preset pressure threshold for a gasoline engine is set to 50 kPa, and the preset pressure threshold for a diesel engine is set to 45 kPa. The preset duration is a time threshold stored in the engine control unit to filter instantaneous pressure fluctuations. Its function is to avoid false alarm conditions triggered by a brief drop in oil pressure (such as during a cold start or signal fluctuations caused by road bumps), ensuring the accuracy of alarm judgment. The engine control unit can retrieve the preset calibration value from the built-in parameter library. This value is usually determined based on signal stability tests under engine operating conditions; for example, it can be set to 4 seconds, 3 seconds, etc., with 4 seconds being a common calibration value, which can effectively eliminate instantaneous interference. If the oil pressure signal indicates a pressure value lower than a preset pressure threshold, and the duration of the pressure value being lower than the preset pressure threshold reaches a preset duration, then the process of determining whether to trigger an oil pressure low alarm is a dual verification mechanism that balances sensitivity and accuracy. This ensures that genuine low pressure faults are detected in a timely manner while avoiding unnecessary operations caused by false alarms. The determination process can be automatically executed by the engine control unit. The engine control unit calculates the pressure value corresponding to the oil pressure signal in real time and starts a timer to record the duration of the pressure value being lower than the preset pressure threshold. When both conditions are met simultaneously, the determination result of triggering the oil pressure low alarm condition is immediately output.

[0063] For example, the engine control unit acquires the electrical signal from the oil pressure sensor at a sampling period of 10 milliseconds and continuously converts it into a pressure value. For instance, the preset pressure threshold for a hybrid vehicle is 50 kPa, and the preset duration is 4 seconds. When the engine control unit detects that the pressure value has dropped to 42 kPa, it immediately starts a timer. If the pressure value remains below 48 kPa for the next 3 seconds, and the pressure value is still 45 kPa (below the preset pressure threshold) at the 4th second, then the low oil pressure alarm condition is triggered. If the pressure value rises back to 52 kPa (above the preset pressure threshold) after 2 seconds, the timer is reset and no alarm is triggered. The entire determination process is completed independently by the engine control unit, taking no more than 10 milliseconds, ensuring that the subsequent fault handling process can respond quickly.

[0064] By implementing the above embodiments, a low-pressure alarm is triggered only after the oil pressure is below a preset threshold and remains below it for a certain period of time. This effectively filters out false alarms caused by short-term pressure fluctuations, transient start-up behavior, or instantaneous measurement noise, thereby avoiding premature entry into the fault handling process. This improves the stability of alarm triggering, makes the entire oil pressure fault handling process more accurate and reliable, and further reduces the possibility of accidental shutdown events.

[0065] Furthermore, as an implementation of the aforementioned method embodiments, this application also provides a vehicle oil pressure fault handling device, applied to a target vehicle, for implementing the aforementioned method embodiments. This device embodiment corresponds to the aforementioned method embodiments. For ease of reading, this vehicle oil pressure fault handling device embodiment will not repeat the details of the aforementioned method embodiments one by one, but it should be clear that the device in this application embodiment can correspondingly implement all the contents of the aforementioned method embodiments. For example... Figure 2 As shown, the vehicle oil pressure fault handling device 20 includes: a signal acquisition unit 201, a low-pressure response unit 202, a status determination unit 203, and a strategy execution unit 204. The signal acquisition unit 201 acquires the oil pressure signal of the target vehicle's engine. The low-pressure response unit 202, if the oil pressure signal triggers a low oil pressure alarm condition, sends an adjustment signal to the target vehicle's variable valve timing system to execute a preset angle, and acquires the actual angle of the variable valve timing system's response to the adjustment signal. The status determination unit 203 determines the engine's oil supply status based on the actual angle. The strategy execution unit 204 executes an engine control strategy corresponding to the oil supply status based on the oil supply status.

[0066] In some embodiments, the strategy execution unit 204 is further configured to control the engine to perform a shutdown operation if the oil supply status is low; and to control the engine to perform a preset limp-out strategy if the oil supply status is not low.

[0067] In some embodiments, the state determination unit 203 is further configured to obtain the angle deviation value between the actual angle and the preset angle; if the angle deviation value is greater than the preset angle threshold, the oil supply state is determined to be a short-oil state; if the angle deviation value is less than or equal to the preset angle threshold, the oil supply state is determined to be a non-short-oil state.

[0068] In some embodiments, the strategy execution unit 204 is further configured to acquire engine coolant temperature parameters; determine the target solenoid valve duty cycle corresponding to the coolant temperature parameters based on a first mapping relationship, wherein the first mapping relationship includes a mapping relationship between engine coolant temperature and a preset solenoid valve duty cycle; determine the target engine speed limit corresponding to the coolant temperature parameters based on a second mapping relationship, wherein the first mapping relationship includes a mapping relationship between engine coolant temperature and a preset engine speed limit; control the oil pump solenoid valve of the target vehicle to operate at the target solenoid valve duty cycle, and control the engine operating speed to not exceed the target engine speed limit.

[0069] In some embodiments, the strategy execution unit 204 is further configured to switch the engine start threshold from a first state of charge to a second state of charge, wherein the second state of charge is greater than the first state of charge; if the current state of charge of the target vehicle is less than the second state of charge, the engine is controlled to start and run at a preset power.

[0070] In some embodiments, the strategy execution unit 204 is further configured to generate preset prompt information for the engine lubrication system of the target vehicle; based on the preset prompt information, trigger the dashboard malfunction indicator light of the target vehicle, and control the human-machine interaction system of the target vehicle to output text and voice prompts.

[0071] In some embodiments, the signal acquisition unit 201 is further configured to determine that the low oil pressure alarm condition is triggered if the pressure value indicated by the oil pressure signal is lower than a preset pressure threshold and the duration of the pressure value being lower than the preset pressure threshold reaches a preset duration.

[0072] This application also provides a computer-readable storage medium storing computer-executable instructions or computer programs, which, when executed by a processor, will cause the processor to perform any step of the vehicle oil pressure fault handling method provided in this application.

[0073] In some embodiments, the computer-readable storage medium may be a random access memory (RAM), a read-only memory (ROM), flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); or it may be a variety of devices that include one or any combination of the above-mentioned memories.

[0074] In some embodiments, computer-executable instructions may take the form of programs, software, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.

[0075] In some embodiments, computer-executable instructions may, but do not necessarily, correspond to files in a file system, and may be stored as part of a file that holds other programs or data; for example, stored in one or more scripts in a HyperText Markup Language (HTML) document, stored in a single file dedicated to the program in question, or stored in multiple co-located files (e.g., files that store one or more modules, subroutines, or code sections).

[0076] In some embodiments, computer-executable instructions may be deployed to execute on an electronic device, or on multiple electronic devices located at one location, or on multiple electronic devices distributed across multiple locations and interconnected via a communication network.

[0077] like Figure 3 As shown, this application also provides an electronic device 30, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, it implements any step of the above-described vehicle oil pressure fault handling method.

[0078] This application also provides a computer program product comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. The processor of an electronic device reads the computer program or computer-executable instructions from the computer-readable storage medium and executes the computer program or computer-executable instructions, causing the electronic device to perform any step of the vehicle oil pressure fault handling method described above.

[0079] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle engine oil pressure failure handling method, characterized by, The vehicle engine oil pressure fault processing method applied to a target vehicle comprises: obtaining an engine oil pressure signal of an engine of the target vehicle; if the engine oil pressure signal triggers an engine oil pressure too low alarm condition, sending an adjustment signal of a preset angle to a variable valve timing system of the target vehicle, and obtaining an actual angle of the variable valve timing system in response to the adjustment signal; based on the actual angle, determining an engine oil supply state of the engine; based on the engine oil supply state, executing an engine control strategy corresponding to the engine oil supply state.

2. The vehicle engine oil pressure failure handling method according to claim 1, characterized by, The engine control strategy corresponding to the engine oil supply state comprises: if the engine oil supply state is an oil shortage state, controlling the engine to execute a shutdown operation; if the engine oil supply state is a non-oil shortage state, controlling the engine to execute a preset limp home strategy.

3. The vehicle oil pressure fault handling method of claim 2, wherein, The engine oil supply state determined based on the actual angle comprises: obtaining an angle deviation value of the actual angle and the preset angle; if the angle deviation value is greater than a preset angle threshold, determining that the engine oil supply state is the oil shortage state; if the angle deviation value is less than or equal to the preset angle threshold, determining that the engine oil supply state is the non-oil shortage state.

4. The vehicle oil pressure fault handling method of claim 2, wherein, The preset limp home strategy comprises: obtaining a water temperature parameter of the engine; based on a first mapping relationship, determining a target solenoid duty cycle corresponding to the water temperature parameter, wherein the first mapping relationship comprises a mapping relationship between engine water temperature and a preset solenoid duty cycle; based on a second mapping relationship, determining a target engine speed upper limit corresponding to the water temperature parameter, wherein the first mapping relationship comprises a mapping relationship between engine water temperature and a preset engine speed upper limit; controlling the solenoid valve of the oil pump of the target vehicle to operate at the target solenoid duty cycle, and controlling the operating speed of the engine to be less than or equal to the target engine speed upper limit.

5. The vehicle oil pressure fault handling method of claim 2, wherein, The preset limp home strategy comprises: switching the start threshold of the engine from a first state of charge to a second state of charge, wherein the second state of charge is greater than the first state of charge; if the current state of charge of the target vehicle is less than the second state of charge, controlling the engine to start and operate at a preset power.

6. The vehicle oil pressure fault handling method of claim 2, wherein, The preset limp home strategy comprises: generating a preset prompt information for the engine lubrication system of the target vehicle; based on the preset prompt information, triggering the instrument panel fault light of the target vehicle, and controlling the human-computer interaction system of the target vehicle to output a text reminder and a voice reminder.

7. The vehicle engine oil pressure fault handling method according to any one of claims 1 to 6, characterized by, The vehicle engine oil pressure fault processing method further comprises: if the pressure value indicated by the engine oil pressure signal is lower than a preset pressure threshold, and the duration that the pressure value is lower than the preset pressure threshold reaches a preset duration, it is determined that the engine oil pressure too low alarm condition is triggered.

8. A vehicle engine oil pressure failure handling apparatus characterized by comprising: The vehicle engine oil pressure fault processing device applied to a target vehicle comprises: a signal acquisition unit configured to obtain an engine oil pressure signal of an engine of the target vehicle; A low-pressure response unit is configured to send an adjustment signal for performing a preset angle to a variable valve timing system of the target vehicle if the engine oil pressure signal triggers an engine oil pressure low alarm condition, and to obtain an actual angle of the variable valve timing system in response to the adjustment signal. A state determination unit is configured to determine an engine oil supply state of the engine based on the actual angle. A strategy execution unit is configured to execute an engine control strategy corresponding to the engine oil supply state based on the engine oil supply state.

9. An electronic device comprising: A memory and a processor, wherein the processor is configured to implement the steps of the vehicle engine oil pressure failure handling method according to any one of claims 1 to 7 when executing a computer program stored in the memory.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is configured to implement the steps of the vehicle engine oil pressure failure handling method according to any one of claims 1 to 7 when executed by a processor.

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