Vehicle control method, controller and vehicle

Abstract

The invention provides a method for controlling a vehicle, a controller and the vehicle, and relates to the technical field of vehicle control. According to the method, when a vehicle is in a running-in stage, first working condition deduction is determined based on a first operation parameter and a corresponding first duration of a transmission system and a second operation parameter and a corresponding second duration of a power system in a preset driving period. Therefore, the target running-in degree of the vehicle deviating from the running-in of the vehicle under various working conditions can be accurately reflected. Therefore, the actual running-in state of the vehicle under different working conditions can be reflected, and a reliable basis is provided for judging the deviation from the target running-in degree. And determining a difference value between the first preset score and the first working condition deducted score as a target score. Therefore, the actual running-in degree of the vehicle can be visually quantified, and the problems of single working condition and the like can be quickly identified. And when the target score is smaller than the second preset score, the vehicle is controlled, so that the vehicle can be assisted to realize the target running-in degree, and the performance stability of the vehicle during subsequent use is guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a method, controller, and vehicle for controlling a vehicle in the field of vehicle break-in technology. Background Technology

[0002] In the initial stages of vehicle use, a sufficient break-in period is usually required to optimize the fit between vehicle components and improve the vehicle's operational reliability and lifespan. A successful break-in requires the driver to have extensive driving experience to properly control the vehicle during the process, ensuring smooth operation under various typical conditions.

[0003] However, in real-world usage scenarios, drivers' experience and skill levels vary, making it difficult to guarantee a uniform and optimal break-in effect. Some drivers, due to insufficient experience, fail to expose the vehicle to a variety of driving conditions during the break-in period, often only driving for extended periods under a single, fixed condition. This single-condition break-in method leads to insufficient precision in the fit between vehicle components. Over long-term use, this can easily cause problems such as abnormal noises, vibrations, increased fuel consumption, and decreased power. In severe cases, it can even shorten the vehicle's lifespan, thereby affecting driving safety and comfort.

[0004] Therefore, during the vehicle break-in period, it is crucial to effectively identify issues arising from significant differences in driver experience and skill levels, which can lead to monotonous operating conditions and insufficient break-in. This timely identification of problems provides a basis for optimizing the break-in process, improving its effectiveness, and ultimately ensuring stable and reliable performance after the vehicle is put into service. Summary of the Invention

[0005] This application provides a method for controlling a vehicle, a controller, and a vehicle. The method can objectively and accurately evaluate the break-in effect when the vehicle is in the break-in period, which helps to quickly and accurately identify problems such as monotonous operating conditions and low break-in degree.

[0006] Firstly, a method for controlling a vehicle is provided. This method includes: when the vehicle is in a break-in period, determining a first operating condition deduction based on a first operating parameter of the transmission system during a preset driving period, a first duration corresponding to the first operating parameter, a second operating parameter of the power system, and a second duration corresponding to the second operating parameter; the first operating condition deduction being a deduction score for the vehicle deviating from a target break-in level, the target break-in level being the break-in level achieved under various operating conditions; determining a target score as the difference between a first preset score and the first operating condition deduction, the first preset score being a benchmark score corresponding to the vehicle achieving the target break-in level, the target score being used to quantify the break-in level achieved by the vehicle; and controlling the vehicle to achieve the target break-in level when the target score is less than a second preset score.

[0007] In the above technical solution, when the vehicle is in the break-in period, a first operating condition deduction is determined based on the first operating parameters of the transmission system and the corresponding first duration, and the second operating parameters of the power system and the corresponding second duration within a preset driving period. This accurately reflects the degree of break-in achieved when the vehicle deviates from the target degree of break-in under multiple operating conditions. Simultaneously, it comprehensively reflects the actual break-in state of the vehicle under different operating conditions, avoiding the inability of a single operating parameter to fully reflect the break-in effect, and providing a reliable basis for accurately judging the deviation from the target degree of break-in. The difference between the first preset score and the first operating condition deduction is determined as the target score. That is, the abstract break-in state is transformed into an intuitive and comparable score, which can intuitively quantify the actual degree of break-in of the vehicle, achieving an objective and accurate assessment of the break-in effect, and helping to quickly and accurately identify problems such as single operating conditions and low break-in degree. Furthermore, when the target score is less than the second preset score, the vehicle is controlled, which can assist the vehicle in achieving the target degree of break-in and ensure the performance stability of the vehicle in subsequent use.

[0008] In conjunction with the first aspect, in some possible implementations, determining a first operating condition deduction based on the first operating parameters of the transmission system of the vehicle during a preset driving period, the first duration corresponding to the first operating parameters, the second operating parameters of the power system, and the second duration corresponding to the second operating parameters includes: determining a first weighting coefficient and a second weighting coefficient based on the first and second operating parameters, wherein the first weighting coefficient is used to quantify the influence of the first operating parameter when the vehicle deviates from the target break-in degree, and the second weighting coefficient is used to quantify the influence of the second operating parameter when the vehicle deviates from the target break-in degree; determining a first benchmark score and a second benchmark score based on the first and second durations, wherein the first benchmark score is used to quantify the contribution of the continuous operation of the first operating parameter to the vehicle's deviation from the target break-in degree, and the second benchmark score is used to quantify the contribution of the continuous operation of the second operating parameter to the vehicle's deviation from the target break-in degree; and weighting and fusing the first benchmark score and the second benchmark score based on the first and second weighting coefficients to obtain the first operating condition deduction.

[0009] In the above technical solution, a first weighting coefficient and a second weighting coefficient are determined based on the first and second operating parameters. This accurately distinguishes the different degrees of influence of the two types of operating parameters on the deviation from the target break-in period. A first benchmark score and a second benchmark score are determined based on the first and second durations, objectively reflecting the actual contribution of various operating parameters to the deviation from the target break-in period during continuous operation. Furthermore, the first benchmark score and the second benchmark score are weighted and fused based on the first and second weighting coefficients to obtain the first operating condition deduction score. This fully considers the differences in influence and the continuous effect of different types of operating parameters when evaluating the break-in effect, achieving accurate calculation of the first operating condition deduction score from both the degree of influence and duration dimensions. Therefore, the above solution improves the accuracy and rationality of judging the degree of singleness of operating conditions, providing reliable data support for subsequent break-in control.

[0010] In conjunction with the first aspect and the above-described implementation, in some possible implementations, the first operating parameter includes the actual gear position, and the second operating parameter includes the actual rotational speed of the power output component. Based on the first and second operating parameters, determining the first and second weighting coefficients includes: determining the gear span between the actual gear position and the reference gear position, where the reference gear position is the initial reference gear position, and the gear span is the number of gears that differ between the actual gear position and the reference gear position; determining the first weighting coefficient as the product of the gear span and the first coefficient, where the first coefficient is the weighting coefficient that increases for each additional unit of gear position; and determining the rotational speed range corresponding to the actual rotational speed, determining the first span interval number between the rotational speed range and the reference rotational speed range, where the rotational speed range and the reference rotational speed range have the same interval length; and determining the second weighting coefficient as the product of the first span interval number and the second coefficient, where the second coefficient is the weighting coefficient that increases for each additional rotational speed of the interval length.

[0011] In the above technical solution, the actual gear position is used as the first operating parameter, and the actual speed is used as the second operating parameter. The gear span between the actual gear position and the reference gear position is determined, and the product of the gear span and a first coefficient is used as the first weighting coefficient. This directly reflects the impact of gear changes on deviations from the target break-in period. The first span interval number between the actual speed range and the reference speed range is determined, and the product of the first span interval number and a second coefficient is used as the second weighting coefficient. This accurately reflects the degree of impact caused by speed differences. The above methods for determining the gear span and the first span interval number are simple and stable, objectively quantifying the deviation between the operating parameters and the reference parameters (reference gear position and reference speed range). Simultaneously, the corresponding weighting coefficients determined by the gear span and the first span interval number are more accurate and reliable, providing a stable and reasonable weighting basis for determining the subsequent first operating condition deduction.

[0012] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining a first benchmark score and a second benchmark score based on the first duration and the second duration includes: comparing the first duration with a plurality of first sample durations corresponding to vehicle gear positions, determining a first sample duration that matches the first duration from the plurality of first sample durations, wherein the first sample duration is positively correlated with the first sample score; determining the first sample score corresponding to the first sample duration from the plurality of first sample durations as the first benchmark score corresponding to the first duration; and comparing the second duration with a plurality of second sample durations corresponding to engine speed, determining a second sample duration that matches the second duration from the plurality of second sample durations, wherein the second sample duration is positively correlated with the second sample score; and determining the second sample score corresponding to the second sample duration from the plurality of second sample durations as the second benchmark score corresponding to the second duration.

[0013] In the above technical solution, a complete sample comparison foundation is constructed based on the massive third correspondence (duration of the first sample and its corresponding first sample score) and the fourth correspondence (duration of the second sample and its corresponding second sample score). This ensures the accuracy and rationality of the mapping between duration and benchmark score. When determining the first and second benchmark scores, the actual first and second durations are matched with the massive samples in the third and fourth correspondences, respectively. This allows for the precise selection of sample durations that highly match the actual runtime, and the corresponding sample scores are then used as the benchmark scores. This solution, supported by abundant samples, avoids errors caused by manually set rules, significantly improving the accuracy and reliability of benchmark score determination.

[0014] In conjunction with the first aspect and the above-described implementations, in some possible implementations, the first operating parameter includes the actual transmission ratio, and the second operating parameter includes the output torque of the power output component. Based on the first and second operating parameters, determining a first weighting coefficient and a second weighting coefficient includes: determining the transmission ratio deviation between the actual transmission ratio and a reference transmission ratio, where the reference transmission ratio is the ideal transmission ratio corresponding to the vehicle achieving the target break-in period; determining the first weighting coefficient as the product of the transmission ratio deviation and a third coefficient, where the third coefficient is the weighting coefficient increased for each additional unit of transmission ratio deviation; and determining the torque range corresponding to the output torque, determining a second span number between the torque range and the reference torque range, where the torque range and the reference torque range have the same range length; and determining the second weighting coefficient as the product of the second span number and a fourth coefficient, where the fourth coefficient is the weighting coefficient increased for each additional unit of torque range.

[0015] In the above technical solution, the actual transmission ratio is used as the first operating parameter, and the output torque of the power output component is used as the second operating parameter. The transmission ratio deviation between the actual transmission ratio and the reference transmission ratio is determined, and the product of the transmission ratio deviation and a third coefficient is used as the first weighting coefficient. This directly reflects the impact of transmission ratio changes on deviations from the target break-in period. The number of second spans between the output torque range and the reference torque range is determined, and the product of the second span number and a fourth coefficient is used as the second weighting coefficient. This accurately reflects the degree of influence caused by torque differences. The above method of determining the transmission ratio deviation and the number of second spans is simple and stable, objectively quantifying the degree of deviation between the operating parameters and the reference parameters (reference transmission ratio and reference torque range). Simultaneously, the corresponding weighting coefficients determined by the transmission ratio deviation and the number of second spans are more accurate and reliable, providing a stable and reasonable weighting basis for determining the subsequent first operating condition deduction.

[0016] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method for determining whether the vehicle is in the break-in stage includes: determining whether the actual mileage of the vehicle is less than the preset mileage; if the actual mileage is less than the preset mileage, determining whether the average speed of the vehicle is within a preset speed range; if the average speed is within the preset speed range, determining whether the cumulative running time of the power output components does not exceed a preset time; if the cumulative running time does not exceed the preset time, determining that the vehicle is in the break-in stage.

[0017] In the above technical solution, the vehicle is determined to be in the break-in period when its actual mileage is less than a preset mileage, its average speed is within a preset speed range, and the cumulative operating time of the power output components does not exceed a preset duration. Specifically, the mileage determination logic excludes vehicles that have already completed basic break-in, the average speed determination logic excludes operating conditions that do not conform to normal break-in conditions, and the cumulative operating time determination further avoids situations exceeding the reasonable break-in period. This multi-condition combined determination method can comprehensively identify vehicles from multiple dimensions such as mileage, speed, and operating time, avoiding misjudgments caused by single-condition determinations and significantly improving the accuracy of determining whether a vehicle is in the break-in period.

[0018] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, before controlling the vehicle, the method further includes: outputting a first reminder message, which is used to remind the vehicle whether it has entered a break-in driving mode, the break-in driving mode being an intervention control mode that assists the vehicle in achieving a target break-in level; and controlling the vehicle when it enters the break-in driving mode.

[0019] In the aforementioned technical solution, a preliminary warning message is output before controlling the vehicle. This promptly informs the driver that the vehicle is about to enter a break-in driving mode designed to assist in improving the break-in process. This ensures the driver's right to know and take control of the vehicle's operation. Controlling the powertrain only after confirming the vehicle has entered this break-in driving mode avoids the impact of unannounced intervention on the driving experience. Simultaneously, this solution also improves the safety and acceptability of the break-in control process, ensuring both effective implementation of break-in control and a balance between the rationality and user-friendliness of driving interaction.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the vehicle is controlled, including: when the actual driving mode of the vehicle is cruise driving mode, adjusting the actual gear of the vehicle to the first gear, which is different from the actual gear; when the actual driving mode is not cruise driving mode, adjusting the target correspondence, which includes a first correspondence between the actual opening of the target pedal and the power output parameters, and / or a second correspondence between the actual driving speed and the actual engine speed and the vehicle gear.

[0021] In the above technical solution, differentiated control processes are executed based on the vehicle's actual driving mode. Specifically, when the vehicle is in cruise driving mode, the actual gear is directly adjusted to a different first gear. This quickly breaks the monotony of a single operating condition. When the vehicle is in non-cruise driving mode, the original target correspondence is adjusted (the first correspondence between actual opening degree and power output parameters, and / or the second correspondence between actual driving speed and actual engine speed and vehicle gear). This proactively optimizes the operating conditions at the control logic level. These two control methods are adapted to different driving scenarios, ensuring both the targetedness and effectiveness of control actions while quickly and stably improving the problem of monotonous operating conditions, enabling the vehicle to accurately and efficiently achieve the target break-in level.

[0022] In conjunction with the first aspect and the above implementation, in some possible implementations, the vehicle is equipped with vibration sensors in multiple mutually perpendicular directions. The method further includes: acquiring vibration parameters of the vehicle in each direction through the vibration sensors in the vehicle; determining, based on the vibration parameters in each direction, whether the vehicle has a fault in a first direction among the multiple directions, wherein the first direction is one or more of the multiple directions; and outputting a second reminder message when the vehicle has a fault in the first direction, the second reminder message being used to remind the vehicle component in the first direction to be repaired.

[0023] In the above technical solution, after the vehicle has been broken in, vibration parameters in various directions are collected by vibration sensors arranged in multiple mutually perpendicular directions. This allows for a comprehensive perception of the vehicle's vibration state across multiple dimensions. Based on the vibration parameters in each direction, it is determined whether a fault has occurred in a first direction among the multiple directions, which can accurately locate the fault direction corresponding to abnormal vibration. When a fault exists in any direction (the first direction), a second reminder message is output, which can promptly prompt the driver to repair the vehicle components in the corresponding direction. This solution combines data collection in multiple directions with targeted fault judgment, which can improve the comprehensiveness and accuracy of fault identification, detect potential problems after the vehicle has been broken in, ensure vehicle operation safety, and achieve a better break-in effect.

[0024] Secondly, a device for controlling a vehicle is provided, the device comprising: a determining module, configured to: when the vehicle is in a break-in period, determine a first operating condition deduction based on a first operating parameter of the transmission system of the vehicle during a preset driving period, a first duration corresponding to the first operating parameter, a second operating parameter of the power system, and a second duration corresponding to the second operating parameter, wherein the first operating condition deduction is a deduction score for the vehicle deviating from a target break-in degree, the target break-in degree being the break-in degree achieved when breaking in the vehicle under multiple operating conditions; determine the difference between a first preset score and the first operating condition deduction as a target score, the first preset score being a benchmark score corresponding to the vehicle achieving the target break-in degree, the target score being used to quantify the break-in degree achieved by the vehicle; and a control module, configured to control the vehicle when the target score is less than a second preset score, so that the vehicle achieves the target break-in degree.

[0025] In conjunction with the second aspect, in some possible implementations, the determining module is specifically used for: determining a first weighting coefficient and a second weighting coefficient based on the first operating parameter and the second operating parameter, wherein the first weighting coefficient is used to quantify the influence of the first operating parameter when the vehicle deviates from the target break-in period, and the second weighting coefficient is used to quantify the influence of the second operating parameter when the vehicle deviates from the target break-in period; determining a first benchmark score and a second benchmark score based on the first duration and the second duration, wherein the first benchmark score is used to quantify the contribution of the continuous operation of the first operating parameter to the vehicle's deviation from the target break-in period, and the second benchmark score is used to quantify the contribution of the continuous operation of the second operating parameter to the vehicle's deviation from the target break-in period; and weighting and fusing the first benchmark score and the second benchmark score based on the first weighting coefficient and the second weighting coefficient to obtain the first operating condition deduction score.

[0026] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first operating parameter includes the actual gear position, the second operating parameter includes the actual speed of the power output component, and the determining module is further configured to: determine the gear span between the actual gear position and the reference gear position, the reference gear position being the initial reference gear position, and the gear span being the number of gears that differ between the actual gear position and the reference gear position; determine the product of the gear span and a first coefficient as the first weighting coefficient, the first coefficient being the weighting coefficient that increases for each additional unit of gear position; and determine the speed range corresponding to the actual speed position, determine the first span interval number between the speed range and the reference speed range, the speed range and the reference speed range having the same interval length; determine the product of the first span interval number and a second coefficient as the second weighting coefficient, the second coefficient being the weighting coefficient that increases for each additional speed range.

[0027] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: compare the first duration with multiple first sample durations corresponding to vehicle gear positions, determine a first sample duration matching the first duration from the multiple first sample durations, wherein the first sample duration is positively correlated with a first sample score; determine the first sample score corresponding to the first sample duration from the multiple first sample durations as a first benchmark score corresponding to the first duration; and compare the second duration with multiple second sample durations corresponding to engine speed, determine a second sample duration matching the second duration from the multiple second sample durations, wherein the second sample duration is positively correlated with a second sample score; and determine the second sample score corresponding to the second sample duration from the multiple second sample durations as a second benchmark score corresponding to the second duration.

[0028] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first operating parameter includes the actual transmission ratio, the second operating parameter includes the output torque of the power output component, and the determining module is specifically further used for: determining the transmission ratio deviation between the actual transmission ratio and the reference transmission ratio, the reference transmission ratio being the ideal transmission ratio corresponding to the vehicle achieving the target break-in degree; determining the first weighting coefficient as the product of the transmission ratio deviation and the third coefficient, the third coefficient being the weighting coefficient that increases for each unit increase in transmission ratio deviation; and determining the torque range corresponding to the output torque, determining the second span interval number between the torque range and the reference torque range, the torque range and the reference torque range having the same interval length; determining the second weighting coefficient as the product of the second span interval number and the fourth coefficient, the fourth coefficient being the weighting coefficient that increases for each increase in the torque of the interval length.

[0029] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further used to: determine whether the actual mileage of the vehicle is less than the preset mileage; if the actual mileage is less than the preset mileage, determine whether the average speed of the vehicle is within the preset speed range; if the average speed is within the preset speed range, determine whether the cumulative running time of the power output component has not exceeded the preset time; if the cumulative running time has not exceeded the preset time, determine that the vehicle is in the break-in stage.

[0030] In conjunction with the second aspect and the above-described implementation methods, in some possible implementation methods, before controlling the vehicle, the device further includes: an output module for outputting a first reminder message, the first reminder message being used to remind the vehicle whether it has entered a break-in driving mode, the break-in driving mode being an intervention control mode that assists the vehicle in achieving a target break-in level; and a control module for controlling the vehicle when it enters the break-in driving mode.

[0031] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to: when the actual driving mode of the vehicle is cruise driving mode, adjust the actual gear of the vehicle to the first gear, which is different from the actual gear; when the actual driving mode is not cruise driving mode, adjust the target correspondence, which includes a first correspondence between the actual opening of the target pedal and the power output parameters, and / or a second correspondence between the actual driving speed and the actual speed and the vehicle gear.

[0032] In conjunction with the second aspect and the above-described implementation, in some possible implementations, the vehicle is equipped with vibration sensors in multiple mutually perpendicular directions. The device further includes: an acquisition module for acquiring vibration parameters of the vehicle in various directions through the vibration sensors in the vehicle; a determination module for determining, based on the vibration parameters in each direction, whether the vehicle has a fault in a first direction among the multiple directions, the first direction being one or more of the multiple directions; and an output module for outputting a second reminder message when the vehicle has a fault in the first direction, the second reminder message being used to remind the vehicle component in the first direction to be repaired.

[0033] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of a vehicle break-in scenario provided in an embodiment of this application; Figure 2 This is a schematic flowchart illustrating a method for controlling a vehicle according to an embodiment of this application; Figure 3 This is a schematic block diagram illustrating a vehicle control method provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a controller provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0035] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0036] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0037] During the break-in period of different vehicles, the driving experience and skill levels of the drivers vary, making it difficult to guarantee a uniform and optimal break-in effect. Some drivers, due to insufficient experience, are unable to expose the vehicle to a variety of driving conditions during the break-in period, often only driving for extended periods under a single, fixed condition. For example... Figure 1 As shown, the first driver drives vehicle A only at a fixed speed on the highway, meaning vehicle A is only being broken in under constant speed conditions at high speed. This single-condition break-in method can lead to insufficient precision in the fit between vehicle components. Over long-term use, this can easily cause problems such as abnormal noises, vibrations, increased fuel consumption, and decreased power. In severe cases, it can even shorten the vehicle's lifespan, thus affecting driving safety and comfort.

[0038] Therefore, it is necessary to identify the degree of break-in during the vehicle's break-in period. To this end, a method for controlling the vehicle is proposed below to objectively and accurately assess the break-in effect. This helps to quickly and accurately identify problems such as monotonous operating conditions and low break-in levels. Specific implementation steps are as follows. Figure 2 .

[0039] Figure 2 This is a schematic flowchart of a method for controlling a vehicle provided in an embodiment of this application.

[0040] It should be understood that the method for controlling a vehicle provided in this application embodiment can be applied to, for example... Figure 1 The vehicle shown (e.g., vehicle A) can also be controlled by the vehicle controller.

[0041] For example, such as Figure 2 As shown, the method 200 includes the following steps 201 to 203.

[0042] Step 201: When the vehicle is in the break-in period, a first operating condition deduction is determined based on the first operating parameters of the transmission system, the first duration corresponding to the first operating parameters, the second operating parameters of the power system, and the second duration corresponding to the second operating parameters during a preset driving period. The first operating condition deduction is the deduction score for the vehicle deviating from the target break-in degree. The target break-in degree is the break-in degree achieved when breaking in the vehicle under various operating conditions.

[0043] It should be understood that the vehicle in step 201 above can be any vehicle equipped with a transmission system and a power system. The function of the power system is to generate and output power, and its operating state directly determines the output characteristics of the power. The function of the transmission system is to transmit power to the wheels. The break-in effect of the vehicle is jointly determined by the operating conditions reflected by the power system and the transmission system. Therefore, the above scheme can simultaneously collect the first operating parameter and the second operating parameter, as well as their respective durations, to determine the deduction points for the first operating condition.

[0044] It should also be understood that during the break-in period, the further the vehicle (i.e., the actual degree of break-in) deviates from the target break-in degree, the higher the score will be in the first operating condition. This break-in period refers to the initial stage of vehicle use (usually between 1000-3000 kilometers), a phase where mechanical components are broken in to reduce microscopic unevenness on their surfaces. These mechanical components include those in the engine, transmission, and braking system.

[0045] The aforementioned target break-in degree specifically refers to the ideal break-in degree when the powertrain and transmission systems have been fully broken in under various typical operating conditions, and the vehicle components (i.e., the mating surfaces of multiple vehicle components that are in contact with each other and move relative to each other) reach a stable state.

[0046] The following describes the specific process of "determining the first operating condition deduction based on the first operating parameter of the transmission system, the first duration corresponding to the first operating parameter, the second operating parameter of the power system, and the second duration corresponding to the second operating parameter during a preset driving period".

[0047] In one possible implementation, step 201, determining the first operating condition deduction based on the first operating parameter of the transmission system, the first duration corresponding to the first operating parameter, the second operating parameter of the power system, and the second duration corresponding to the second operating parameter during a preset driving period, includes: determining a first weighting coefficient and a second weighting coefficient based on the first and second operating parameters, wherein the first weighting coefficient is used to quantify the influence of the first operating parameter when the vehicle deviates from the target break-in level, and the second weighting coefficient is used to quantify the influence of the second operating parameter when the vehicle deviates from the target break-in level; determining a first benchmark score and a second benchmark score based on the first and second durations, wherein the first benchmark score is used to quantify the contribution of the continuous operation of the first operating parameter to the vehicle's deviation from the target break-in level, and the second benchmark score is used to quantify the contribution of the continuous operation of the second operating parameter to the vehicle's deviation from the target break-in level; and weighting and fusing the first benchmark score and the second benchmark score based on the first and second weighting coefficients to obtain the first operating condition deduction.

[0048] It should be understood that in the above scheme, the first operating parameter may include the actual gear position, and the second operating parameter may include the actual speed of the power output component. The higher the actual gear position, the smaller the transmission ratio of the transmission system, and the stronger the coupling relationship between the speed of the power output component and the load. Running a vehicle in a higher gear for an extended period will keep the vehicle in a nearly fixed operating range, easily leading to monotonous operating conditions and uneven break-in. Therefore, the higher the actual gear position, the greater its impact on the actual break-in degree. A higher actual speed means a higher operating speed of the power output component, and the relative speed and contact stress of the friction pairs within the vehicle components also increase, resulting in a more significant break-in effect on the mating surfaces. Therefore, the higher the actual speed, the greater its impact on the actual break-in degree. Here, the friction pair refers to the mating surfaces of a pair of parts in a vehicle that are in contact with each other, sliding or rolling relative to each other, and generating friction.

[0049] In the above technical solution, a first weighting coefficient and a second weighting coefficient are determined based on the first and second operating parameters. This accurately distinguishes the different degrees of influence of the two types of operating parameters on the deviation from the target break-in period. A first benchmark score and a second benchmark score are determined based on the first and second durations, objectively reflecting the actual contribution of various operating parameters to the deviation from the target break-in period during continuous operation. Furthermore, the first benchmark score and the second benchmark score are weighted and fused based on the first and second weighting coefficients to obtain the first operating condition deduction score. This fully considers the differences in influence and the continuous effect of different types of operating parameters when evaluating the break-in effect, achieving accurate calculation of the first operating condition deduction score from both the degree of influence and duration dimensions. Therefore, the above solution improves the accuracy and rationality of judging the degree of singleness of operating conditions, providing reliable data support for subsequent break-in control.

[0050] In one possible implementation, the first operating parameter includes the actual gear position, and the second operating parameter includes the actual rotational speed of the power output component. Based on the first and second operating parameters, determining a first weighting coefficient and a second weighting coefficient includes: determining the gear span between the actual gear position and a reference gear position, where the reference gear position is the initial reference gear position, and the gear span is the number of gears that differ between the actual gear position and the reference gear position; determining the first weighting coefficient as the product of the gear span and a first coefficient, where the first coefficient is the weighting coefficient that increases for each additional unit of gear position; and determining the rotational speed range corresponding to the actual rotational speed, determining a first span interval number between the rotational speed range and a reference rotational speed range, where the rotational speed range and the reference rotational speed range have the same interval length; and determining the second weighting coefficient as the product of the first span interval number and a second coefficient, where the second coefficient is the weighting coefficient that increases for each additional rotational speed of the interval length.

[0051] It should be understood that in the above scheme, the reference gear can be the lowest gear, and the gear span is used to reflect the breadth of gear usage range during the current break-in phase. For example, the vehicle gears include gears 1 through 6, and the gear span between gear 5 and gear 2 is 3. The first span interval number refers to the number of intervals between the speed range where the second operating parameter is located and the reference speed range, used to characterize the size of the interval distribution between the two.

[0052] It should also be understood that the aforementioned reference gear is gear 1, the first coefficient is 0.1 / 1 gear, and the second coefficient is 0.1 / the speed of the aforementioned range length. Optionally, multiple speed ranges include 0–1000 r / min, 1000–2000 r / min, and 2000–3000 r / min, where the reference speed range is 0–1000 r / min, i.e., the first range. The actual speed is 2500 r / min, so the speed range corresponding to the actual speed can be determined to be 2000–3000 r / min, i.e., falling into the third range. Therefore, the number of the first spanning ranges is 2, the second coefficient is the weighting coefficient that increases for every 1000 r / min increase, and the first coefficient is the weighting coefficient that increases for every additional gear.

[0053] In the above technical solution, the actual gear position is used as the first operating parameter, and the actual speed is used as the second operating parameter. The gear span between the actual gear position and the reference gear position is determined, and the product of the gear span and a first coefficient is used as the first weighting coefficient. This directly reflects the impact of gear changes on deviations from the target break-in period. The first span interval number between the actual speed range and the reference speed range is determined, and the product of the first span interval number and a second coefficient is used as the second weighting coefficient. This accurately reflects the degree of impact caused by speed differences. The above methods for determining the gear span and the first span interval number are simple and stable, objectively quantifying the deviation between the operating parameters and the reference parameters (reference gear position and reference speed range). Simultaneously, the corresponding weighting coefficients determined by the gear span and the first span interval number are more accurate and reliable, providing a stable and reasonable weighting basis for determining the subsequent first operating condition deduction.

[0054] Optionally, the aforementioned power output component is an engine or an electric motor.

[0055] In one possible implementation, determining a first benchmark score and a second benchmark score based on the first duration and the second duration includes: comparing the first duration with a plurality of first sample durations corresponding to vehicle gear positions; determining a first sample duration that matches the first duration from the plurality of first sample durations, wherein the first sample duration is positively correlated with the first sample score; determining the first sample score corresponding to the first sample duration from the plurality of first sample durations as the first benchmark score corresponding to the first duration; and comparing the second duration with a plurality of second sample durations corresponding to engine speeds; determining a second sample duration that matches the second duration from the plurality of second sample durations, wherein the second sample duration is positively correlated with the second sample score; and determining the second sample score corresponding to the second sample duration from the plurality of second sample durations as the second benchmark score corresponding to the second duration.

[0056] It should be understood that in the above scheme, the duration of each first sample and its corresponding score within the multiple durations of the first sample correspond to a third correspondence, and the duration of each second sample and its corresponding score within the multiple durations of the second sample correspond to a fourth correspondence. These third and fourth correspondences are pre-set through experiments.

[0057] The positive correlation between the duration of the first sample and the score of the first sample means that the longer the duration of the first sample, the higher the score of the first sample; the positive correlation between the duration of the second sample and the score of the second sample means that the longer the duration of the second sample, the higher the score of the second sample.

[0058] In the above technical solution, a complete sample comparison foundation is constructed based on the massive third correspondence (duration of the first sample and its corresponding first sample score) and the fourth correspondence (duration of the second sample and its corresponding second sample score). This ensures the accuracy and rationality of the mapping between duration and benchmark score. When determining the first and second benchmark scores, the actual first and second durations are matched with the massive samples in the third and fourth correspondences, respectively. This allows for the precise selection of sample durations that highly match the actual runtime, and the corresponding sample scores are then used as the benchmark scores. This solution, supported by abundant samples, avoids errors caused by manually set rules, significantly improving the accuracy and reliability of benchmark score determination.

[0059] It should be noted that the first operating condition deduction can also be determined based on other parameters. For example, the first operating parameter is the actual gear ratio, which is the ratio between the input shaft speed and the output shaft speed of the transmission. The second operating parameter is the output torque of the power output component. That is, the first operating condition deduction includes a second operating condition deduction associated with the actual gear and actual speed, and a third operating condition deduction associated with the actual gear ratio and output torque.

[0060] In some embodiments, the first benchmark score and the second benchmark score are weighted and fused based on the first weighting coefficient and the second weighting coefficient to obtain the first operating condition deduction score, including: when the first operating parameter includes the actual gear and the second operating parameter includes the actual speed of the power output component, the first benchmark score and the second benchmark score are weighted and fused based on the first weighting coefficient associated with the actual gear and the second weighting coefficient associated with the actual speed to obtain a second operating condition deduction score associated with the actual gear and the actual speed; when the first operating parameter includes the actual gear and the actual transmission ratio and the second operating parameter includes the actual speed and output torque of the power output component, the first benchmark score and the second benchmark score are weighted and fused based on the first weighting coefficient associated with the actual transmission ratio and the second weighting coefficient associated with the output torque to obtain a third operating condition deduction score associated with the actual transmission ratio and the output torque; and the first operating condition deduction score is determined based on the second operating condition deduction score and the third operating condition deduction score.

[0061] It should be understood that when the first operating parameter includes the actual gear position and the second operating parameter includes the actual speed of the power output component, the aforementioned first reference score is a reference score determined by the first duration corresponding to the actual gear position, and the second reference score is a reference score determined by the second duration corresponding to the actual speed. When the first operating parameter includes the actual gear position and the actual gear ratio, and the second operating parameter includes the actual speed of the power output component and the output torque, the aforementioned first reference score is a reference score determined by the first duration corresponding to the actual gear ratio, and the second reference score is a reference score determined by the second duration corresponding to the output torque.

[0062] In some embodiments, determining the first operating condition deduction based on the second operating condition deduction and the third operating condition deduction includes: determining the average of the second operating condition deduction and the third operating condition deduction as the first operating condition deduction; or, weighting and fusing the second operating condition deduction and the third operating condition deduction based on a third weighting coefficient and a fourth weighting coefficient to obtain the first operating condition deduction, wherein the third weighting coefficient is used to reflect the contribution of the actual gear and the actual speed when determining the first operating condition deduction, and the fourth weighting coefficient is used to reflect the contribution of the actual transmission ratio and the output torque when determining the first operating condition deduction.

[0063] It should be understood that the sum of the third and fourth weighting coefficients mentioned above is 1.

[0064] Optionally, the third weighting coefficient is 0.6 and the fourth weighting coefficient is 0.4.

[0065] In some embodiments, the method for determining the third and fourth weighting coefficients includes: acquiring sample gears, sample speeds, corresponding first and second sample durations, sample transmission ratios, sample output torques, corresponding third and fourth sample durations for multiple sample vehicles during a preset driving period; each sample vehicle has a corresponding break-in label during the break-in phase, which indicates whether the driving conditions are simple or varied; based on the sample gears, sample speeds, corresponding first and second sample durations, sample transmission ratios, and sample output torques for each sample vehicle during the preset driving period... The third and fourth sample durations, respectively, are used to predict the break-in degree of each sample vehicle during the break-in period. This break-in degree is used to reflect whether the driving conditions are simple or varied. The first identification contribution is determined as the third weighting coefficient. The first identification contribution is the first accuracy rate of the break-in degree obtained based on the sample gear, sample speed, and the corresponding first and second sample durations. The second identification contribution is determined as the fourth weighting coefficient. The second identification contribution is the second accuracy rate of the break-in degree obtained based on the sample transmission ratio, sample output torque, and the corresponding third and fourth sample durations.

[0066] For example, the sample vehicles comprise 100 vehicles, specifically 50 vehicles operating under a single driving condition during the break-in period, and 50 vehicles operating under a variety of driving conditions during the break-in period. When determining the break-in degree of each sample vehicle based on the sample gear, sample engine speed, and their respective first and second sample durations, 35 vehicles are identified as having a break-in degree reflecting a single driving condition, and 35 vehicles are identified as having a break-in degree reflecting a variety of driving conditions. In this case, the first accuracy rate is 70%. When determining the break-in degree of each sample vehicle based on the sample gear ratio, sample output torque, and their respective third and fourth sample durations, 14 vehicles are identified as having a break-in degree reflecting a single driving condition, and 16 vehicles are identified as having a break-in degree reflecting a variety of driving conditions. In this case, the second accuracy rate is 30%. Therefore, the third weighting coefficient is 70%, and the fourth weighting coefficient is 30%.

[0067] In some embodiments, the first operating parameter includes the actual transmission ratio, and the second operating parameter includes the output torque of the power output component. Determining a first weighting coefficient and a second weighting coefficient based on the first and second operating parameters includes: determining the transmission ratio deviation between the actual transmission ratio and a reference transmission ratio, where the reference transmission ratio is the ideal transmission ratio corresponding to the vehicle achieving a target break-in period; determining the first weighting coefficient as the product of the transmission ratio deviation and a third coefficient, where the third coefficient is the weighting coefficient increased for each additional unit of transmission ratio deviation; and determining the torque range corresponding to the output torque, determining a second span number between the torque range and a reference torque range, where the torque range and the reference torque range have the same range length; and determining the second weighting coefficient as the product of the second span number and a fourth coefficient, where the fourth coefficient is the weighting coefficient increased for each additional unit of torque range.

[0068] Optionally, multiple torque ranges include 0–1200 N, 1200–2400 N, and 2400–3600 N, wherein the reference torque range is 0–1200 N.

[0069] In the above technical solution, the actual transmission ratio is used as the first operating parameter, and the output torque of the power output component is used as the second operating parameter. The transmission ratio deviation between the actual transmission ratio and the reference transmission ratio is determined, and the product of the transmission ratio deviation and a third coefficient is used as the first weighting coefficient. This directly reflects the impact of transmission ratio changes on deviations from the target break-in period. The number of second spans between the output torque range and the reference torque range is determined, and the product of the second span number and a fourth coefficient is used as the second weighting coefficient. This accurately reflects the degree of influence caused by torque differences. The above method of determining the transmission ratio deviation and the number of second spans is simple and stable, objectively quantifying the degree of deviation between the operating parameters and the reference parameters (reference transmission ratio and reference torque range). Simultaneously, the corresponding weighting coefficients determined by the transmission ratio deviation and the number of second spans are more accurate and reliable, providing a stable and reasonable weighting basis for determining the subsequent first operating condition deduction.

[0070] It should also be noted that when the first operating parameter includes the actual transmission ratio and the second operating parameter includes the output torque of the power output component, the determination process of the first reference fraction determined by the first duration corresponding to the actual transmission ratio and the second reference fraction determined by the second duration corresponding to the output torque is similar to the determination process of the first reference fraction determined by the first duration corresponding to the actual gear and the second reference fraction determined by the second duration corresponding to the actual speed, and will not be repeated here.

[0071] The process of determining that "the vehicle is in the break-in period" is described below.

[0072] In one possible implementation, the method for determining whether the vehicle is in the break-in phase includes: determining whether the actual mileage of the vehicle is less than a preset mileage; if the actual mileage is less than the preset mileage, determining whether the average speed of the vehicle is within a preset speed range; if the average speed is within the preset speed range, determining whether the cumulative running time of the power output components does not exceed a preset time; if the cumulative running time does not exceed the preset time, determining that the vehicle is in the break-in phase.

[0073] It should be understood that, in the above scheme, whether the actual mileage is less than the preset mileage serves to comprehensively judge whether the break-in period is incomplete based on the intensity of use. Only within the preset mileage are the vehicle components in an initial coordination and break-in state; exceeding this preset mileage is generally considered to indicate that the break-in is essentially complete. Whether the average driving speed is within the preset speed range serves to judge whether the vehicle is in a normal break-in stage based on actual usage conditions. This avoids misjudging the vehicle's normal break-in state under extreme low speeds (prolonged idling) or extreme high speeds (exceeding the reasonable break-in range), ensuring that the vehicle closely matches real break-in conditions. Whether the cumulative running time of the power output components does not exceed the preset time serves to supplement the judgment on whether the vehicle is in a normal break-in stage based on running time. For example, some vehicles experience prolonged low speeds, frequent idling, and frequent short-distance start-stop operations, but the cumulative running time of the power output components is insufficient. In this case, the vehicle's break-in level is considered not yet up to standard.

[0074] In the above technical solution, the vehicle is determined to be in the break-in period when its actual mileage is less than a preset mileage, its average speed is within a preset speed range, and the cumulative operating time of the power output components does not exceed a preset duration. Specifically, the mileage determination logic excludes vehicles that have already completed basic break-in, the average speed determination logic excludes operating conditions that do not conform to normal break-in conditions, and the cumulative operating time determination further avoids situations exceeding the reasonable break-in period. This multi-condition combined determination method can comprehensively identify vehicles from multiple dimensions such as mileage, speed, and operating time, avoiding misjudgments caused by single-condition determinations and significantly improving the accuracy of determining whether a vehicle is in the break-in period.

[0075] Step 202: The difference between the first preset score and the first working condition deduction score is determined as the target score. The first preset score is the benchmark score corresponding to the vehicle achieving the target break-in degree. The target score is used to quantify the break-in degree achieved by the vehicle.

[0076] It should be understood that in step 202 above, the first preset score can be a full score of 100.

[0077] Step 203: If the target score is less than the second preset score, control the vehicle to make the vehicle achieve the target break-in level.

[0078] It should be understood that in step 203 above, the second preset score is relatively small. When the target score is less than the second preset score, it indicates that the actual break-in degree of the vehicle is very low, the range of driving conditions is extremely narrow, and the diversity of driving conditions is seriously insufficient. It can be determined that the vehicle's driving conditions are monotonous during the break-in period.

[0079] It should be noted that after controlling the vehicle, method 200 also performs vehicle inspection. Specifically, when the vehicle enters the break-in period again, it acquires the first operating parameters, the first duration, the second operating parameters, and the second duration within a preset driving period to determine the first operating condition deduction. Based on this first operating condition deduction and the first preset score, a target score is determined to reassess the actual break-in level of the vehicle. Therefore, the first operating condition deduction is reset during each break-in period.

[0080] In one possible implementation, before controlling the vehicle, the method 200 further includes: outputting a first reminder message to remind the vehicle whether it has entered a break-in driving mode, which is an intervention control mode to assist the vehicle in achieving a target break-in level; and controlling the vehicle when it enters the break-in driving mode.

[0081] In the aforementioned technical solution, a preliminary warning message is output before controlling the vehicle. This promptly informs the driver that the vehicle is about to enter a break-in driving mode designed to assist in improving the break-in process. This ensures the driver's right to know and take control of the vehicle's operation. Controlling the powertrain only after confirming the vehicle has entered this break-in driving mode avoids the impact of unannounced intervention on the driving experience. Simultaneously, this solution also improves the safety and acceptability of the break-in control process, ensuring both effective implementation of break-in control and a balance between the rationality and user-friendliness of driving interaction.

[0082] The specific process of "controlling the vehicle" is described below.

[0083] In one possible implementation, step 203 involves controlling the vehicle, including: when the actual driving mode of the vehicle is cruise driving mode, adjusting the actual gear of the vehicle to a first gear, which is different from the actual gear; when the actual driving mode is not cruise driving mode, adjusting the target correspondence, which includes a first correspondence between the actual opening of the target pedal and the power output parameters, and / or a second correspondence between the actual driving speed and the actual engine speed and the vehicle gear.

[0084] It should be understood that in the above scheme, the first gear is either higher than the actual gear, or lower than the actual gear. A driving condition is determined by the speed, load, and gear of the power output component. When all three remain unchanged, it indicates a completely singular driving condition. When the vehicle is in cruise driving mode, the vehicle travels at a constant speed. After upshifting or downshifting, the speed of the power output component is immediately increased or decreased, and the load (work intensity, etc.) of the power output component increases or decreases. This causes the power system to break away from the original fixed driving condition (the original combination of speed, load, and gear is disrupted), and jump to a new driving condition, thereby achieving the purpose of eliminating the singular driving condition.

[0085] It should also be understood that in the above scheme, adjusting the first correspondence controls the powertrain to output higher / lower power output parameters (such as engine speed) when the target pedal is depressed to the same depth; adjusting the second correspondence controls the vehicle to upshift earlier or downshift at lower speeds, thus controlling the vehicle to upshift earlier / downshift later, causing the power output components (engine / motor) to enter a higher or lower speed range, thereby controlling the vehicle to more actively shift to other gears at the same speed. Therefore, when the vehicle is in non-cruise driving mode, adjusting the target correspondence can also solve the problem of the vehicle's monotonous driving conditions.

[0086] It's important to note that the above scheme describes a mutually exclusive control logic. The cruise control mode outlines a driving mode where "speed is constant, the driver does not operate the accelerator pedal, and the vehicle automatically maintains its speed." In this mode, forced gear shifts can be performed to change the break-in process. However, when the actual driving mode is not cruise control, other break-in methods can only be achieved by adjusting the vehicle's internal parameters (such as adjusting the target correspondence).

[0087] In the above technical solution, differentiated control processes are executed based on the vehicle's actual driving mode. Specifically, when the vehicle is in cruise driving mode, the actual gear is directly adjusted to a different first gear. This quickly breaks the monotony of a single operating condition. When the vehicle is in non-cruise driving mode, the original target correspondence is adjusted (the first correspondence between actual opening degree and power output parameters, and / or the second correspondence between actual driving speed and actual engine speed and vehicle gear). This proactively optimizes the operating conditions at the control logic level. These two control methods are adapted to different driving scenarios, ensuring both the targetedness and effectiveness of control actions while quickly and stably improving the problem of monotonous operating conditions, enabling the vehicle to accurately and efficiently achieve the target break-in level.

[0088] The following describes the "usage process after the vehicle has completed its break-in period".

[0089] In one possible implementation, the vehicle is equipped with vibration sensors in multiple mutually perpendicular directions. The method 200 further includes: acquiring vibration parameters of the vehicle in each direction through the vibration sensors in the vehicle; determining, based on the vibration parameters in each direction, whether the vehicle has a fault in a first direction among the multiple directions, the first direction being one or more of the multiple directions; and outputting a second reminder message when the vehicle has a fault in the first direction, the second reminder message being used to remind the vehicle component in the first direction to be repaired.

[0090] It should be understood that in the above scheme, the multiple mutually perpendicular directions include the vehicle's forward / reverse direction (longitudinal direction), left / right direction (lateral direction), and up / down direction (vertical direction). The above scheme describes an assessment of the break-in status based on the vehicle's vibration parameters in various directions after the break-in period, in order to identify existing problems in the vehicle and provide timely warnings. In other words, it can be viewed as introducing a flaw detection system (fault detection system) after the vehicle's break-in period to assist in determining the break-in effect.

[0091] In the above technical solution, after the vehicle has been broken in, vibration parameters in various directions are collected by vibration sensors arranged in multiple mutually perpendicular directions. This allows for a comprehensive perception of the vehicle's vibration state across multiple dimensions. Based on the vibration parameters in each direction, it is determined whether a fault has occurred in a first direction among the multiple directions, which can accurately locate the fault direction corresponding to abnormal vibration. When a fault exists in any direction (the first direction), a second reminder message is output, which can promptly prompt the driver to repair the vehicle components in the corresponding direction. This solution combines data collection in multiple directions with targeted fault judgment, which can improve the comprehensiveness and accuracy of fault identification, detect potential problems after the vehicle has been broken in, ensure vehicle operation safety, and achieve a better break-in effect.

[0092] In some embodiments, the vibration parameters include vibration amplitude, vibration frequency, and vibration spectrum. Based on the vibration parameters in each direction, determining whether the vehicle has a fault in a first direction among multiple directions includes: if the vibration amplitude in the vertical direction is greater than a first preset vibration amplitude and the vibration spectrum contains a characteristic frequency of a first preset fault, determining that a bearing component in the vertical direction has a fault, the first preset fault including faults in the inner ring, outer ring, and steel balls of the bearing component; if the vibration amplitude in the longitudinal or lateral direction is greater than a second preset vibration amplitude and the vibration frequency is greater than a first preset frequency, determining that a rotating component in the vehicle has a fault, the rotating component including a motor rotor, drive shaft, and impeller; if the vibration amplitude in the longitudinal, lateral, and vertical directions is not within the preset amplitude range and the vibration spectrum contains a characteristic frequency of a second preset fault, determining that a gear meshing fault has occurred, the second preset fault including excessive gear meshing clearance and wear on the gear teeth.

[0093] It should be understood that in the above scheme, the motor rotor is the power output rotating component in the rotating parts, driven by the motor to provide rotational power; the drive shaft is the power transmission component in the rotating parts, used to transmit torque and speed; the impeller is the working actuator in the rotating parts, realizing fluid work or energy conversion through rotation. The aforementioned tooth surface is the working surface on the gear that participates in meshing, that is, the side contact area of ​​the gear teeth.

[0094] Figure 3 This is a schematic block diagram of a vehicle control method provided in an embodiment of this application.

[0095] For example, such as Figure 3 As shown, the system determines whether the vehicle is currently in the break-in period. If the vehicle is in the break-in period, it obtains the first operating condition deduction score corresponding to the current preset driving time period. This first operating condition deduction score is determined based on the first operating parameters of the transmission system, the first duration corresponding to the first operating parameters, and the second operating parameters of the power system and the second duration corresponding to the second operating parameters within the preset driving time period. The difference between the first preset score and the first operating condition deduction score is determined as the target score corresponding to the current preset driving time period. The target score is compared with the second preset score. If the target score is less than the second preset score, a first reminder message is output. If it is determined that the vehicle has entered the break-in driving mode, the actual driving mode of the vehicle is determined. If the actual driving mode of the vehicle is cruise driving mode, the actual gear of the vehicle is adjusted to the first gear, and the vehicle is controlled to run continuously in the first gear for the first preset time. If the actual driving mode is not cruise driving mode, the target correspondence is adjusted, and the vehicle is controlled to run continuously in the adjusted target correspondence for the first preset time. Subsequently, the first operating condition deduction score is reset.

[0096] The process ends if the vehicle is not in the break-in period, or if the target score is greater than or equal to the second preset score, or if it is determined that the vehicle will not enter the break-in driving mode.

[0097] Figure 4 This is a schematic diagram of a device for controlling a vehicle provided in an embodiment of this application.

[0098] For example, such as Figure 4 As shown, the device 400 includes: Determine module 401, used for: When a vehicle is in the break-in period, a first operating condition deduction is determined based on the first operating parameters of the transmission system, the first duration corresponding to the first operating parameters, the second operating parameters of the power system, and the second duration corresponding to the second operating parameters during a preset driving period. The first operating condition deduction is the deduction score for the vehicle deviating from the target break-in degree. The target break-in degree is the break-in degree achieved when breaking in the vehicle under various operating conditions. The difference between the first preset score and the deduction score for the first working condition is determined as the target score. The first preset score is the benchmark score corresponding to the vehicle achieving the target break-in level. The target score is used to quantify the break-in level achieved by the vehicle. The control module 402 is used to control the vehicle when the target score is less than the second preset score, so that the vehicle can achieve the target break-in level.

[0099] Optionally, the determining module 401 is specifically used for: determining a first weighting coefficient and a second weighting coefficient based on the first operating parameter and the second operating parameter, wherein the first weighting coefficient is used to quantify the influence of the first operating parameter when the vehicle deviates from the target break-in degree, and the second weighting coefficient is used to quantify the influence of the second operating parameter when the vehicle deviates from the target break-in degree; determining a first benchmark score and a second benchmark score based on the first duration and the second duration, wherein the first benchmark score is used to quantify the contribution of the continuous operation of the first operating parameter to the vehicle's deviation from the target break-in degree, and the second benchmark score is used to quantify the contribution of the continuous operation of the second operating parameter to the vehicle's deviation from the target break-in degree; and weighting and fusing the first benchmark score and the second benchmark score based on the first weighting coefficient and the second weighting coefficient to obtain the first operating condition deduction score.

[0100] Optionally, the first operating parameter includes the actual gear position, and the second operating parameter includes the actual speed of the power output component. The determining module 401 is further configured to: determine the gear span between the actual gear position and the reference gear position, wherein the reference gear position is the initial reference gear position, and the gear span is the number of gears that differ between the actual gear position and the reference gear position; determine the first weighting coefficient by multiplying the gear span by a first coefficient, wherein the first coefficient is the weighting coefficient that increases for each additional unit of gear position; and determine the speed range corresponding to the actual speed position, determine the first span interval number between the speed range and the reference speed range, wherein the speed range and the reference speed range have the same interval length; and determine the second weighting coefficient by multiplying the first span interval number by a second coefficient, wherein the second coefficient is the weighting coefficient that increases for each additional speed range.

[0101] Optionally, the determining module 401 is further configured to: compare the first duration with a plurality of first sample durations corresponding to vehicle gear positions, determine a first sample duration that matches the first duration from the plurality of first sample durations, wherein the first sample duration is positively correlated with a first sample score; determine the first sample score corresponding to the first sample duration from the plurality of first sample durations as a first benchmark score corresponding to the first duration; and compare the second duration with a plurality of second sample durations corresponding to engine speed, determine a second sample duration that matches the second duration from the plurality of second sample durations, wherein the second sample duration is positively correlated with a second sample score; and determine the second sample score corresponding to the second sample duration from the plurality of second sample durations as a second benchmark score corresponding to the second duration.

[0102] Optionally, the determining module 401 is further configured to: the first operating parameter includes the actual transmission ratio, the second operating parameter includes the output torque of the power output component, and the determining module is further configured to: determine the transmission ratio deviation between the actual transmission ratio and the reference transmission ratio, the reference transmission ratio being the ideal transmission ratio corresponding to the vehicle achieving the target break-in degree; determine the first weighting coefficient by multiplying the transmission ratio deviation by a third coefficient, the third coefficient being the weighting coefficient that increases for each unit increase in transmission ratio deviation; and determine the torque range corresponding to the output torque, determine the second span number between the torque range and the reference torque range, the torque range and the reference torque range having the same range length; determine the second weighting coefficient by multiplying the second span number by a fourth coefficient, the fourth coefficient being the weighting coefficient that increases for each increase in torque range length.

[0103] Optionally, the determining module 401 is further configured to: determine whether the actual mileage of the vehicle is less than the preset mileage; if the actual mileage is less than the preset mileage, determine whether the average speed of the vehicle is within the preset speed range; if the average speed is within the preset speed range, determine whether the cumulative running time of the power output component does not exceed the preset time; if the cumulative running time does not exceed the preset time, determine that the vehicle is in the break-in stage.

[0104] Optionally, before controlling the vehicle, the device 400 further includes: an output module for outputting a first reminder message, which is used to remind the vehicle whether it has entered a break-in driving mode, the break-in driving mode being an intervention control mode to assist the vehicle in achieving a target break-in level; and a control module 402 for controlling the vehicle when it enters the break-in driving mode.

[0105] Optionally, the control module 402 is specifically configured to: when the actual driving mode of the vehicle is cruise driving mode, adjust the actual gear of the vehicle to the first gear, which is different from the actual gear; when the actual driving mode is not cruise driving mode, adjust the target correspondence, which includes a first correspondence between the actual opening of the target pedal and the power output parameters, and / or a second correspondence between the actual driving speed and the actual engine speed and the vehicle gear.

[0106] Optionally, the vehicle is equipped with vibration sensors in multiple mutually perpendicular directions. The device 400 further includes: an acquisition module for acquiring vibration parameters of the vehicle in each direction through the vibration sensors in the vehicle; a determination module 401 for determining, based on the vibration parameters in each direction, whether the vehicle has a fault in a first direction among the multiple directions, the first direction being one or more of the multiple directions; and an output module for outputting a second reminder message when the vehicle has a fault in the first direction, the second reminder message being used to remind the vehicle component in the first direction to be repaired.

[0107] Figure 5 This is a schematic diagram of the structure of a controller provided in an embodiment of this application.

[0108] For example, such as Figure 5 As shown, the controller 500 includes a storage module 501 and a processing module 502. The storage module 501 stores executable program code 503, and the processing module 502 is used to call and execute the executable program code 503 to perform a method for controlling a vehicle.

[0109] Figure 6This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0110] For example, such as Figure 6 As shown, the vehicle 600 includes a memory 601 and a processor 602, wherein the memory 601 stores executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a method for controlling the vehicle.

[0111] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling a vehicle provided in embodiments of this application.

[0112] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0113] When each functional module is divided according to its corresponding function, the device may further include a determining module, an acquiring module, a controlling module, and an output module. It should be noted that all relevant content in the above method embodiments can be referenced in the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0114] It should be understood that the device provided in this embodiment is used to execute the above-described method for controlling a vehicle, and therefore can achieve the same effect as the above-described implementation method.

[0115] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant executable program code.

[0116] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0117] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for controlling a vehicle provided in the above embodiments.

[0118] This embodiment also provides a computer-readable storage medium storing executable program code. When the executable program code is run on a computer, the computer performs the aforementioned method steps to implement the method for controlling a vehicle provided in the above embodiment.

[0119] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for controlling a vehicle provided in the above embodiment.

[0120] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0121] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0122] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0123] 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.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: When a vehicle is in the break-in period, a first operating condition deduction is determined based on the first operating parameters of the transmission system, the first duration corresponding to the first operating parameters, the second operating parameters of the power system, and the second duration corresponding to the second operating parameters during a preset driving period. The first operating condition deduction is the deduction score for the vehicle deviating from the target break-in degree. The target break-in degree is the break-in degree achieved when breaking in the vehicle under various operating conditions. The difference between the first preset score and the first working condition deduction score is determined as the target score. The first preset score is the benchmark score corresponding to the vehicle achieving the target break-in degree. The target score is used to quantify the break-in degree achieved by the vehicle. If the target score is less than the second preset score, the vehicle is controlled to achieve the target break-in level.

2. The method according to claim 1, characterized in that, The determination of the first operating condition deduction based on the first operating parameters of the vehicle's transmission system during a preset driving period, the first duration corresponding to the first operating parameters, the second operating parameters of the power system, and the second duration corresponding to the second operating parameters includes: Based on the first operating parameter and the second operating parameter, a first weighting coefficient and a second weighting coefficient are determined. The first weighting coefficient is used to quantify the influence of the first operating parameter when the vehicle deviates from the target break-in degree, and the second weighting coefficient is used to quantify the influence of the second operating parameter when the vehicle deviates from the target break-in degree. Based on the first duration and the second duration, a first benchmark score and a second benchmark score are determined. The first benchmark score is used to quantify the contribution of the continuous operation of the first operating parameter to the vehicle's deviation from the target break-in period, and the second benchmark score is used to quantify the contribution of the continuous operation of the second operating parameter to the vehicle's deviation from the target break-in period. Based on the first weighting coefficient and the second weighting coefficient, the first benchmark score and the second benchmark score are weighted and fused to obtain the first working condition deduction score.

3. The method according to claim 2, characterized in that, The first operating parameter includes the actual gear position, and the second operating parameter includes the actual speed of the power output component. Determining the first weighting coefficient and the second weighting coefficient based on the first and second operating parameters includes: Determine the gear span between the actual gear and the reference gear, where the reference gear is the initial reference gear, and the gear span is the number of gears that differ between the actual gear and the reference gear; The product of the gear range and the first coefficient is determined as the first weighting coefficient, where the first coefficient is the weighting coefficient that increases for each additional unit of gear range; and, Determine the speed range corresponding to the actual speed, and determine the first span number between the speed range and the reference speed range, wherein the speed range and the reference speed range have the same range length; The product of the first span number and the second coefficient is determined as the second weighting coefficient, which is the weighting coefficient that increases with each increase in the rotational speed of the span length.

4. The method according to claim 3, characterized in that, The determination of the first benchmark score and the second benchmark score based on the first duration and the second duration includes: The first duration is compared with multiple first sample durations corresponding to the vehicle gear, and a first sample duration that matches the first duration is determined from the multiple first sample durations. The first sample duration is positively correlated with the first sample score. The first sample score corresponding to the duration of the first sample among the plurality of first sample durations is determined as the first baseline score corresponding to the first duration; and, The second duration is compared with a plurality of second sample durations corresponding to the rotational speed, and a second sample duration that matches the second duration is determined from the plurality of second sample durations. The second sample duration is positively correlated with the second sample score. The second sample score corresponding to the duration of the second sample among the plurality of second sample durations is determined as the second baseline score corresponding to the second duration.

5. The method according to claim 2, characterized in that, The first operating parameter includes the actual transmission ratio, and the second operating parameter includes the output torque of the power output component. Determining the first weighting coefficient and the second weighting coefficient based on the first and second operating parameters includes: Determine the transmission ratio deviation between the actual transmission ratio and the reference transmission ratio, wherein the reference transmission ratio is the ideal transmission ratio corresponding to the vehicle achieving the target break-in degree; The product of the transmission ratio deviation and the third coefficient is determined as the first weighting coefficient, and the third coefficient is the weighting coefficient that increases for each unit increase in transmission ratio deviation. Determine the torque range corresponding to the output torque, and determine the second span number between the torque range and the reference torque range, wherein the torque range and the reference torque range have the same range length; The product of the second span number and the fourth coefficient is determined as the second weighting coefficient, where the fourth coefficient is the weighting coefficient that is increased for each increase in the torque of the span length.

6. The method according to claim 1, characterized in that, The methods for determining whether a vehicle is in the break-in period include: Determine whether the actual mileage of the vehicle is less than the preset mileage; If the actual mileage is less than the preset mileage, determine whether the average speed of the vehicle is within the preset speed range. When the average driving speed is within the preset speed range, determine whether the cumulative running time of the power output component has not exceeded the preset time. If the cumulative running time does not exceed the preset time, the vehicle is determined to be in the break-in phase.

7. The method according to any one of claims 1-6, characterized in that, Before controlling the vehicle, the method further includes: Output a first reminder message, which is used to remind the vehicle whether it has entered the break-in driving mode. The break-in driving mode is an intervention control mode that assists the vehicle in achieving the target break-in level. When the vehicle enters the break-in driving mode, the powertrain is controlled.

8. The method according to any one of claims 1-6, characterized in that, The control of the vehicle includes: When the actual driving mode of the vehicle is cruise driving mode, the actual gear of the vehicle is adjusted to the first gear, which is different from the actual gear. When the actual driving mode is not the cruise driving mode, the target correspondence is adjusted. The target correspondence includes a first correspondence between the actual opening of the target pedal and the power output parameters, and / or a second correspondence between the actual driving speed and the actual engine speed and the vehicle gear.

9. The method according to any one of claims 1-6, characterized in that, The vehicle is equipped with vibration sensors in multiple mutually perpendicular directions, and the method further includes: Vibration parameters of the vehicle in various directions are obtained by vibration sensors in the vehicle. Based on the vibration parameters in each direction, it is determined whether the vehicle has a fault in a first direction among multiple directions, where the first direction is one or more of the multiple directions; In the event of a malfunction in the vehicle in the first direction, a second reminder message is output, which is used to remind the vehicle components in the first direction to be repaired.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

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