Vehicle universal ignition state detection method and device

Abstract

The application provides a vehicle general ignition state detection method and device, comprising: based on the battery voltage of each sampling point, the off reference average line, the short period moving average line and the long period moving average line are respectively calculated in real time; based on the current off reference average line and the preset threshold percentage, the dynamic judgment threshold is obtained; based on the dynamic judgment threshold, the short period moving average line and the long period moving average line, the ignition state layered judgment is carried out, and whether the vehicle is in the ignition state is judged; if the judgment meets the off condition, it is judged that the vehicle is in the off state. The application can adapt to the ignition voltage characteristics of fuel cars and pure electric cars at the same time; can solve the problem of missed judgment and misjudgment in the low voltage scene of the battery; the application combines the complete voltage characteristics of ignition and the vehicle motion state, improves the detection anti-interference ability; the application optimizes the judgment parameters, considers the response speed and stability, and avoids delay or idling misjudgment.

Description

Technical Field

[0001] This invention relates to a universal method and apparatus for detecting the ignition status of vehicles. Background Technology

[0002] Accurate detection of vehicle ignition status is one of the core functions of in-vehicle electronic devices such as dashcams, in-vehicle terminals, and battery management systems. The detection results directly affect the device's operating logic, such as startup recording, charging protection, and sleep / wake-up. Existing methods for detecting vehicle ignition status are not interchangeable between gasoline-powered vehicles and pure electric vehicles, and are prone to misjudgment. Summary of the Invention

[0003] The purpose of this invention is to provide a universal method and apparatus for detecting the ignition status of vehicles.

[0004] To address the above problems, this invention provides a universal vehicle ignition status detection method, comprising: The voltage sampling module collects the battery voltage at each sampling point at a preset frequency; The data processing module calculates the engine shutdown baseline, short-term moving average, and long-term moving average in real time based on the battery voltage at each sampling point. The data processing module obtains a dynamic judgment threshold based on the current flameout baseline and the preset threshold percentage. The data processing module performs tiered ignition status determination based on dynamic judgment thresholds, short-period moving averages, and long-period moving averages to determine whether the vehicle is currently in an ignition state. If the vehicle is determined to be in the ignition state, and if the data processing module determines that the conditions for turning off the engine are met, then the vehicle is currently in the off state.

[0005] Furthermore, in the above method, the real-time calculation of the shutdown baseline moving average includes: The sliding average of the voltage levels at the most recent M sampling points when the vehicle is in a turned-off state is continuously taken as the current engine-off baseline.

[0006] Furthermore, in the above method, the real-time calculation of short-period moving averages includes: The moving average of the voltage levels at the most recent S consecutive sampling points when the vehicle is in an off-state and / or ignition state is taken as the short-period moving average; where S <M。

[0007] Furthermore, in the above method, the real-time calculation of long-term moving averages includes: The moving average of the voltage levels at the most recent L consecutive sampling points when the vehicle is in both off and / or ignition states is taken as the long-period moving average; where S <L<M。

[0008] Furthermore, in the above method, the data processing module obtains a dynamic judgment threshold based on the current shutdown baseline and a preset threshold percentage, including: Dynamic judgment threshold = Average line of engine shutdown baseline × Preset threshold percentage.

[0009] Furthermore, in the above method, the data processing module performs tiered determination of ignition status based on dynamic judgment thresholds, short-period moving averages, and long-period moving averages to determine whether the vehicle is currently in an ignition state, including: The data processing module is based on dynamic judgment thresholds, short-cycle moving averages and long-cycle moving averages. If the judgment simultaneously meets the voltage drop characteristics and voltage recovery characteristics, the pre-ignition trigger condition is met and the vehicle is in the pre-ignition state. When the vehicle is in the pre-ignition state, it continues to determine whether any ignition confirmation condition is met. If the ignition confirmation condition is met, the vehicle is determined to be in the ignition state, and the output module outputs an ignition signal.

[0010] Furthermore, in the above method, the voltage drop characteristic is: within the sampling interval covered by the short-period moving average, the difference between the maximum voltage value and the minimum voltage value is ≥ a preset voltage drop threshold. The voltage recovery characteristics are: the short-period moving average is greater than the long-period moving average, and the difference between the short-period moving average and the long-period moving average is greater than or equal to the dynamic judgment threshold.

[0011] Furthermore, in the above method, the ignition confirmation condition includes any one of the following: The duration during which the vehicle is in pre-ignition state is greater than or equal to the preset duration; When the vehicle is in pre-ignition mode, the motion detection module detects vehicle movement.

[0012] Furthermore, in the above method, the flameout condition includes any one of the following: The vehicle remains stationary for a duration greater than or equal to the first preset stationary duration. The difference between the periodic moving average and the shutdown baseline is less than the shutdown regression threshold, and the vehicle's stationary time is greater than or equal to the second preset stationary time.

[0013] According to another aspect of the present invention, a universal vehicle ignition status detection device is also provided, comprising: The voltage sampling module is used to collect the battery voltage at each sampling point at a preset frequency; The data processing module is used to calculate the shutdown baseline, short-period moving average, and long-period moving average in real time based on the battery voltage at each sampling point; to obtain a dynamic judgment threshold based on the current shutdown baseline and a preset threshold percentage; and to perform tiered judgment of ignition status based on the dynamic judgment threshold, the short-period moving average, and the long-period moving average to determine whether the vehicle is in an ignition state. If the vehicle is determined to be in an ignition state and the shutdown conditions are met, then the vehicle is determined to be in a shutdown state.

[0014] This invention provides a universal vehicle ignition status detection solution that is compatible with the ignition voltage characteristics of both gasoline vehicles and pure electric vehicles; it can solve the problems of missed detection and false detection in scenarios with low battery voltage (≤12.2V); this invention combines the complete voltage characteristics of ignition with the vehicle's motion state to improve the detection's anti-interference capability; this invention optimizes the judgment parameters, taking into account both response speed and stability, and avoiding delay or idling false detection.

[0015] The present invention has the following significant beneficial effects: 1) High versatility: By dynamically determining the threshold (percentage coefficient) and adapting to multiple moving averages, it simultaneously meets the ignition voltage characteristics of both fuel vehicles (1~2V rise) and pure electric vehicles (0.1~0.7V rise), without the need to adjust parameters for different vehicle models; 2) High reliability in low battery voltage scenarios: The dynamic judgment threshold decreases synchronously with the engine shutdown reference voltage, so even if the battery voltage is low (≤12.2V), it can accurately capture small voltage rebounds and avoid missed judgments; 3) Outstanding anti-interference capability: Combining the core ignition voltage characteristic of "first decrease then increase," it filters out voltage rises in non-ignition scenarios such as "battery charging during engine shutdown" and "fluctuations in the start-stop operation of electrical equipment," significantly reducing the false positive rate. This requires simultaneously satisfying both the voltage drop characteristic (the difference between the maximum and minimum voltage within a short period ≥ 0.8V) and the voltage recovery characteristic (short-period moving average > long-period moving average, and the difference ≥ dynamic threshold). This is precisely the core voltage characteristic of "first decrease then increase," effectively filtering out non-ignition scenarios such as "battery charging during engine shutdown" and "fluctuations in the start-stop operation of electrical equipment" that only show voltage rises without voltage drops. 4) Timely response and no idling misjudgment: The duration of pre-ignition to ignition is only 8 seconds, with a fast response speed; the static time for the engine shutdown judgment is set to 5 minutes to avoid misjudgment in idling scenarios such as waiting at red lights and temporary stops; 5) Robustness: The system dynamically updates the ignition shutdown baseline to adapt to baseline drift caused by changes in battery temperature, aging, and charge level, ensuring high stability over long-term use. This invention relates to the field of vehicle electronic control technology, specifically to a universal ignition status detection method and device applicable to both gasoline-powered and pure electric vehicles, particularly suitable for high-reliability ignition determination in complex scenarios such as low battery voltage and voltage fluctuations. Attached Figure Description

[0016] Figure 1 This is a flowchart of a vehicle universal ignition status detection method according to an embodiment of the present invention. Detailed Implementation

[0017] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0018] The existing vehicle ignition detection technology has the following main drawbacks: 1) Poor adaptability: Traditional detection methods use fixed absolute voltage thresholds, such as "ignition is determined when the voltage rise is ≥0.5V", which does not take into account the differences in starting voltage characteristics between fuel vehicles and pure electric vehicles. For example, the voltage rise of fuel vehicles is 1~2V, while that of pure electric vehicles is 0.1~0.7V, which makes them incompatible. 2) Unreliable in low battery voltage scenarios: When the battery is old or depleted, resulting in a low static voltage (≤12.2V), the voltage recovery after ignition of a pure electric vehicle may be lower than a fixed threshold, leading to missed detection; while for fuel vehicles, voltage fluctuations may cause false alarms and engine stalling. 3) Weak anti-interference capability: It relies solely on the voltage rise amplitude for judgment, without taking into account the core voltage characteristics of ignition (first drop then rise), making it susceptible to interference from scenarios such as "battery charging when the engine is off" and "voltage fluctuations caused by the start and stop of electrical equipment," leading to misjudgments. 4) Response delay or misjudgment scenarios are common: The design of the moving average period and judgment time parameters in the existing solution is unreasonable, resulting in ignition judgment delay (e.g., 30 seconds) or misjudgment of engine shutdown when idling (e.g., engine shutdown is judged after 3 minutes of stillness).

[0019] Therefore, there is an urgent need for a universal ignition status detection solution that is compatible with both fuel vehicles and pure electric vehicles, can handle low battery voltage conditions, and has high reliability and low false alarm rate.

[0020] like Figure 1 As shown, the present invention provides a universal vehicle ignition status detection method, comprising: Step S1: The voltage sampling module collects the battery voltage at each sampling point at a preset frequency; Here, the real-time voltage of the vehicle's 12V low-voltage battery can be collected through a voltage sampling module. The sampling frequency can be 1 to 3 seconds / time, preferably 2 seconds / time.

[0021] The motion detection module can detect whether the vehicle is in motion, such as by using an accelerometer or GPS positioning changes.

[0022] The data processing module can store historical voltage data, calculate moving averages, and execute ignition and shutdown determination logic. The final ignition or shutdown status can be output through the output module for use by the vehicle's electronic equipment.

[0023] Step S2: Based on the battery voltage at each sampling point, the data processing module calculates the off-state baseline, short-term moving average, and long-term moving average in real time. Here, when the vehicle is in both off and ignition states, the voltage sampling module collects battery voltage data at various sampling points at a preset frequency, and calculates three moving averages in real time from the collected voltage data. The preset frequency could be, for example, 2 seconds per measurement. The data processing module calculates the three moving averages in real time: a baseline moving average for when the vehicle is off, a short-term moving average, and a long-term moving average.

[0024] Preferably, step S2 includes: Step S21: Continuously take the sliding average of the voltage levels of the most recent M sampling points when the vehicle is in the off state, and use it as the current off-state reference average line. Here, only when the vehicle is in a turned-off state, the data processing module updates the current turned-off reference average line with the latest turned-off reference average line every time it takes a sample, to adapt to the reference voltage drift caused by changes in battery temperature, power loss, aging, etc., such as 12.4V when the engine is cold and 12.8V when the engine is hot.

[0025] The engine-off reference average is the average of the most recent M sampling points when the vehicle is in an engine-off state, and is used to dynamically update the voltage reference in the engine-off state. The engine shutdown reference average is a statically locked reference voltage, which is updated only when the vehicle is determined to be in an engine shutdown state. When the vehicle is in an ignition state, the engine shutdown reference average remains locked. The sliding average of the voltage levels of the most recent M stable sampling points in the engine shutdown state is taken as the static voltage reference when the vehicle is off. M is the long period, preferably 30 periods = 60 seconds. Step S22: Take the moving average of the voltage levels of the most recent S consecutive sampling points when the vehicle is in the off state and / or ignition state, as the short-period moving average; where S <M ; Here, the short-period moving average is calculated using a real-time moving average algorithm, taking the moving average of the voltage levels of the most recent S consecutive sampling points when the vehicle is in an off-state and / or ignition-state condition. For each new sampling point, the oldest sampling point is discarded, and the average is recalculated based on the most recent S consecutive sampling points to sensitively capture rapid, instantaneous changes in voltage. S represents the short period, preferably 3 periods = 6 seconds.

[0026] Step S23: Take the moving average of the voltage levels of the most recent L consecutive sampling points when the vehicle is in the off state and / or ignition state, as the long-period moving average; where S <L<M; Here, the long-period moving average can be calculated using a real-time moving average algorithm, taking the moving average of the voltage levels of the most recent L consecutive sampling points when the vehicle is in an off-state and / or ignition-state condition. For each new sampling point among the L points, the voltage level data of the earliest sampling point is discarded, and the average is recalculated to filter out instantaneous voltage spikes and stabilize the voltage trend benchmark. L represents the long period, preferably 20 periods = 40 seconds.

[0027] Step S3: The data processing module obtains the dynamic judgment threshold based on the current flameout baseline and the preset threshold percentage. Preferably, step S3 abandons the traditional fixed voltage threshold and adopts "fire shut-off reference voltage × percentage coefficient" as the dynamic judgment threshold, with the formula as follows: Dynamic judgment threshold = Average value of engine shutdown baseline × Preset threshold percentage; Preferably, the preset threshold percentage is 3%, and here we use a relative percentage of 3% as the threshold coefficient.

[0028] Traditional solutions use a fixed threshold (e.g., ≥0.5V) to determine ignition, which cannot adapt to the differences between fuel vehicles (1~2V rise) and pure electric vehicles (0.1~0.7V rise). The dynamic determination threshold of this invention changes dynamically with the current shutdown reference voltage, rather than being a fixed value.

[0029] This design is compatible with different recovery rates for gasoline vehicles (average voltage at shutdown 12.4~12.8V, dynamic threshold ≈0.37~0.38V) and pure electric vehicles (average voltage at shutdown 12.4~12.8V, dynamic threshold ≈0.37~0.38V). It can also be adapted to low battery voltage scenarios (e.g., dynamic threshold ≈0.36V when battery voltage is 12.0V).

[0030] For gasoline vehicles: the voltage rise after ignition is large (1~2V), which is much greater than the dynamic threshold (≈0.37~0.38V), thus reliably triggering the ignition determination; Pure electric vehicles: The voltage rise after ignition is small (0.1~0.7V), but as long as the rise exceeds the dynamic threshold (≈0.37~0.38V), the judgment can be triggered; Even if the battery voltage is low (e.g., 12.0V), the dynamic threshold will also decrease to approximately 0.36V to avoid missed detection.

[0031] Specifically, the low-voltage battery characteristics of gasoline-powered vehicles and pure electric vehicles are the same. Both use 12V lead-acid or lithium-ion low-voltage batteries to power onboard electronic devices (lights, central control, sensors, etc.). After the engine is turned off, the vehicle's powertrain (engine / drive motor) is not working, and the low-voltage battery only maintains a static load, with the voltage stabilizing in the range of 12.4V~12.8V (this is the typical static voltage range of a 12V car battery). Therefore, regardless of whether it is a gasoline-powered vehicle or a pure electric vehicle, the static voltage characteristics of the battery after the engine is turned off are basically the same, so the average voltage range for engine shutdown is 12.4V~12.8V.

[0032] Although the reference voltage for engine shutdown is the same for both gasoline-powered vehicles and pure electric vehicles, the difference in load at the moment of ignition leads to different voltage recovery rates: Gasoline vehicles: When igniting, the starter motor operates with a large current, and the battery voltage will drop significantly (about 1~2V). After starting, the alternator begins to charge, and the voltage recovers significantly (1~2V).

[0033] Pure electric vehicles: There is no starter motor. Ignition only wakes up the on-board electronic control system. The voltage drop is small. After starting, the high-voltage battery charges the low-voltage battery through a DC-DC converter. The voltage rise is small (0.1~0.7V).

[0034] This design uses the formula: Dynamic Threshold = Average Range of Flameout Reference × 3%, to generate the same dynamic threshold (≈0.37~0.38V) under the same reference voltage. For gasoline vehicles: the recovery rate (1~2V) is much greater than the dynamic threshold, reliably triggering ignition determination; For pure electric vehicles: as long as the voltage rise (0.1~0.7V) exceeds the dynamic threshold (≈0.37V), it can be identified, thus avoiding missed detection.

[0035] In low-voltage scenarios (such as 12.0V): the dynamic threshold is synchronously reduced to ≈0.36V, which can still adapt to a smaller recovery range.

[0036] Step S4: The data processing module performs tiered ignition status determination based on dynamic judgment threshold, short-period moving average and long-period moving average to determine whether the pre-ignition trigger condition and ignition confirmation condition are met. If both are met, the output module outputs the ignition signal. Preferably, the ignition determination needs to meet "core voltage characteristics + auxiliary conditions", and is performed in two steps: Step S4 includes: Step S41: If it is determined that both of the following voltage drop characteristics and voltage recovery characteristics are met at the same time, then the pre-ignition trigger condition is met and the vehicle is in the pre-ignition state. Voltage drop characteristics: Within the sampling interval covered by the short-period moving average, the difference between the maximum and minimum voltage values ​​is greater than or equal to the preset voltage drop threshold; preferably, the preset voltage drop threshold is 0.8V, corresponding to the load pulling down the voltage at the moment of ignition; Voltage recovery characteristics: short-term moving average line > long-term moving average line, and the difference between the short-term moving average line and the long-term moving average line is greater than or equal to the dynamic judgment threshold (calculated through step S3).

[0037] In step S42, when the vehicle is in the pre-ignition state, it is further determined whether any ignition confirmation condition is met. If any ignition confirmation condition is met, the vehicle is determined to be in the ignition state, and the output module outputs an ignition signal.

[0038] Ideally, ignition confirmation conditions should meet any of the following: 1) The duration of the vehicle's pre-ignition state is greater than or equal to the preset duration; preferably, the preset duration can be 8 seconds = 4 sampling points; 2) When the vehicle is in the pre-ignition state, the motion detection module detects vehicle motion, such as the vehicle's acceleration being greater than 0.1g or a change in GPS position.

[0039] Step S5: If it is determined that the vehicle is in the ignition state, and the data processing module determines that any of the following shutdown conditions are met, then it is determined that the vehicle is currently changing from the ignition state to the shutdown state, and the output module outputs a shutdown signal. The shutdown conditions include: 1) The vehicle remains stationary for a duration ≥ a first preset stationary duration; preferably, the first preset stationary duration can be 5 minutes = 300 seconds; 2) The difference between the short-period moving average and the shutdown baseline is less than the shutdown regression threshold. Preferably, the shutdown regression threshold can be 0.2V. And the vehicle stationary time is greater than or equal to the second preset stationary time. Preferably, the second preset stationary time can be 30 seconds.

[0040] Only when the vehicle is off, the data processing module obtains the latest off-state reference average line based on the new sampled voltage data each time it receives a new sample. The current off-state reference average line is updated with the latest off-state reference average line to adapt to the reference voltage drift caused by battery temperature changes, power loss, aging, etc., such as 12.4V when the engine is cold and 12.8V when the engine is hot.

[0041] This invention provides a universal vehicle ignition status detection solution that is compatible with the ignition voltage characteristics of both gasoline vehicles and pure electric vehicles; it can solve the problems of missed detection and false detection in scenarios with low battery voltage (≤12.2V); this invention combines the complete voltage characteristics of ignition with the vehicle's motion state to improve the detection's anti-interference capability; this invention optimizes the judgment parameters, taking into account both response speed and stability, and avoiding delay or idling false detection.

[0042] In a specific embodiment of the present invention, the execution flow can be as follows: 1) Initialization: Set the sampling frequency, moving average period, threshold parameters, and state variables (pre-ignition state, ignition state, stationary time, etc.). Set the initial flameout reference voltage to 12.6V. 2) Voltage sampling: The MCU acquires the digital signal from the voltage sensor every 2 seconds through the ADC interface to obtain the current voltage level. 3) Moving average calculation: Read historical voltage level data and calculate the shutdown reference moving average, short-term moving average, and long-term moving average respectively; if the historical data is insufficient for the corresponding period, the judgment will not be performed temporarily; 4) Dynamic threshold update: Only in the engine off state, the dynamic threshold is updated using the latest engine off baseline moving average × 3%; 5) Pre-ignition determination: If the maximum voltage drop within the short cycle range is ≥0.8V and the short moving average minus the long moving average is ≥ the dynamic threshold, the pre-ignition state is triggered and the pre-ignition duration is accumulated; otherwise, the pre-ignition state is reset. 6) Ignition determination: If the pre-ignition time is ≥8 seconds or motion is detected, the ignition state is determined and an "ignition" signal is output; 7) Flameout determination: In the ignition state, if the flameout lasts for ≥300 seconds, or the difference between the short moving average and the flameout reference is <0.2V and the flameout lasts for ≥30 seconds, the flameout state is determined, a "flameout" signal is output, and the flameout reference is updated; 8) Repeat steps 2) to 7) to continuously monitor the ignition and shutdown status.

[0043] According to another aspect of the present invention, a universal vehicle ignition status detection device is also provided, comprising: The voltage sampling module is used to collect the battery voltage at each sampling point at a preset frequency; The data processing module is used to calculate the shutdown baseline, short-period moving average, and long-period moving average in real time based on the battery voltage at each sampling point; to obtain a dynamic judgment threshold based on the current shutdown baseline and a preset threshold percentage; and to perform tiered judgment of ignition status based on the dynamic judgment threshold, the short-period moving average, and the long-period moving average to determine whether the vehicle is in an ignition state. If the vehicle is determined to be in an ignition state and the shutdown conditions are met, then the vehicle is determined to be in a shutdown state.

[0044] The present invention has the following significant beneficial effects: 1) High versatility: By dynamically determining the threshold (percentage coefficient) and adapting to multiple moving averages, it simultaneously meets the ignition voltage characteristics of both fuel vehicles (1~2V rise) and pure electric vehicles (0.1~0.7V rise), without the need to adjust parameters for different vehicle models; 2) High reliability in low battery voltage scenarios: The dynamic judgment threshold decreases synchronously with the engine shutdown reference voltage, so even if the battery voltage is low (≤12.2V), it can accurately capture small voltage rebounds and avoid missed judgments; 3) Outstanding anti-interference capability: Combining the core ignition voltage characteristic of "first decrease then increase," it filters out voltage rises in non-ignition scenarios such as "battery charging during engine shutdown" and "fluctuations in the start-stop operation of electrical equipment," significantly reducing the false positive rate. This requires simultaneously satisfying both the voltage drop characteristic (the difference between the maximum and minimum voltage within a short period ≥ 0.8V) and the voltage recovery characteristic (short-period moving average > long-period moving average, and the difference ≥ dynamic threshold). This is precisely the core voltage characteristic of "first decrease then increase," effectively filtering out non-ignition scenarios such as "battery charging during engine shutdown" and "fluctuations in the start-stop operation of electrical equipment" that only show voltage rises without voltage drops. 4) Timely response and no idling misjudgment: The duration of pre-ignition to ignition is only 8 seconds, with a fast response speed; the static time for the engine shutdown judgment is set to 5 minutes to avoid misjudgment in idling scenarios such as waiting at red lights and temporary stops; 5) Robustness: The system dynamically updates the ignition shutdown baseline to adapt to baseline drift caused by changes in battery temperature, aging, and charge level, ensuring high stability over long-term use. This invention relates to the field of vehicle electronic control technology, specifically to a universal ignition status detection method and device applicable to both gasoline-powered and pure electric vehicles, particularly suitable for high-reliability ignition determination in complex scenarios such as low battery voltage and voltage fluctuations.

[0045] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0046] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0047] Obviously, those skilled in the art can make various modifications and variations to the invention without departing from the spirit and scope of the invention. Therefore, if these modifications and variations fall within the scope of the claims of the invention and their equivalents, the invention is also intended to include these modifications and variations.

Claims

1. A universal vehicle ignition status detection method, characterized in that, include: The voltage sampling module collects the battery voltage at each sampling point at a preset frequency; The data processing module calculates the engine shutdown baseline, short-term moving average, and long-term moving average in real time based on the battery voltage at each sampling point. The data processing module obtains a dynamic judgment threshold based on the current flameout baseline and the preset threshold percentage. The data processing module performs tiered ignition status determination based on dynamic judgment thresholds, short-period moving averages, and long-period moving averages to determine whether the vehicle is currently in an ignition state. If the vehicle is determined to be in the ignition state, and if the data processing module determines that the conditions for turning off the engine are met, then the vehicle is currently in the off state.

2. The vehicle universal ignition status detection method as described in claim 1, characterized in that, Real-time calculation of the shutdown baseline moving average, including: The sliding average of the voltage levels at the most recent M sampling points when the vehicle is in a turned-off state is continuously taken as the current engine-off baseline.

3. The vehicle universal ignition status detection method as described in claim 2, characterized in that, Real-time calculation of short-term moving averages, including: The moving average of the voltage levels at the most recent S consecutive sampling points when the vehicle is in an off-state and / or ignition state is taken as the short-period moving average; where S <M。 4. The vehicle universal ignition status detection method as described in claim 3, characterized in that, Real-time calculation of long-term moving averages, including: The moving average of the voltage levels at the most recent L consecutive sampling points when the vehicle is in both off and / or ignition states is taken as the long-period moving average; where S <L<M。 5. The vehicle universal ignition status detection method as described in claim 1, characterized in that, The data processing module, based on the current shutdown baseline and a preset threshold percentage, obtains a dynamic judgment threshold, including: Dynamic judgment threshold = Average line of engine shutdown baseline × Preset threshold percentage.

6. The vehicle universal ignition status detection method as described in claim 1, characterized in that, The data processing module performs tiered ignition status determination based on dynamic thresholds, short-term moving averages, and long-term moving averages to determine whether the vehicle is currently in an ignition state, including: The data processing module is based on dynamic judgment thresholds, short-cycle moving averages and long-cycle moving averages. If the judgment simultaneously meets the voltage drop characteristics and voltage recovery characteristics, the pre-ignition trigger condition is met and the vehicle is in the pre-ignition state. When the vehicle is in the pre-ignition state, it continues to determine whether any ignition confirmation condition is met. If the ignition confirmation condition is met, the vehicle is determined to be in the ignition state, and the output module outputs an ignition signal.

7. The vehicle universal ignition status detection method as described in claim 6, characterized in that, The voltage drop characteristic is: within the sampling interval covered by the short-period moving average, the difference between the maximum voltage value and the minimum voltage value is ≥ a preset voltage drop threshold. The voltage recovery characteristics are: the short-period moving average is greater than the long-period moving average, and the difference between the short-period moving average and the long-period moving average is greater than or equal to the dynamic judgment threshold.

8. The vehicle universal ignition status detection method as described in claim 6, characterized in that, The ignition confirmation conditions include any one of the following: The duration during which the vehicle is in pre-ignition state is greater than or equal to the preset duration; The vehicle is in a pre-ignition state, and the motion detection module detects vehicle movement.

9. The vehicle universal ignition status detection method as described in claim 1, characterized in that, The shutdown conditions include any one of the following: The vehicle remains stationary for a duration greater than or equal to the first preset stationary duration. The difference between the periodic moving average and the shutdown baseline is less than the shutdown regression threshold, and the vehicle's stationary time is greater than or equal to the second preset stationary time.

10. A universal vehicle ignition status detection device, characterized in that, include: The voltage sampling module is used to collect the battery voltage at each sampling point at a preset frequency; The data processing module is used to calculate the engine shutdown baseline, short-term moving average, and long-term moving average in real time based on the battery voltage at each sampling point. Based on the current average value of the engine shutdown baseline and the preset threshold percentage, a dynamic judgment threshold is obtained; Based on dynamic judgment thresholds, short-term moving averages, and long-term moving averages, ignition status is determined in layers to determine whether the vehicle is in an ignition state. If the vehicle is determined to be in an ignition state, and if the conditions for engine shutdown are met, then the vehicle is determined to be in an engine shutdown state.

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