Misfire control method for vehicle, controller, control system for vehicle, and vehicle

Abstract

The application discloses a misfire control method and controller of a vehicle, a control system of the vehicle and the vehicle, and belongs to the technical field of engine control. The method comprises the following steps: when the vehicle is in a series mode or a range extending mode, obtaining running state information of the vehicle and a flywheel end torque of a generator of the vehicle; if each state in the running state information reaches a target state in vehicle precondition, performing misfire working condition diagnosis on the vehicle according to the flywheel end torque; and performing misfire protection control on the vehicle in the case that the vehicle is in a misfire working condition. The application can realize timely and accurate identification of the misfire working condition of the engine in the series mode or the range extending mode, and further perform corresponding misfire protection control on the vehicle when the misfire working condition occurs, so that the stability and use safety of the vehicle running are effectively improved.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and in particular to a vehicle misfire control method, controller, vehicle control system, and vehicle. Background Technology

[0002] In the event of a vehicle fire, it is crucial to promptly diagnose the fire condition in order to implement timely fire protection controls and ensure vehicle safety. Currently, hybrid vehicles in series or range-extended modes cannot quickly diagnose a fire condition, thus hindering timely fire protection controls. Summary of the Invention

[0003] This application provides a vehicle misfire control method, controller, vehicle control system, and vehicle, which can be used to solve problems existing in related technologies. The technical solution is as follows: On one hand, embodiments of this application provide a misfire control method for a vehicle, the method comprising: when the vehicle is in series mode or range extender mode, acquiring the vehicle's operating status information and the flywheel torque of the vehicle's generator; if each state in the operating status information reaches the target state in the vehicle's preconditions, then performing a misfire condition diagnosis on the vehicle based on the flywheel torque; and performing misfire protection control on the vehicle when the vehicle is in a misfire condition.

[0004] In some embodiments, the step of diagnosing the misfire condition of the vehicle based on the flywheel end torque includes: obtaining the desired torque of the vehicle's engine; determining the torque achievement rate of the engine based on the flywheel end torque and the desired torque; and determining that the vehicle is in the misfire condition if the torque achievement rate does not reach an achievement rate threshold.

[0005] In some embodiments, after each state in the operating status information reaches the target state in the vehicle preconditions, the method further includes: when the oxygen sensor of the vehicle experiences a ground short circuit fault or the vehicle experiences an ignition coil fault, and the fault duration of the ground short circuit fault or the ignition coil fault is greater than a first duration threshold, then the method determines that the vehicle is in the misfire condition.

[0006] In some embodiments, the fire protection control of the vehicle includes: obtaining the fault level of the vehicle; if the fault level meets the level conditions, then controlling the engine of the vehicle to shut down, and controlling the fuel injectors of the vehicle to stop injecting fuel into the engine.

[0007] In some embodiments, after the misfire protection control of the vehicle is performed, the method further includes: if the ignition switch of the vehicle is detected to be re-energized or a fault clearing signal is received, controlling the injector to inject fuel into the engine.

[0008] In some embodiments, before each state in the operating status information reaches the target state in the vehicle prerequisite conditions, the method further includes: determining the operating condition state of the vehicle, the first operating state of the vehicle, and the engine operating state of the vehicle based on the operating status information; if the operating condition state satisfies a first preset condition, the first operating state satisfies a second preset condition, and the engine satisfies a third preset condition, then determining that each state in the operating status information has reached the corresponding state in the vehicle prerequisite conditions.

[0009] In some embodiments, the operating state satisfies at least one or more of the following preset conditions: the vehicle is in a target driving mode, the vehicle is in a target power mode, the vehicle's current gear is the target gear, and the vehicle's delay after startup is greater than a second duration threshold; the first operating state satisfies at least one or more of the following preset conditions: the vehicle does not have an intake air temperature fault or a manifold pressure fault; the vehicle's engine satisfies at least one or more of the following preset conditions: the engine speed is within the target speed range, and the engine's clutch torque is greater than a torque threshold.

[0010] On the other hand, a vehicle misfire control device is provided, the device comprising: an acquisition module, configured to acquire vehicle operating status information and the flywheel torque of the vehicle's generator when the vehicle is in series mode or range-extended mode; a diagnostic module, configured to perform misfire condition diagnosis on the vehicle based on the flywheel torque if all states in the operating status information meet the target states in the vehicle's preconditions; and a control module, configured to perform misfire protection control on the vehicle when the vehicle is in a misfire condition.

[0011] On the other hand, a controller is provided, the controller comprising: a processor; and a memory storing computer-readable instructions, which, when executed by the processor, implement any of the above-described vehicle misfire control methods.

[0012] On the other hand, a vehicle control system is also provided, characterized in that the vehicle control system includes a controller and a data acquisition device, the data acquisition device being used to acquire vehicle status information and the flywheel torque of the vehicle's generator, and the controller being used to implement any of the above-described vehicle misfire control methods based on the status information and the flywheel torque.

[0013] On the other hand, a vehicle is also provided, including: a body, a sensor module, and a control system for the vehicle; the control system for the vehicle is disposed in the body or inside the body.

[0014] On the other hand, a computer-readable storage medium is also provided, wherein at least one computer program is stored in the computer-readable storage medium, the at least one computer program being loaded and executed by a processor to enable a computer to implement the vehicle misfire control method described above.

[0015] On the other hand, a computer program product or computer program is also provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform any of the above-described vehicle misfire control methods.

[0016] The technical solution provided in this application provides at least the following beneficial effects: when a hybrid vehicle is in series mode or range-extended mode, the misfire condition diagnosis of the engine can be performed by utilizing the flywheel torque of the generator, a physical quantity that directly reflects the actual output of the engine. This enables timely and accurate identification of engine misfire conditions in series mode or range-extended mode, and further enables corresponding misfire protection control of the vehicle when a misfire condition occurs. This avoids risks such as engine flooding caused by continuous fuel injection and vehicle breakdown due to low battery power caused by continuous power consumption, thereby effectively improving the stability and safety of the vehicle operation. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] Figure 1 A schematic diagram of a vehicle control system provided in an embodiment of this application; Figure 2 A schematic flowchart illustrating a first vehicle misfire control method provided in this application embodiment; Figure 3 A flowchart illustrating a second vehicle misfire control method provided in an embodiment of this application; Figure 4 A flowchart illustrating a third vehicle misfire control method provided in this application embodiment; Figure 5 A flowchart illustrating the fourth vehicle misfire control method provided in this application embodiment; Figure 6 A flowchart illustrating the fifth vehicle misfire control method provided in this application embodiment; Figure 7 A flowchart illustrating the sixth vehicle misfire control method provided in this application embodiment; Figure 8 A schematic diagram illustrating the process of instrument alerts after fault diagnosis activation, provided in an embodiment of this application; Figure 9 A flowchart illustrating the actions performed by the HCU after fault diagnosis activation, as provided in an embodiment of this application. Figure 10 A schematic diagram of the fault recovery process provided in the embodiments of this application; Figure 11 A block diagram of a vehicle misfire control device provided in an embodiment of this application; Figure 12 A hardware structure diagram of the controller provided in the embodiments of this application; Figure 13 This is a hardware structure diagram of the vehicle provided in an embodiment of this application.

[0019] The accompanying drawings have illustrated specific embodiments of the present application. More detailed descriptions will follow. These drawings and descriptions are not intended to limit the scope of the present application's embodiments in any way, but rather to illustrate the concepts of the present application's embodiments to those skilled in the art through specific embodiments. Detailed Implementation

[0020] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0021] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0022] Please see Figure 1 , Figure 1A schematic diagram of a vehicle control system provided in an embodiment of this application is shown below. Figure 1 As shown below, the vehicle control system implements a vehicle control method by way of example.

[0023] In one alternative implementation, the vehicle control system 100 includes a controller 110 and a data acquisition device 120, wherein the controller 110 and the data acquisition device 120 refer to software units or modules, and the data acquisition device 120 may also refer to hardware devices.

[0024] For example, the data acquisition device 120 is used to acquire the vehicle's status information and the flywheel torque of the vehicle's generator, and the controller 110 is used to determine the vehicle misfire protection control based on the vehicle's status information acquired by the data acquisition device 120 and the flywheel torque of the vehicle's generator.

[0025] Figure 1 The system in [the document] can be used to implement the following Figure 2 For the described vehicle fire control method, please refer to [link / reference]. Figure 2 , Figure 2 This is a flowchart illustrating a first vehicle misfire control method provided in an embodiment of this application. In a specific embodiment, this vehicle misfire control method can be applied to, for example... Figure 11 The fire control device 700 of the vehicle shown, and the vehicle equipped with the fire control device 700. Figure 13 The specific process of this embodiment will be described below. Of course, it is understood that this method can be executed by an electronic device with computing power, such as a vehicle-mounted server, a cloud server, or other processors. The following will focus on... Figure 2 The process shown is described in detail. The fire control method for the vehicle may specifically include the following steps 210-230.

[0026] Step 210: When the vehicle is in series mode or range extender mode, obtain the vehicle's operating status information and the flywheel torque of the vehicle's generator.

[0027] As an option, hybrid vehicles include series / range-extended mode and parallel mode. In series / range-extended mode, the vehicle's engine is mainly used to drive the generator to produce electricity, which can charge the vehicle's battery or directly supply the drive motor to drive the vehicle. The engine's mechanical energy is not directly transferred to the wheels, but is converted into electrical energy to achieve power output.

[0028] Optionally, operating status information refers to real-time data collected by various sensors or control units during vehicle operation, which may include, but is not limited to, engine speed, vehicle speed, battery state of charge, coolant temperature, intake air temperature, manifold pressure, gear information, and vehicle power mode and driving mode.

[0029] Optionally, the generator's flywheel torque refers to the actual output torque transmitted from the engine to the generator through the flywheel, a key parameter used to measure the engine's actual workload and power output capability. Optionally, in series mode / range extender mode, the generator is typically directly or indirectly connected to the engine's flywheel; therefore, the flywheel torque directly reflects the engine's work performance. Optionally, the vehicle can be a hybrid vehicle, including but not limited to plug-in hybrid electric vehicles (PHEVs) and hybrid electric vehicles (PHEVs).

[0030] Optionally, the power flow of the vehicle can be monitored in real time by the vehicle control unit or hybrid control unit to determine whether the vehicle is in series mode / range-extended mode. For example, when it is detected that the engine is driving the generator to generate electricity, and the generated electricity is mainly used to drive the electric motor or charge the power battery, rather than directly driving the wheels through mechanical transmission, it can be determined that the vehicle is in series mode / range-extended mode.

[0031] Optionally, the operating status information can be a set of information reflecting the current operating status of the vehicle, including but not limited to one or more of the following: power mode, vehicle mode, driving mode, gear status, start-up delay time, intake air temperature status, manifold pressure status, engine speed, engine clutch torque, and communication signal status.

[0032] Step 220: If all states in the operating status information reach the target state in the vehicle prerequisite conditions, then the vehicle is diagnosed for fire conditions based on the flywheel end torque.

[0033] As an alternative approach, to ensure the accuracy of fire protection control for vehicles, a series of preset operating conditions that the vehicle must meet can be determined before fire condition diagnosis is performed. This ensures that the fire condition diagnosis process is conducted under stable, controllable, and representative conditions, thereby avoiding misjudgments caused by the vehicle being in an abnormal or transitional state.

[0034] Optionally, the vehicle's prerequisites can be a set of conditions that must be met to initiate misfire diagnosis, representing the vehicle's current operating state as suitable for misfire condition diagnosis. The target state is a preset state corresponding to each condition in the vehicle's prerequisites. When all states in the operating state information are satisfied with the target state in the prerequisites, the vehicle's current state is determined to be suitable for misfire diagnosis, and misfire condition diagnosis is performed based on the generator's flywheel torque. Prerequisites may include the engine being started and running stably, the vehicle being in a specific driving mode, and the absence of critical sensor malfunctions. Optionally, engine misfire can lead to problems such as decreased power output, poorer fuel economy, and increased emissions.

[0035] Optionally, it can be determined whether there is an abnormal state in which one or more cylinders of the engine fail to ignite and burn properly by analyzing the vehicle's operating data, especially the engine's output characteristics.

[0036] Step 230: When the vehicle is in a fire condition, fire protection control is implemented on the vehicle.

[0037] As an alternative, fire protection control refers to a series of intervention measures taken by the vehicle's control system to prevent further damage or reduce operational risks after detecting that the vehicle is in a fire condition. These measures are used to protect the engine, battery, and other related components, and to alert the driver to take appropriate action.

[0038] Optionally, the fire protection control may include, but is not limited to, one or more of the following actions: engine shutdown, fuel injector cessation of fuel injection, ignition coil cessation of operation, and instrument fault warning.

[0039] The embodiments of this application can diagnose engine misfire conditions by utilizing the flywheel torque of the generator, a physical quantity that directly reflects the actual output of the engine, when the hybrid vehicle is in series mode or range-extended mode. This enables timely and accurate identification of engine misfire conditions in series mode or range-extended mode, and further enables corresponding misfire protection control of the vehicle when a misfire occurs. This avoids risks such as engine flooding caused by continuous fuel injection and vehicle breakdown due to low battery power caused by continuous power consumption, thereby effectively improving the stability and safety of the vehicle operation.

[0040] Please see Figure 3 , Figure 3 This is a flowchart illustrating a second vehicle misfire control method provided in an embodiment of this application. The following will focus on... Figure 3 The process shown is described in detail. The fire control method for the vehicle may specifically include the following steps 310-350.

[0041] Step 310: When the vehicle is in series mode or range extender mode, obtain the vehicle's operating status information and the flywheel torque of the vehicle's generator.

[0042] Step 320: If all states in the operating status information reach the target state in the vehicle prerequisite conditions, then obtain the desired torque of the vehicle's engine.

[0043] As an alternative approach, desired torque can be used as a benchmark for measuring engine performance. Desired torque is the torque value that the engine is expected to output under current operating conditions, calculated based on the engine model.

[0044] Optionally, the engine's electronic control unit can calculate the theoretical torque value that the engine should output under ideal conditions based on the current engine operating status and the driver's torque request. Optionally, the engine's electronic control unit can obtain the desired torque by looking up a table or using an interpolation algorithm, based on a pre-stored engine universal characteristic diagram and parameters such as the current engine speed, accelerator pedal opening, intake air volume, and fuel injection quantity.

[0045] Step 330: Determine the torque achievement rate of the engine based on the flywheel end torque and the desired torque.

[0046] As an alternative approach, the actual operating efficiency of an engine can be characterized by comparing the actual flywheel torque output with the theoretically expected torque. Alternatively, the torque achievement rate can be determined by measuring the ratio of the flywheel torque to the expected torque, or by calculating the percentage of the difference between the expected torque and the flywheel torque relative to the expected torque. This torque achievement rate effectively eliminates interference caused by differences in engine output torque at different speeds or loads, making the diagnostic logic more universal and robust.

[0047] In some alternative embodiments, the torque achievement rate can be the ratio of the generator's flywheel torque to the engine's desired torque, thus characterizing the degree to which the engine's actual output torque is achieved relative to the desired output torque. The torque achievement rate can be determined using the formula: flywheel torque / desired torque × 100%.

[0048] Step 340: If the torque achievement rate does not reach the achievement rate threshold, then the vehicle is determined to be in the fire condition.

[0049] As an alternative approach, when the calculated torque achievement rate is lower than a preset threshold, it can be determined that the engine has a misfire fault. Optionally, when the torque achievement rate is lower than this threshold and continues for a preset duration, it can be determined that there is a significant deviation between the actual output and the expected output of the engine, thereby determining that the vehicle is in a misfire condition.

[0050] Optionally, the achievement rate threshold can be a calibrated value or a calculated value, used to distinguish between torque fluctuations under normal operating conditions and significant torque reduction caused by misfire. Optionally, the achievement rate threshold can be a fixed percentage value, or it can be dynamically changed, calculated by looking up tables or functions based on different operating parameters such as engine speed, load, and temperature, to adapt to engine characteristics under different operating conditions, thereby improving the accuracy of diagnosis.

[0051] Step 350: When the vehicle is in a fire condition, fire protection control is implemented on the vehicle.

[0052] For a detailed description of steps 310 and 350, please refer to steps 210 and 230, which will not be repeated here.

[0053] This embodiment compares the flywheel torque of the generator with the expected torque of the engine and calculates the torque achievement rate. Then, based on the comparison result of the torque achievement rate and the achievement rate threshold, it diagnoses whether the engine is in a misfire condition. It can accurately characterize the torque output drop caused by misfire by using the deviation between the actual output and the expected output of the engine at the flywheel end, realize the quantitative and accurate diagnosis of misfire conditions, and improve the accuracy and reliability of misfire identification.

[0054] Please see Figure 4 , Figure 4 This is a flowchart illustrating a third type of vehicle misfire control method provided in this application embodiment. The following will focus on... Figure 4 The process shown is described in detail. The fire control method for the vehicle may specifically include the following steps 410-430.

[0055] Step 410: When the vehicle is in series mode or range extender mode, obtain the vehicle's operating status information and the flywheel torque of the vehicle's generator.

[0056] Step 420: If all states in the operating status information reach the target state in the vehicle preconditions, when the vehicle's oxygen sensor experiences a ground short circuit fault or the vehicle experiences an ignition coil fault, and the fault duration of the ground short circuit fault or the ignition coil fault is greater than the first duration threshold, then it is determined that the vehicle is in the misfire condition.

[0057] As an optional approach, after all states in the operating status information have reached the target states in the vehicle's prerequisite conditions, it is confirmed that the vehicle is in a stable and suitable operating environment for diagnosis before proceeding with misfire condition diagnosis. For example, the vehicle may need to be in a specific power mode, driving mode, and gear, and parameters such as engine speed and clutch torque must meet preset ranges, while there are no other critical sensor malfunctions (such as intake air temperature or manifold pressure malfunctions). Only when all these prerequisite conditions are met is subsequent misfire condition diagnosis allowed to avoid misjudgment caused by diagnosis under unsuitable conditions.

[0058] Optionally, a ground short circuit fault in the vehicle's oxygen sensor refers to the fact that the oxygen sensor, as a crucial component for monitoring the oxygen content in engine exhaust, directly affects the precise control of the engine's air-fuel ratio. A ground short circuit fault typically manifests as an abnormally low or fixed low output signal from the oxygen sensor, causing the engine's electronic control unit (ECU) to misinterpret the exhaust as too lean. This may lead the ECU to continuously increase fuel injection, resulting in engine flooding or poor combustion, ultimately causing misfire.

[0059] Optionally, a ground short circuit fault in the vehicle's oxygen sensor can be identified by the electronic control unit continuously monitoring the sensor's output voltage or resistance value. If the output voltage remains below a preset threshold (e.g., 0.1V) for an extended period or the resistance value is abnormal, a ground short circuit fault can be identified. Alternatively, the electronic control unit can send a test signal to the oxygen sensor via a diagnostic circuit and monitor its response. If the response signal is abnormal, such as failing to reach the expected voltage level or having an excessively long response time, a ground short circuit fault can be identified.

[0060] Optionally, a vehicle ignition coil failure refers to the ignition coil being a core component of the engine ignition system, responsible for converting low-voltage electricity into high-voltage electricity to generate an electric spark at the spark plug to ignite the air-fuel mixture. An ignition coil failure may result in insufficient ignition energy in a specific cylinder, inaccurate ignition timing, or even no ignition at all, directly causing misfire in that cylinder.

[0061] Optionally, ignition coil failures can be diagnosed by the electronic control unit (ECU) monitoring the primary current waveform, secondary voltage, or spark duration of the ignition coil. For example, an abnormal primary current waveform, excessively low secondary voltage, or excessively short spark duration indicates an ignition coil failure. Furthermore, the ECU can indirectly diagnose ignition coil failures by monitoring engine speed fluctuations, as ignition coil failures can cause misfires in specific cylinders, leading to engine speed fluctuations.

[0062] Optionally, determining whether the fault duration of a ground short circuit fault or an ignition coil fault exceeds a first duration threshold is to improve the accuracy and robustness of the diagnosis and avoid misjudgments caused by transient electrical interference, signal fluctuations, or sporadic events.

[0063] Optionally, when an ignition coil fault is detected in the vehicle, a timer will be started. Only when the duration of the fault exceeds a preset first duration threshold will the fault be confirmed as a persistent fault, and the vehicle will be determined to be in a misfire condition. This ensures that the misfire protection mechanism is triggered only when the fault actually exists and continues to affect the engine operation.

[0064] Step 430: When the vehicle is in a fire condition, fire protection control is implemented on the vehicle.

[0065] For a detailed description of steps 410 and 430, please refer to steps 210 and 230, which will not be repeated here.

[0066] This embodiment uses oxygen sensor grounding short-circuit fault and ignition coil fault as supplementary triggering conditions for misfire condition diagnosis. Based on the identification of misfire condition through flywheel torque, it can further obtain misfire judgment basis from exhaust side signals and ignition side signals that are closely related to misfire, forming a multi-dimensional misfire identification mechanism. This avoids the problem of inaccurate misfire identification caused by missed or misdiagnosed misfire due to a single diagnostic method, and further improves the completeness and reliability of misfire condition diagnosis.

[0067] Please see Figure 5 , Figure 5 This is a flowchart illustrating a fourth vehicle misfire control method provided in an embodiment of this application. The following will focus on... Figure 5 The process shown is described in detail. The fire control method for the vehicle may specifically include the following steps 510-540.

[0068] Step 510: When the vehicle is in series mode or range extender mode, obtain the vehicle's operating status information and the flywheel torque of the vehicle's generator.

[0069] Step 520: If all states in the operating status information reach the target state in the vehicle prerequisite conditions, then the vehicle is diagnosed for fire conditions based on the flywheel end torque.

[0070] The specific steps of steps 510-520 can be found in steps 210-220, and will not be repeated here.

[0071] Step 530: When the vehicle is in a fire condition, obtain the fault level of the vehicle.

[0072] As an optional approach, the fault level is a parameter used to characterize the severity of a current vehicle fault. It can be determined by the onboard control unit through comprehensive analysis of various fault information based on preset diagnostic logic. For example, the corresponding fault level can be calculated or queried based on the duration of the misfire, the frequency of the misfire, the number of cylinders involved, and other accompanying sensor faults (such as oxygen sensor faults, ignition coil faults, etc.).

[0073] Optionally, multiple fault levels can be preset, each corresponding to a specific set of fault conditions. When the actual operating state of the vehicle meets the conditions of a certain level, it is determined to be at that level. The level condition can be a specific fault level value or a set of multiple fault levels, which can be set as needed. For example, the fault level can be calibrated by the electronic control unit according to the severity of misfire. For instance, when the number of ignition coil circuit faults reaches a preset number or when multiple cylinder misfires occur, it is calibrated as the corresponding high fault level.

[0074] Step 540: If the fault level meets the level conditions, then the engine of the vehicle is shut down, and the fuel injectors of the vehicle are controlled to stop injecting fuel into the engine.

[0075] As an optional method, it can be determined whether the level conditions are met by comparing the currently acquired fault level with the preset level conditions. When the actual fault level is higher than or equal to the corresponding level threshold, the level conditions are considered to be met.

[0076] Optionally, engine shutdown control refers to stopping the vehicle's engine through corresponding commands. A shutdown command can be sent to the engine management system to cut off ignition, fuel supply, and air intake, thereby shutting down the engine. Optionally, in hybrid vehicles, the hybrid power control unit can directly send a shutdown request to the engine's electronic control unit, which then executes the corresponding shutdown operation upon receiving the request.

[0077] Optionally, controlling the injectors to stop injecting fuel into the engine, i.e., fuel cut-off operation, can be achieved by directly controlling the injector's solenoid valve through the engine's electronic control unit (ECU), preventing it from opening and thus stopping fuel from entering the engine cylinders. Alternatively, the ECU can also use software logic to simultaneously execute the injector fuel cut-off command during engine shutdown, ensuring that no fuel is injected before or during engine shutdown to prevent fuel buildup in the cylinders and potential flooding problems.

[0078] In some embodiments, after step 540, the method further includes: if the ignition switch of the vehicle is detected to be re-energized or a fault clearing signal is received, controlling the injector to inject fuel into the engine.

[0079] As an optional method, ignition switch re-energization refers to the process of re-energizing the vehicle's KL15 power supply after a power outage. Specifically, the vehicle's engine electronic control unit (ECU) or related control modules detect the ignition switch switching from the off state (or ACC / ON state) to the ON state, typically accompanied by a re-initialization of the vehicle's electrical system. This can be achieved by the ECU receiving ignition switch status signals from the body control module via the CAN bus. When the signal changes from low to high, or from a specific status code to an operating status code, it is determined that power has been re-energized. Alternatively, the vehicle's power management unit can directly detect changes in the physical contact state of the ignition switch and transmit this information to the ECU.

[0080] Optionally, the fault clearing signal is a signal generated after the misfire fault codes in the electronic control unit (ECU) are cleared by a diagnostic tool. Specifically, the vehicle's ECU receives a command to clear fault codes (DTCs) from an external diagnostic device. The diagnostic tool sends a specific CAN message or K-line command, which the ECU receives and parses to confirm the request to clear the fault codes. Alternatively, the vehicle's remote diagnostic module can receive the fault clearing command from a remote diagnostic platform via wireless communication (such as a cellular network) and forward it to the ECU.

[0081] In some optional embodiments, after the vehicle completes the misfire protection control and enters the fault state, if the electronic control unit detects that the ignition switch has been powered off and then powered on again, or if the electronic control unit receives a fault clearing signal from the diagnostic tool, the electronic control unit controls the fuel injectors to resume fuel injection to the engine, and at the same time the ignition system resumes normal ignition, the instrument panel stops reminding the driver of the misfire fault, the vehicle's control system cancels the prohibition command for engine operation, and the vehicle returns to normal operating status.

[0082] Therefore, by using the ignition switch to be powered on again and the diagnostic tool to clear the fault as the trigger condition for the misfire protection to be deactivated, and restoring the fuel injection action of the injector when triggered, a convenient and reliable way to restore the function of the vehicle can be provided after the fault is cleared or repaired. This avoids the vehicle being permanently locked due to the misfire protection control, which would affect the normal use of the vehicle and take into account both the safety protection capability and the ease of use of the whole vehicle.

[0083] In this embodiment, the fault level is used as the criterion for determining the misfire protection control. When the fault level meets the level conditions, engine shutdown control and fuel injector injection stop control are executed simultaneously. This can quickly and effectively cut off fuel and shut down the engine in severe misfire conditions, avoiding the risk of cylinder flooding caused by continuous fuel injection in the misfire state, as well as the risk of low power battery charge or even vehicle breakdown caused by continuous power consumption. At the same time, the fault level-based graded protection mechanism avoids over-protection actions for minor misfire faults, balancing the timeliness of protection and the overall vehicle driving performance.

[0084] Please see Figure 6 , Figure 6 This is a flowchart illustrating the fifth vehicle misfire control method provided in this application embodiment. The following will focus on... Figure 6 The process shown is described in detail. The fire control method for the vehicle may specifically include the following steps 610-650.

[0085] Step 610: When the vehicle is in series mode or range extender mode, obtain the vehicle's operating status information and the flywheel torque of the vehicle's generator.

[0086] Step 620: Determine the vehicle's operating condition, the vehicle's first operating state, and the vehicle's engine operating state based on the operating status information.

[0087] As an optional approach, operational status information refers to various parameters and data of the vehicle's current operating state, such as vehicle speed, engine speed, gear position, throttle opening, battery charge, and sensor data. This information can be collected and processed by sensors through the vehicle's electronic control unit, hybrid control unit, or other onboard controllers.

[0088] Optionally, the vehicle's operating status refers to the current macroscopic operating conditions such as the vehicle's driving mode, power mode, and gear position. This can be determined by reading the mode settings and gear position sensor signals from the vehicle control system. For example, it can be determined by comprehensively considering the driver's selected driving mode (such as Eco mode or Sport mode), the vehicle's power management strategy (such as Pure Electric mode or Hybrid mode), and the current gear position of the transmission (such as D, R, or N).

[0089] Optionally, the vehicle's initial operating state refers to the operational status of internal vehicle systems, particularly auxiliary systems or sensors related to engine intake and combustion, which can be determined by monitoring the output signals or diagnostic codes of relevant sensors. For example, one can check whether the intake air temperature sensor and manifold pressure sensor are functioning correctly and whether any fault codes are present.

[0090] Optionally, the engine operating status of a vehicle refers to the physical operating parameters of the engine itself, such as speed and torque output, which can be obtained through engine speed sensors, torque sensors, or by calculation through an engine model. For example, it can monitor whether the real-time engine speed is within a specific range and whether the engine output torque reaches a certain level.

[0091] Step 630: If the operating condition meets the first preset condition, the first operating state meets the second preset condition, and the engine meets the third preset condition, then it is determined that each state in the operating state information has reached the corresponding state in the vehicle prerequisite conditions.

[0092] As an optional approach, the first preset condition refers to a set of conditions for screening the vehicle's operating status. If the first preset condition is met, it means that the vehicle is in a specific macroscopic operating environment suitable for misfire diagnosis. For example, in addition to the target driving mode, target power mode, target gear, and start-up delay, it may also include the vehicle's accelerator pedal opening being within a specific range, the vehicle being in a stable driving state (without violent acceleration or deceleration), etc.

[0093] Optionally, the second preset condition refers to the set of conditions used to screen the vehicle's first operating state. Meeting the second preset condition means that the vehicle's basic physical environment is normal and there are no external factors that affect the normal operation of the engine. For example, in addition to no intake air temperature fault and no manifold pressure fault, it may also include no coolant temperature fault, no fuel pressure fault, etc.

[0094] Optionally, the third preset condition refers to a set of conditions for screening the operating state of the vehicle engine. Meeting the third preset condition means that the engine itself is in a stable and loaded operating state. For example, in addition to the engine speed being within the target speed range and the clutch torque being greater than the torque threshold, it may also include the engine load rate being within a specific range and the engine throttle opening being within a specific range.

[0095] Optionally, when the operating condition meets the first preset condition, the first operating state meets the second preset condition, and the engine meets the third preset condition, logical judgment is used to confirm that all preset operating conditions, the first operating condition, and the engine operating condition have been met, thereby determining that each state in the operating state information has reached the corresponding state in the vehicle preconditions. Optionally, this is implemented using a Boolean logic gate (AND gate), that is, when the judgment results of all sub-conditions (first preset condition, second preset condition, and third preset condition) are all true, the preconditions are finally determined to be true, and this determination result will serve as the trigger signal for subsequent misfire diagnosis.

[0096] In some embodiments, the operating state satisfies at least one or more of the following preset conditions: the vehicle is in a target driving mode, the vehicle is in a target power mode, the vehicle's current gear is the target gear, and the vehicle's delay after startup is greater than a second duration threshold; the first operating state satisfies at least one or more of the following preset conditions: the vehicle does not have an intake air temperature fault or a manifold pressure fault; the vehicle's engine satisfies at least one or more of the following preset conditions: the engine speed is within the target speed range, and the engine's clutch torque is greater than a torque threshold.

[0097] As an optional approach, a target driving mode refers to a specific operating mode set by the vehicle controller based on driver selection or automatic system judgment, such as Eco, Standard, Sport, or Snow modes. These modes typically affect engine response characteristics, transmission shift logic, and energy management strategies. By limiting the vehicle to a target driving mode, misfire diagnostics can be performed under relatively stable and predictable vehicle operating conditions, avoiding diagnostics during mode switching or atypical driving behaviors, thereby improving diagnostic accuracy.

[0098] Optionally, the target power mode refers to the specific operating state of the vehicle's electrical system, such as ON mode (ignition switch on, vehicle system powered) or PT Ready mode (powertrain ready, can be started or run at any time). Limiting the vehicle to the target power mode ensures that all control units and sensors have started normally and are operating stably, providing a reliable electrical environment and data foundation for misfire diagnosis. Specifically, being in the ON position represents the minimum power condition for the vehicle to fully operate the misfire diagnosis function; when the vehicle is in the ACC position, reliable diagnostics cannot be performed. Being in PT Ready mode indicates that the vehicle's hybrid system has completed its power-on self-test, the high-voltage system is ready, all controllers are communicating normally, and the engine can be controlled normally. If the vehicle is not in a PT Ready state, the engine may be in the start-up transition phase, with unstable speed and torque, which could lead to false alarms during diagnosis.

[0099] Optionally, the target gear refers to a specific gear in the vehicle's transmission, such as drive (D) or reverse (R). In these specific gears, the vehicle is typically in a driving state, the engine bears a certain load, and its operating characteristics are relatively stable. By limiting the current gear, misfire diagnosis can be avoided under conditions of low or no engine load, such as neutral (N) or park (P), thereby improving the effectiveness of the diagnosis. The vehicle's delay after startup is greater than a second duration threshold to avoid transient instability during the initial startup phase, ensuring that misfire diagnosis is performed after the engine and related systems are running smoothly, preventing normal fluctuations during startup from being misjudged as misfires.

[0100] Optionally, an intake air temperature fault refers to the failure of the intake air temperature sensor or an abnormal signal, resulting in inaccurate intake air temperature data obtained by the engine's electronic control unit. Intake air temperature is a crucial parameter affecting air-fuel ratio calculation and ignition timing adjustment, and its failure can lead to abnormal engine operation. By troubleshooting intake air temperature faults, it is possible to ensure that the engine's electronic control unit performs misfire diagnosis based on accurate intake air temperature data, avoiding misjudgments caused by sensor malfunctions.

[0101] Optionally, a manifold pressure fault refers to the failure of the manifold pressure sensor or an abnormal signal, resulting in inaccurate intake manifold pressure data acquired by the engine control unit. Manifold pressure is an important parameter reflecting engine load and intake air volume, and its failure may lead to unstable engine operation. By troubleshooting manifold pressure faults, it can be ensured that the engine control unit performs misfire diagnosis based on accurate manifold pressure data, avoiding misjudgments caused by sensor failure.

[0102] Optionally, the engine speed is within the target speed range, which refers to the speed range that the engine should maintain during normal operation. Within this speed range, the engine is typically in a highly efficient and stable operating state, with relatively regular torque output and combustion process. By limiting the engine speed, it can be ensured that misfire diagnosis is performed under conditions where the engine exhibits typical operating characteristics, thereby avoiding diagnosis under atypical conditions such as idling or excessively high speeds, thus improving the reliability of the diagnosis.

[0103] Optionally, the clutch torque exceeding the torque threshold refers to the torque transmitted from the engine to the transmission system via the clutch. When the clutch torque exceeds a preset torque threshold, it indicates that the engine is under a certain load and outputting effective power. By limiting the clutch torque, it can be ensured that misfire diagnosis is performed under engine load output conditions, avoiding the difficulty in accurately identifying misfires due to small torque fluctuations under no-load or light-load conditions, thereby improving the sensitivity and accuracy of the diagnosis.

[0104] Step 640: If all states in the operating status information reach the target state in the vehicle prerequisite conditions, then the vehicle is diagnosed for fire conditions based on the flywheel end torque.

[0105] Step 650: When the vehicle is in a fire condition, fire protection control is implemented on the vehicle.

[0106] The specific steps of steps 610 and 640-650 can be found in steps 210-230, and will not be repeated here.

[0107] This embodiment divides the vehicle's preconditions into three dimensions: operating condition, first operating condition, and engine operating condition, and makes judgments on each dimension. This enables a systematic and multi-dimensional assessment of the vehicle's operating condition before fire condition diagnosis, avoiding misjudgments caused by hastily conducting a diagnosis when the vehicle's operating condition is unsuitable for fire condition diagnosis. This improves the accuracy of fire condition diagnosis and the reliability of subsequent fire protection control.

[0108] Figure 7 A flowchart illustrating the fifth vehicle misfire control method provided in this application embodiment is shown below. Figure 7 As shown, when the vehicle is in series mode or range extender mode, a prerequisite condition check is performed. If the following conditions are met: power mode is ON; vehicle mode is PT Ready; engine is operating in series / range extender mode with D / R gear; calculated clutch torque is greater than 20 Nm; engine speed is between 1000 and 6000 rpm; there is a certain delay after startup; no intake air temperature-related faults; no manifold pressure-related faults; and the motor torque and drivetrain mode signals on the CAN bus are correctly received and verified, then condition 1 of the trigger condition is checked. If the vehicle's torque achievement rate is determined to be less than δ and remains so for a certain period, the trigger condition is met, and misfire diagnosis is activated. Based on the diagnostic results, corresponding information is sent to the vehicle's instrument panel. If the trigger condition is not met, the misfire diagnosis is not activated.

[0109] Optionally, the triggering conditions also include condition 2, which detects a short circuit to ground fault in the oxygen sensor heating circuit of the vehicle and the fault lasts for a certain period of time; and condition 3, which detects a circuit fault in the ignition coil of the vehicle and the fault lasts for a certain period of time.

[0110] Figure 8 This is a flowchart illustrating the instrument alert after fault diagnosis activation, as provided in an embodiment of this application. Figure 8As shown, after misfire diagnosis is activated, if the warning conditions are met and the instrument cluster supports text-based pop-up warnings, the corresponding information is sent to the vehicle's instrument cluster for display. If the conditions are not met, the function is activated but no text-based pop-up warning is displayed. The warning conditions include the EMS (Engine Management System) sending a MILSTS signal to the instrument cluster, which then executes drive output. Optionally, the instrument cluster may illuminate a warning light and / or indicate limited power. In addition to the text and icon warnings on the instrument cluster, the vehicle will also provide an audible warning to prevent the customer from missing important information.

[0111] Figure 9 This application provides a flowchart illustrating the actions performed by the HCU (Hybrid Control Unit) after fault diagnosis activation, as shown in the embodiments of this application. Figure 9 As shown, after determining that a vehicle fire has occurred, the fault level is determined. If the conditions for determining the fault level are not met, a request is made; if the conditions for determining the fault level are met, the HCU will first issue an engine shutdown command to prepare the engine to shut down; at the same time, it will send a fuel cut-off request to the ECU. Specifically, if the HCU receives EMS_stErrLvl from the EMS via CAN, it will execute the engine shutdown and request the fuel cut-off from the EMS.

[0112] Figure 10 This is a schematic diagram of the fault recovery process provided in the embodiments of this application, such as... Figure 10 As shown, to avoid affecting normal vehicle use by customers, the system needs to be able to recover after the fault completion notification. A fault recovery method was designed. If the vehicle's power mode is confirmed to be ON and the vehicle mode to be PT Ready, then it is determined whether the vehicle was powered off and then powered back on after KL15 was deactivated, or whether the vehicle received a fault code clearing function from the diagnostic tool. If either condition is met, EMS fuel injection and ignition will return to normal; EMS will send the MILSTs signal to restore normal operation, and the instrument panel will no longer display the fault notification; and EMS will send the EMS_stErrLvl==0x0:No Error signal to the HCU, so that the HCU will no longer disable the engine. If the recovery conditions are not met, the system will exit the program.

[0113] The above embodiments describe in detail the vehicle misfire control method provided in this application. In other embodiments, this application also provides a vehicle misfire control device. Figure 11 A block diagram of a vehicle misfire control device provided in an embodiment of this application, such as... Figure 11 As shown, the fire control device 700 of the vehicle includes an acquisition module 710, a diagnostic module 720, and a control module 730.

[0114] The acquisition module 710 is used to acquire the vehicle's operating status information and the flywheel torque of the vehicle's generator when the vehicle is in series mode or range-extended mode; the diagnostic module 720 is used to perform a fire fault diagnosis on the vehicle based on the flywheel torque if all the states in the operating status information reach the target state in the vehicle's preconditions; and the control module 730 is used to perform fire fault protection control on the vehicle when it is in a fire fault condition.

[0115] In some embodiments, the diagnostic module 720 includes: a first acquisition unit, configured to acquire the desired torque of the vehicle's engine; a torque achievement rate determination unit, configured to determine the torque achievement rate of the engine based on the flywheel end torque and the desired torque; and a misfire condition determination unit, configured to determine that the vehicle is in the misfire condition if the torque achievement rate does not reach the achievement rate threshold.

[0116] In some embodiments, the vehicle misfire control device 700 further includes a misfire condition determination module that determines the vehicle is in the misfire condition when the vehicle's oxygen sensor experiences a ground short circuit fault or the vehicle experiences an ignition coil fault, and the fault duration of the ground short circuit fault or the ignition coil fault is greater than a first duration threshold.

[0117] In some embodiments, the control module 730 includes: a second acquisition unit for acquiring the fault level of the vehicle; and a first control unit for controlling the engine of the vehicle to shut down and controlling the fuel injectors of the vehicle to stop injecting fuel into the engine if the fault level meets the level conditions.

[0118] In some embodiments, the control module 730 further includes a second control unit, configured to control the injector to inject fuel into the engine if the ignition switch of the vehicle is detected to be powered on again or a fault clearing signal is received.

[0119] In some embodiments, the vehicle misfire control device 700 further includes: a first determining module, configured to determine the vehicle's operating condition, the vehicle's first operating condition, and the vehicle's engine operating condition based on the operating condition information; and a second determining module, configured to determine that each state in the operating condition information has reached the corresponding state in the vehicle's preconditions if the operating condition satisfies a first preset condition, the first operating condition satisfies a second preset condition, and the engine satisfies a third preset condition.

[0120] In some embodiments, the operating state satisfies at least one or more of the following preset conditions: the vehicle is in a target driving mode, the vehicle is in a target power mode, the vehicle's current gear is the target gear, and the vehicle's delay after startup is greater than a second duration threshold; the first operating state satisfies at least one or more of the following preset conditions: the vehicle does not have an intake air temperature fault or a manifold pressure fault; the vehicle's engine satisfies at least one or more of the following preset conditions: the engine speed is within the target speed range, and the engine's clutch torque is greater than a torque threshold.

[0121] According to one aspect of the embodiments of this application, a controller is also provided, such as Figure 12 As shown, the controller 800 also includes a processor 810 and one or more memories 820. The one or more memories 820 are used to store program instructions executed by the processor 810. When the processor 810 executes the program instructions, it implements the above-described vehicle misfire control method.

[0122] Furthermore, the processor 810 may include one or more processing cores. The processor 810 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 820, and retrieves data stored in the memory 820. Optionally, the processor 810 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 810 may integrate one or a combination of several of the following: a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), and a modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0123] According to one aspect of the embodiments of this application, a vehicle is also provided, such as Figure 13 As shown, the vehicle includes: a body 910, a sensor module 920, and a vehicle control system 930; the vehicle control system is located in or inside the body, and when the vehicle control system is executed, it implements the above-described vehicle misfire control method.

[0124] According to one aspect of this application, a computer-readable storage medium is also provided, which may be included in the cloud server described in the above embodiments; or it may exist independently and not assembled into the cloud server. The aforementioned computer-readable storage medium carries computer-readable instructions that, when executed by a processor, implement the methods in any of the above embodiments.

[0125] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. Computer-readable storage media can be, for example, but not limited to: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0126] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0127] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0128] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for controlling misfires in a vehicle, characterized in that, The method includes: When the vehicle is in series mode or range extender mode, acquire the vehicle's operating status information and the flywheel torque of the vehicle's generator. If all states in the operating status information reach the target state in the vehicle prerequisite conditions, then the vehicle is diagnosed for fire conditions based on the flywheel torque. In the event that the vehicle is in a fire condition, fire protection control is implemented for the vehicle.

2. The method according to claim 1, characterized in that, The method of diagnosing the fire condition of the vehicle based on the flywheel end torque includes: Obtain the desired torque of the vehicle's engine; The torque achievement rate of the engine is determined based on the flywheel end torque and the desired torque. If the torque achievement rate does not reach the achievement rate threshold, then the vehicle is determined to be in the misfire condition.

3. The method according to claim 1, characterized in that, After all states in the operating status information have reached the target state in the vehicle prerequisite conditions, the method further includes: If the oxygen sensor of the vehicle experiences a ground short circuit fault or the ignition coil of the vehicle experiences a fault, and the duration of the ground short circuit fault or the ignition coil fault exceeds a first duration threshold, then the vehicle is determined to be in the misfire condition.

4. The method according to claim 1, characterized in that, The fire protection control of the vehicle includes: Obtain the fault level of the vehicle; If the fault level meets the level conditions, then the vehicle's engine is shut down, and the vehicle's fuel injectors are controlled to stop injecting fuel into the engine.

5. The method according to claim 4, characterized in that, After implementing fire protection control on the vehicle, the method further includes: If the vehicle's ignition switch is detected to be powered on again or a fault clearing signal is received, the injector is controlled to inject fuel into the engine.

6. The method according to claim 1, characterized in that, Before each state in the operating status information reaches the target state in the vehicle prerequisite conditions, the method further includes: The operating status of the vehicle, the first operating status of the vehicle, and the operating status of the vehicle's engine are determined based on the operating status information. If the operating condition meets the first preset condition, the first operating state meets the second preset condition, and the engine meets the third preset condition, then it is determined that each state in the operating state information has reached the corresponding state in the vehicle prerequisite conditions.

7. The method according to claim 6, characterized in that, The operating condition satisfies at least one or more of the following first preset conditions: the vehicle is in the target driving mode, the vehicle is in the target power mode, the vehicle's current gear is the target gear, and the vehicle's delay after startup is greater than the second duration threshold. The first operating state satisfies the second preset condition, which includes at least one or more of the following: the vehicle does not have an intake air temperature fault or a manifold pressure fault; The vehicle's engine meets at least one or more of the following third preset conditions: the engine speed is within the target speed range and the engine clutch torque is greater than the torque threshold.

8. A controller, characterized in that, The controller includes: processor; A memory storing computer-readable instructions, which, when executed by the processor, implement the misfire control method for a vehicle as described in any one of claims 1-7.

9. A vehicle control system, characterized in that, The vehicle's control system includes a controller and a data acquisition device. The data acquisition device is used to acquire the vehicle's status information and the flywheel torque of the vehicle's generator. The controller is used to execute the vehicle's misfire control method as described in any one of claims 1-7 based on the status information and the flywheel torque.

10. A vehicle, characterized in that, include: The vehicle body, sensor module, and control system of the vehicle as described in claim 9; the vehicle control system is disposed in the vehicle body or inside the vehicle body.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the vehicle misfire control method as described in any one of claims 1-7.

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