CN114954303A - An effective driving cycle identification method, device, device and storage medium - Google Patents
An effective driving cycle identification method, device, device and storage medium Download PDFInfo
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- CN114954303A CN114954303A CN202210587478.3A CN202210587478A CN114954303A CN 114954303 A CN114954303 A CN 114954303A CN 202210587478 A CN202210587478 A CN 202210587478A CN 114954303 A CN114954303 A CN 114954303A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
- B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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Abstract
本申请公开了一种有效驾驶循环的识别方法、装置、计算机设备及计算机可读存储介质，通过在确定动力系统启动信号从0置位到1时，确定一个有效驾驶循环开始，并在开始后确定所述ECU控制器是否保持唤醒状态；根据所述ECU控制器是否保持唤醒状态，确定由所述ECU控制器接收到的上电信号或唤醒信号来识别有效驾驶循环，以实现在混合动力汽车的动力系统运行而发动机未运行时，也能够对混合动力汽车的有效循环进行准确的识别，从保证了混合动力车型中OBD诊断系统在监测到故障时，能够在规定的有效驾驶循环内点亮MIL故障指示灯，并在规定的有效驾驶循环内上报故障码。
The present application discloses a method, device, computer equipment and computer-readable storage medium for identifying a valid driving cycle. When it is determined that the power system start signal is set from 0 to 1, it is determined that a valid driving cycle starts, and after the start determining whether the ECU controller remains awake; according to whether the ECU controller remains awake, determining a power-on signal or a wake-up signal received by the ECU controller to identify an effective driving cycle, so as to realize the operation of the hybrid electric vehicle When the power system is running and the engine is not running, it can also accurately identify the effective cycle of the hybrid vehicle, which ensures that the OBD diagnostic system in the hybrid vehicle can light up within the specified effective driving cycle when a fault is detected. MIL fault indicator and report fault codes within the specified valid driving cycle.
Description
Technical Field
The present application relates to the field of driving cycle recognition technologies, and in particular, to a method and an apparatus for recognizing an effective driving cycle, a computer device, and a computer storage medium.
Background
The OBD (on Board diagnostics) diagnostic system is a detection system that extends from automobile fault diagnosis. OBD is used to monitor and diagnose faults in systems and components such as engines, catalytic converters, particulate traps, oxygen sensors, emission control systems, fuel systems, exhaust gas recirculation systems, EGR, etc. in real time. When the OBD diagnoses that the systems and the components have faults, a MIL (mail-Indicator-Lamp) fault Indicator Lamp is controlled to be turned on, and meanwhile, the PCM (pulse code) of the powertrain control module stores a fault code into a memory, so that a maintenance worker can read the fault code out of the PCM through a certain program and quickly and accurately determine the nature and the position of the fault according to the information of the fault code.
In the related art, when an OBD system monitors a fault, it needs to control an MIL fault indicator lamp to be turned on within a specified number of effective driving cycles, and report a fault code within the specified number of effective driving cycles. When identifying an active driving cycle, the entire process of engine start, engine running, and engine shutdown to the next start is generally considered as an active driving cycle. However, the method for identifying the effective driving cycle is only useful for fuel vehicles, the situation that a power system runs but an engine does not run may occur in a vehicle type of a fuel-electric hybrid, and then the situation that the power system breaks down but the engine does not run occurs, so that the OBD system cannot accurately identify the effective driving cycle, and further the problems that after the OBD system diagnoses the fault, an MIL fault indicator lamp lighting mechanism is disordered, a controller fault code reporting mechanism is disordered and the like are caused.
Therefore, how to accurately identify and determine the effective driving cycle of the hybrid vehicle is an urgent technical problem to be solved.
Disclosure of Invention
The application mainly aims to provide a method and a device for identifying an effective driving cycle, a computer device and a computer readable storage medium, and aims to solve the technical problem of accurately identifying and judging the effective driving cycle of a hybrid electric vehicle.
In a first aspect, the present application provides a method of identifying an effective driving cycle, the method comprising the steps of:
upon determining that the powertrain activation signal is set from 0 to 1, determining that an active driving cycle is beginning, and upon the beginning, determining whether the ECU controller remains in a wake-up state;
determining a power-on signal or a wake-up signal received by the ECU controller to identify an effective driving cycle based on whether the ECU controller remains in a wake-up state.
In some embodiments, determining whether the ECU controller receives the power-on signal or the wake-up signal to identify the active driving cycle based on whether the ECU controller remains in the wake-up state specifically includes:
and if the ECU is confirmed to be in the awakening state, when the first electrifying signal is acquired after the power system starting signal is confirmed to be set from 1 to 0, the effective driving cycle is confirmed to be finished, and the next effective driving cycle is started.
In some embodiments, determining whether the power-on signal or the wake-up signal received by the ECU controller identifies an active driving cycle based on whether the ECU controller remains in the wake-up state includes the following steps:
and if the ECU is determined not to be in the awakening state, when the first awakening signal is acquired after the power system starting signal is determined to be set from 1 to 0, the effective driving cycle is determined to be finished, and the next effective driving cycle is started.
In some embodiments, the power-up signal comprises:
and the VCU controller sends a power-on signal to the ECU controller.
In some embodiments, the power-up signal comprises:
a power-up signal from the PFCU controller to the ECU controller.
In some embodiments, the wake-up signal comprises:
at least one of a wake-on-network signal, an ACC on wake-up signal, a KL15 wake-up signal, and a charge wake-up signal.
In some embodiments, the powertrain start signal comprises a PT Ready signal issued by the VCU controller.
In a second aspect, the present application further provides an apparatus for identifying an effective driving cycle, the apparatus comprising:
a first determination module for determining a start of an active driving cycle upon determining that a powertrain activation signal is asserted from 0 to 1, and determining whether the ECU controller remains in a wake-up state after the start;
a second determination module to determine a power-on signal or a wake-up signal received by the ECU controller to identify an active driving cycle based on whether the ECU controller remains in a wake-up state.
In some embodiments, the second determining module is further configured to:
and if the ECU is confirmed to be in the awakening state, when the power system starting signal is confirmed to be set from 1 to 0 and then the first power-on signal is acquired, the effective driving cycle is confirmed to be finished, and the next effective driving cycle is started.
In some embodiments, the second determining module is further configured to:
and if the ECU is determined not to be in the awakening state, when the first awakening signal is acquired after the power system starting signal is determined to be set from 1 to 0, the effective driving cycle is determined to be finished, and the next effective driving cycle is started.
In some embodiments, the power-up signal comprises:
and the VCU controller sends a power-on signal to the ECU controller.
In some embodiments, the power-up signal comprises:
a power-up signal from the PFCU controller to the ECU controller.
In some embodiments, the wake-up signal comprises:
at least one of a wake-on-network signal, an ACC on wake-up signal, a KL15 wake-up signal, and a charge wake-up signal.
In some embodiments, the powertrain start signal comprises a PT Ready signal issued by the VCU controller.
In a third aspect, the present application also provides a computer device comprising a processor, a memory, and a computer program stored on the memory and executable by the processor, wherein the computer program, when executed by the processor, implements the steps of the method for identifying an effective driving cycle as described above.
In a fourth aspect, the present application also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when being executed by a processor, realizes the steps of the method for identifying an effective driving cycle as described above.
The application provides a method, a device, a computer device and a computer readable storage medium for identifying effective driving cycles, which are characterized in that when a power system starting signal is determined to be set from 0 to 1, the start of an effective driving cycle is determined, and whether an ECU controller keeps a wake-up state is determined after the start; and determining whether the ECU controller keeps the awakening state or not, and identifying the effective driving cycle by the power-on signal or the awakening signal received by the ECU controller so as to accurately identify the effective cycle of the hybrid electric vehicle when a power system of the hybrid electric vehicle runs and an engine does not run, thereby ensuring that an MIL fault indicator lamp can be lightened in the specified effective driving cycle and a fault code can be reported in the specified effective driving cycle when the OBD diagnosis system in the hybrid electric vehicle monitors the fault. The problems that the lighting mechanism of an MIL fault indicator lamp is disordered, the reporting mechanism of a controller fault code is disordered and the like after the OBD system diagnoses a fault when the hybrid electric vehicle identifies an effective cycle according to the state of an engine can be effectively solved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic flow chart illustrating a method for identifying an effective driving cycle according to an embodiment of the present disclosure;
fig. 2 is a timing diagram of a method of identifying an active driving cycle.
FIG. 3 is a schematic block diagram of an apparatus for identifying an effective driving cycle provided by an embodiment of the present application;
fig. 4 is a block diagram illustrating a structure of a computer device according to an embodiment of the present application.
The implementation, functional features and advantages of the objectives of the present application will be further explained with reference to the accompanying drawings.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application.
The flow diagrams depicted in the figures are merely illustrative and do not necessarily include all of the elements and operations/steps, nor do they necessarily have to be performed in the order depicted. For example, some operations/steps may be decomposed, combined or partially combined, so that the actual execution sequence may be changed according to the actual situation.
The embodiment of the application provides an effective driving cycle identification method and device, computer equipment and a computer readable storage medium. The method for identifying the effective driving cycle can be applied to a computer device, and the computer device can be a controller.
Some embodiments of the present application will be described in detail below with reference to the accompanying drawings. The embodiments described below and the features of the embodiments can be combined with each other without conflict.
Referring to fig. 1, fig. 1 is a flowchart illustrating a method for identifying an effective driving cycle according to an embodiment of the present disclosure.
As shown in fig. 1, the method includes step S1 and step S2.
Step S1, upon determining that the powertrain activation signal is asserted from 0 to 1, determines that an active driving cycle is beginning and, upon such beginning, determines whether the ECU controller remains in the wake-up state.
Step S2, determining whether a power-on signal or a wake-up signal received by the ECU controller identifies an active driving cycle based on whether the ECU controller remains in a wake-up state.
It is to be noted that the method for identifying an effective driving cycle in the present embodiment may be implemented in an ECU controller, and the execution subject is the ECU controller, that is, an electronic control unit.
That is, when the ECU controller determines that the powertrain activation signal is set from 0 to 1, it determines that an active driving cycle is started, and after determining that the active driving cycle is started, the ECU controller determines whether itself remains in the awake state. The ECU controller then determines whether a power-on signal is received by itself to identify an active driving cycle, or whether a wake-up signal is received by itself to identify a driving cycle, depending on whether it is in a wake-up-holding state or not.
The power System starting signal is a Propulsion System Active signal, it CAN be understood that when the power System starting signal is set from 0 to 1, the power System is started, and when the power System starting signal is set from 1 to 0, the power System is closed, the power System starting signal is a CAN signal sent by a VCU controller (vehicle controller), and the CAN signal is PT Ready.
In some embodiments, the power-up signal received by the ECU controller comprises: after the VCU controller KL15 is powered on, a power-on signal is sent to the ECU controller through the CAN bus or the hard wire, or the power-on signal received by the ECU controller is a power-on signal sent to the ECU controller through the CAN bus or the hard wire after the PFCU controller KL15 is powered on, and the ECU controller CAN receive one of the signals or receive both the signals at the same time.
In some embodiments, the wake-up signal received by the ECU controller comprises: any one or any several of a network wake-up signal, an ACC on wake-up signal, a KL15 wake-up signal, and a charging wake-up signal.
As a preferred embodiment, determining whether the ECU controller receives the power-on signal or the wake-up signal to identify the active driving cycle according to whether the ECU controller remains in the wake-up state specifically includes the following steps:
when the ECU controller determines that the powertrain activation signal is set from 0 to 1, it may determine that an active drive cycle is beginning. And then the ECU controller determines the state of the ECU controller, if the ECU controller determines that the state of the ECU controller is in the wake-up maintaining state, namely the ECU controller is always in the wake-up state after the driving cycle is started, after the ECU controller determines that the starting signal of the power system is set from 1 to 0, the ECU controller acquires the moment of the power-on signal for the first time, namely the effective driving cycle is determined to be finished, and meanwhile, the next effective driving cycle can also be determined to be finished.
Further, when the ECU controller determines that the powertrain system enable signal is set from 0 to 1, it may determine that an active drive cycle is beginning. And then the ECU controller determines the state of the ECU controller, if the ECU controller determines that the state of the ECU controller is not kept in the awakening state, namely the SHUT DOWN controller after the driving cycle is started, after the ECU controller determines that the starting signal of the power system is set from 1 to 0, the ECU controller acquires the awakening signal moment for the first time, namely the effective driving cycle is determined to be ended, and meanwhile the next effective driving cycle can also be determined to be ended.
Referring now to the specific embodiment, as shown in fig. 2, fig. 2 illustrates an effective driving cycle of a vehicle identified according to the identification method of the present application. When the controller receives the time when the Propulsion System Active signal is set from 0 to 1, the driving cycle is determined to be an effective driving cycle, and if the controller is in an awakening state in an effective driving cycle, the end of the driving cycle and the start of the next driving cycle are the first KL15 (or the controller is activated through CAN or hard wire after the master controller KL15 such as VCU/PFCU and the like is powered on) after the Propulsion System Active signal is set. Refer to DCY2, DCY3, DCY5 in fig. 2.
When the controller receives the time when the Propulsion System Active signal is set from 0 to 1, the driving cycle is determined to be an effective driving cycle, and if the controller SHUT DOWN is judged after the driving cycle is effective, the end of the driving cycle and the start of the next driving cycle are the first controller awakening (network awakening, ACC on awakening, KL15 awakening or charging awakening and the like) after the Propulsion System Active signal is set. Reference is made to DCY1, DCY4 in FIG. 2
The Propulsion System Active uses CAN signals sent by a main controller VCU in a unified way: the PT Ready signal goes from 0 to 1 to follow the two above conditions to make a determination of an active driving cycle.
Dcy1 indicates the first effective driving cycle, when the power System starting signal Propulsion System Active goes from 0 position to 1, the first effective driving cycle is determined to start, then goes from 1 position to 0 position, and the ECU controller does not remain awake and is in the SHUT DOWN state, when receiving the ACC on signal, the ECU controller ends Dcy 1.
Dcy1, the second active driving cycle of Dcy2 begins, the power system start signal is set from 0 to 1, the ECU controller is always in the No SHUT DOWN state, which is the awake state, and after the power system start signal is set from 1 to 0, the Dcy2 ends when the first KL15 power-on signal is received.
Dcy2, the third active driving cycle of Dcy3 begins, the power system start signal is set from 0 to 1, the ECU controller is always in the No SHUT DOWN state, and after the power system start signal is set from 1 to 0, the Dcy3 ends when the first KL15 power-on signal is received.
Dcy3, the fourth active drive cycle Dcy4 begins, the first active drive cycle is determined to begin when the powertrain activation signal is asserted from 0 to 1, and then is asserted from 1 to 0, and the ECU controller enters the SHUT DOWN state, which ends Dcy4 when the ECU controller receives the ACC on signal.
Dcy4, the power system start signal is set from 0 to 1 at the beginning of Dcy5 fourth effective driving cycle, the ECU controller is always in the state of keeping awake state No SHUT DOWN, No matter receiving several KL15 power-on signals, only after the power system start signal is set from 1 to 0, the Dcy5 is finished when receiving the first power-on signal.
According to the identification method of the effective driving cycle, the effective driving cycle of the vehicle is identified according to the starting signal of the power system, the state of the ECU controller and the electrifying signal or the awakening signal of the ECU controller, so that the effective driving cycle of the hybrid electric vehicle can be accurately identified when the power system of the hybrid electric vehicle runs and the engine does not run, and therefore when the OBD diagnosis system in the hybrid electric vehicle monitors the fault, the MIL fault indicator lamp can be lightened in the specified effective driving cycle, and the fault code can be reported in the specified effective driving cycle.
Through tests, the method for identifying the effective driving cycle can meet the identification requirement of the effective driving cycle of the OBD system. For the condition that after a fault code is generated, the MIL lamp needs to be turned on when the relevant fault code passes through two driving cycles, which is specified in OBD regulations, the driving cycle identified by the driving cycle identification method can accurately identify whether the vehicle passes through the two driving cycles. For the pending faults specified in the OBD regulations, reporting in the first driving cycle is required, and confirmed fault codes are reported through two effective driving cycles. And the driving cycle where the fault code is cleared can be effectively determined, and the extinguishing processing of the MIL lamp of the market vehicle is supported. Therefore, the effective driving cycle identification method meets the driving cycle requirement in OBD diagnosis.
Referring to fig. 3, fig. 3 is a schematic block diagram of an apparatus for identifying an effective driving cycle according to an embodiment of the present disclosure.
As shown in fig. 3, the apparatus includes: the device comprises a first determination module and a second determination module.
The first determining module is used for determining the start of an effective driving cycle when the power system starting signal is determined to be set from 0 to 1, and determining whether the ECU controller keeps a wake-up state after the start;
the second determination module is configured to determine a power-on signal or a wake-up signal received by the ECU controller to identify an effective driving cycle based on whether the ECU controller remains in a wake-up state.
Wherein the power system start signal comprises a PT Ready signal sent by the VCU controller.
Wherein the second determining module is further configured to:
and if the ECU is confirmed to be in the awakening state, when the power system starting signal is confirmed to be set from 1 to 0 and then the first power-on signal is acquired, the effective driving cycle is confirmed to be finished, and the next effective driving cycle is started.
Wherein the second determining module is further configured to:
and if the ECU is determined not to be in the awakening state, when the first awakening signal is acquired after the power system starting signal is determined to be set from 1 to 0, the effective driving cycle is determined to be finished, and the next effective driving cycle is started.
Wherein the power-up signal comprises:
and the VCU controller sends a power-on signal to the ECU controller.
Wherein the power-up signal comprises:
a power-up signal from the PFCU controller to the ECU controller.
Wherein the wake-up signal comprises:
at least one of a wake-on-network signal, an ACC on wake-up signal, a KL15 wake-up signal, and a charge wake-up signal.
It should be noted that, as will be clear to those skilled in the art, for convenience and brevity of description, the specific working processes of the apparatus and the modules and units described above may refer to the corresponding processes in the foregoing embodiments, and are not described herein again.
The apparatus provided by the above embodiments may be implemented in the form of a computer program that can be run on a computer device as shown in fig. 4.
Referring to fig. 4, fig. 4 is a schematic block diagram of a computer device according to an embodiment of the present disclosure. The computer device may be an ECU controller.
As shown in fig. 4, the computer device includes a processor, a memory, and a network interface connected by a system bus, wherein the memory may include a nonvolatile storage medium and an internal memory.
The non-volatile storage medium may store an operating system and a computer program. The computer program includes program instructions that, when executed, cause the processor to perform any one of the methods for identifying an active driving cycle.
The processor is used for providing calculation and control capability and supporting the operation of the whole computer equipment.
The internal memory provides an environment for the execution of a computer program on a non-volatile storage medium, which when executed by the processor, causes the processor to perform any one of the methods for identifying an active driving cycle.
The network interface is used for network communication, such as sending assigned tasks and the like. Those skilled in the art will appreciate that the architecture shown in fig. 4 is merely a block diagram of some of the structures associated with the disclosed aspects and is not intended to limit the computing devices to which the disclosed aspects apply, as particular computing devices may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.
It should be understood that the Processor may be a Central Processing Unit (CPU), and the Processor may be other general purpose processors, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field Programmable Gate Arrays (FPGAs) or other Programmable logic devices, discrete Gate or transistor logic devices, discrete hardware components, etc. Wherein a general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
Wherein, in one embodiment, the processor is configured to execute a computer program stored in the memory to implement the steps of:
upon determining that the powertrain activation signal is set from 0 to 1, determining that an active driving cycle is beginning, and upon the beginning, determining whether the ECU controller remains in a wake-up state;
determining a power-on signal or a wake-up signal received by the ECU controller to identify an active driving cycle based on whether the ECU controller remains in a wake-up state.
In one embodiment, the processor is operative to, upon determining that a power-on signal or a wake-up signal received by the ECU controller identifies a valid driving cycle based on whether the ECU controller remains in a wake-up state,:
and if the ECU is confirmed to be in the awakening state, when the first electrifying signal is acquired after the power system starting signal is confirmed to be set from 1 to 0, the effective driving cycle is confirmed to be finished, and the next effective driving cycle is started.
In one embodiment, the processor is operative, when determining that a power-on signal or a wake-up signal received by the ECU controller identifies a valid driving cycle based on whether the ECU controller remains in a wake-up state, to:
and if the ECU is determined not to be in the awakening state, when the first awakening signal is acquired after the power system starting signal is determined to be set from 1 to 0, the effective driving cycle is determined to be finished, and the next effective driving cycle is started.
In one embodiment the power-up signal comprises: and the VCU controller sends a power-on signal to the ECU controller.
In one embodiment, the power-up signal includes: a power-up signal from the PFCU controller to the ECU controller.
In one embodiment, the wake-up signal comprises: at least one of a wake-on-network signal, an ACC on wake-up signal, a KL15 wake-up signal, and a charge wake-up signal.
In one embodiment, the powertrain start signal comprises a PT Ready signal issued by the VCU controller.
Embodiments of the present application further provide a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, where the computer program includes program instructions, and a method implemented when the program instructions are executed may refer to the embodiments of the present application.
The computer-readable storage medium may be an internal storage unit of the computer device described in the foregoing embodiment, for example, a hard disk or a memory of the computer device. The computer readable storage medium may also be an external storage device of the computer device, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like provided on the computer device.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience of describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The above-mentioned serial numbers of the embodiments of the present application are merely for description and do not represent the merits of the embodiments. While the invention has been described with reference to specific embodiments, the scope of the invention is not limited thereto, and those skilled in the art can easily conceive various equivalent modifications or substitutions within the technical scope of the invention. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A method of identifying an active driving cycle for use in OBD diagnostics, comprising the steps of:
upon determining that the powertrain activation signal is set from 0 to 1, determining that an active driving cycle is beginning, and upon the beginning, determining whether the ECU controller remains in a wake-up state;
determining a power-on signal or a wake-up signal received by the ECU controller to identify an effective driving cycle based on whether the ECU controller remains in a wake-up state.
2. The method for identifying an active driving cycle according to claim 1, wherein said determining whether a power-on signal or a wake-up signal received by said ECU controller identifies an active driving cycle based on whether said ECU controller remains in a wake-up state comprises the steps of:
and if the ECU is confirmed to be in the awakening state, when the power system starting signal is confirmed to be set from 1 to 0 and then the first power-on signal is acquired, the effective driving cycle is confirmed to be finished, and the next effective driving cycle is started.
3. The method for identifying an active driving cycle according to claim 1, wherein said determining whether a power-on signal or a wake-up signal received by said ECU controller identifies an active driving cycle based on whether said ECU controller remains in a wake-up state comprises the steps of:
and if the ECU is determined not to be in the awakening state, when the first awakening signal is acquired after the power system starting signal is determined to be set from 1 to 0, the effective driving cycle is determined to be finished, and the next effective driving cycle is started.
4. The method of identifying an active driving cycle of claim 1, wherein said power-up signal comprises:
and the VCU controller sends a power-on signal to the ECU controller.
5. The method of identifying an active driving cycle of claim 1, wherein said power-up signal comprises:
a power-up signal from the PFCU controller to the ECU controller.
6. The method of identifying an active driving cycle of claim 1, wherein the wake-up signal comprises:
at least one of a wake-on-network signal, an ACC on wake-up signal, a KL15 wake-up signal, and a charge wake-up signal.
7. A method of identifying an active driving cycle in accordance with claim 1, wherein the powertrain initiation signal comprises a PT Ready signal from a VCU controller.
8. An apparatus for identifying an effective driving cycle, comprising:
a first determination module for determining a start of an active driving cycle upon determining that a powertrain activation signal is asserted from 0 to 1, and determining whether the ECU controller remains in a wake-up state after the start;
a second determination module to determine a power-on signal or a wake-up signal received by the ECU controller to identify an active driving cycle based on whether the ECU controller remains in a wake-up state.
9. A computer arrangement, characterized in that the computer arrangement comprises a processor, a memory, and a computer program stored on the memory and executable by the processor, wherein the computer program, when executed by the processor, carries out the steps of the method of identification of active driving cycles according to any one of claims 1 to 7.
10. A computer-readable storage medium, characterized in that a computer program is stored on the computer-readable storage medium, wherein the computer program, when being executed by a processor, carries out the steps of the method of identifying an active driving cycle according to any one of claims 1 to 7.
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