CN117183952A - Driving cycle period judging method, MIL lamp control method and related device - Google Patents

Abstract

The application provides a method for judging a driving cycle period, a MIL lamp control method and a related device, wherein the moment when a vehicle key signal enters a target key state and a vehicle starting signal is in an off state (the off state is switched from a starting state in the current driving cycle period) is used as a judging condition of the starting and stopping moment of the driving cycle period, even if an engine cannot be started or a motor cannot be electrified due to failure code storage, the vehicle can enter the next driving cycle period, the failure code can be confirmed at the moment, the unresolved failure code is detected again in the next cycle, and the failure code is detected in two continuous cycles, so that the MIL lamp corresponding to the failure code can be lightened. The problem that an MIL lamp cannot be lighted due to the fact that a vehicle cannot enter the next driving cycle period in the prior art is solved.

Description

Driving cycle period judging method, MIL lamp control method and related device

Technical Field

The application relates to the technical field of equipment monitoring, in particular to a driving cycle period judging method, an MIL lamp control method and a related device.

Background

In the On-board automatic diagnosis system "(On-Board Diagnostics, hereinafter referred to as OBD system), the storage and removal of faults require different numbers of driving cycle periods, and the industry definition standard for the driving cycle periods is that the driving cycle period is defined by taking the starting point of an engine or the high voltage On the vehicle as a starting point, stopping, powering down and powering up, and taking the restarting point of the engine or the high voltage On the vehicle as an ending point.

And some faults appear in the running process of the vehicle can be monitored by the OBD system, the response of some faults is serious, when the faults are monitored, the faults are regarded as unresolved faults, corresponding fault codes are stored, the fault codes are unresolved fault codes, and the faults can be confirmed only by 2 driving cycle periods so as to light a fault indicator lamp (Malfunction Indicator Lamp, hereinafter referred to as MIL lamp). For some faults which can directly lead to the engine not being started or the vehicle not being capable of being at high voltage, after the faults occur, the engine cannot enter the next driving cycle period according to the definition of the prior driving cycle, so that the faults cannot be confirmed and corresponding fault indicator lamps cannot be lightened.

For example, a "battery voltage sensor open circuit" fault requires 1 driving cycle to store a pending fault code, and 2 consecutive driving cycles to store a confirmation fault code while the MILs lamp is illuminated. The failure response to this failure is "high voltage on vehicle disabled, vehicle unable to start". However, after the pending fault of the open circuit of the battery voltage sensor is stored, the high voltage/vehicle cannot be started in the first driving cycle period, the second driving cycle period cannot be entered, and the MIL lamp cannot be turned on. The driver cannot be reminded of the abnormality of the vehicle caused by the fault.

In order to ensure that the faults meet fault response, and the MIL lamp can be lightened to remind a driver of vehicle abnormality caused by the faults, a reliable judgment strategy for driving cycle period is imperative.

Disclosure of Invention

In view of the above, the embodiments of the present application provide a driving cycle period determination method, an MILs lamp control method, and a related device, so as to provide a driving cycle period determination strategy capable of reliably lighting MILs lamps.

In order to achieve the above object, the embodiment of the present application provides the following technical solutions:

a method of determining a driving cycle period, comprising:

acquiring a vehicle key signal and a vehicle starting signal;

judging whether the vehicle key signal enters a target key state or not, wherein the target key state is used for representing power-on of a vehicle key;

when the vehicle key signal enters the target key state, judging that the vehicle starting signal is switched from a starting state to an extinguishing state in the current driving cycle period;

if it is determined that the vehicle start signal has been switched from the start state to the extinction state within the current driving cycle period, the time at which the vehicle key signal enters the target key state is marked as the end time of the current driving cycle period and the start time of the next driving cycle period.

Optionally, in the above method for determining a driving cycle period, determining whether the vehicle key signal enters a target key state includes:

judging whether the rising edge of the vehicle key signal comes or not, if so, judging that the vehicle key signal enters a target key state, otherwise, continuing to detect the vehicle key signal.

Optionally, in the above method for determining a driving cycle period, determining that the vehicle start signal has been switched from a start state to an extinction state in the current driving cycle period includes:

judging that the vehicle starting signal is switched from a high level signal to a low level signal in the current driving cycle period, and if so, indicating that the vehicle starting signal is switched from a starting state to a extinguishing state in the current driving cycle period;

if the vehicle start signal is always kept at the low level signal in the current driving cycle period, the vehicle start signal is judged not to be switched from the start state to the extinction state in the current driving cycle period, and the vehicle is kept in the current driving cycle period.

An MILs lamp control method, the MILs lamp control method comprising:

acquiring a target fault code generated in a current driving cycle period, wherein the driving cycle period is marked by the driving cycle period judging method;

obtaining an unresolved fault code, wherein the unresolved fault code is a fault code still existing when the previous driving cycle period is finished;

judging whether the target fault code is contained in the unresolved fault code;

if the target fault generation is contained in the unresolved fault code, controlling the MIL lamp corresponding to the target fault code to be lighted;

at the end of the current driving cycle period, the still existing target fault code is marked as an unresolved fault code, and the unresolved fault code which is not contained in the target fault code is cleared.

Optionally, in the MILs lamp control method, after obtaining the target fault code generated in the current driving cycle period, the MILs lamp control method further includes:

judging whether the target fault code is contained in a preset fault set or not;

and when the target fault code is contained in the preset fault set, controlling the MIL lamp corresponding to the target fault code to be lighted.

Optionally, in the above MILs lamp control method, after controlling the MILs lamp corresponding to the target fault code to be turned on, the MILs lamp control method further includes:

judging whether the target MIL lamp is lighted or not;

if the target MIL lamp is lighted, acquiring the number of continuous driving cycle periods in which the target MIL lamp is lighted;

and controlling the brightness of the target MIL lamp based on the number of the continuous driving cycle periods.

Optionally, in the above MILs lamp control method, after the MILs lamp is turned on, the MILs lamp control method further includes:

judging whether fault codes matched with the lightened MIL lamp are not detected in continuous N driving cycle periods after the MIL lamp is lightened; and if the judgment result is yes, extinguishing the MIL lamp, otherwise, keeping the MIL lamp in a lighting state, wherein the value of N is a positive integer not smaller than 2.

A driving cycle period determination apparatus comprising:

the vehicle key signal detection unit is used for acquiring and detecting a vehicle key signal, judging whether the vehicle key signal enters a target key state, and outputting a trigger signal to the vehicle starting signal detection unit when detecting whether the vehicle key signal enters the target key state, wherein the target key state is used for representing the power-on of a vehicle key;

the vehicle starting signal detection unit is used for acquiring a vehicle starting signal, judging that the vehicle starting signal is switched from a starting state to a blanking state in the current driving cycle period when the triggering signal output by the vehicle key signal detection unit is acquired, and outputting the triggering signal to the driving cycle period marking unit if the judgment result is yes;

and the driving cycle period marking unit is used for marking the moment of the vehicle key signal entering the target key state as the ending moment of the current driving cycle period and the starting moment of the next driving cycle period when the triggering signal output by the vehicle starting signal detection unit is acquired.

An MILs lamp control device comprising:

a fault code obtaining unit, configured to obtain a target fault code generated in a current driving cycle period, where the driving cycle period is marked by the driving cycle period determining device described in any one of the above;

the MIL control unit is used for acquiring an unresolved fault code, wherein the unresolved fault code is a fault code still existing when the last driving cycle period is finished; judging whether the target fault code is contained in the unresolved fault code; if the target fault generation is contained in the unresolved fault code, controlling the MIL lamp corresponding to the target fault code to be lighted;

and the fault code management unit is used for marking the target fault code as an unresolved fault code when the current driving cycle period is finished, and clearing the unresolved fault code which is not contained in the target fault code.

A vehicle comprises the judging device of the driving cycle period and/or the MIL lamp control device.

Based on the above technical solution, according to the above solution provided by the embodiments of the present application, the vehicle key signal is put into the target key state and the vehicle start signal is put into the off state (the off state is switched from the start state in the current driving cycle period), as the judging condition of the start and stop time of the driving cycle period, even if the engine cannot be started or the motor cannot be pressurized after the fault code is stored, the vehicle can also be put into the next driving cycle period, at this time, the fault code can be confirmed, the unresolved fault code is detected again in the next cycle, which is equivalent to the fault code being detected in two consecutive cycles, so that the MILs lamp corresponding to the fault code can be lighted. The problem that MIL lamps cannot be lightened because a vehicle cannot enter the next driving cycle period in the prior art is solved, and meanwhile, the problem that MIL lamps corresponding to fault codes are directly lightened when a user uses a vehicle to control the vehicle to enter the next driving cycle period and the MIL lamps are lightened in advance because the vehicle is triggered to enter the driving cycle period in the vehicle maintenance process in the prior art is solved.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.

Fig. 1 is a flow chart of a method for determining a driving cycle period according to an embodiment of the present application;

FIG. 2 is a schematic diagram showing the states of signals to be monitored in the method for determining a driving cycle period according to the present application;

fig. 3 is a schematic flow chart of an MILs lamp control method according to an embodiment of the application;

FIG. 4 is a flowchart of a MIL lamp control method according to another embodiment of the present application;

FIG. 5 is a flowchart of a MIL lamp control method according to another embodiment of the present application;

fig. 6 is a schematic structural diagram of a driving cycle period determination device according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of an MILs lamp control device according to an embodiment of the present application;

fig. 8 is a schematic structural diagram of a vehicle control system according to an embodiment of the present application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

The OBD system monitors whether the automobile exhaust exceeds the standard at any time according to the running condition of the engine, and once the automobile exhaust exceeds the standard, the OBD system can immediately give out a warning. When the OBD system fails, the MIL lamp or the engine warning lamp can be lightened, and meanwhile, the power assembly control module stores the fault information into the memory. According to the prompt of the fault code, maintenance personnel can quickly and accurately determine the nature and the position of the fault.

In the prior art, the driving cycle period consists of engine starting, running and stopping states, and also comprises the process from stopping to next starting of the engine. If a fault is detected during a certain driving cycle, the OBD system should store a pending fault code for 10s and at the same time indicate a possible fault. After the pending fault code is stored, if the identified fault is detected again before the end of the driving cycle period for the next diagnosis, the MILs lamp corresponding to the fault should be continuously turned on and a confirmation fault code stored for 10 s. Meanwhile, the pending fault code should continue to be saved; if the fault is not detected before the end of the driving cycle period for the next diagnosis, the pending fault code should be cleared before the end of the driving cycle period.

According to the above process, the whole process is as follows: storing a pending fault code when a fault is detected during a drive cycle; when the same fault is continuously detected for 2 driving cycle periods, a confirmation fault code is stored and an MIL lamp is turned on.

In the prior art, the starting point and the ending point of the driving cycle period are not particularly required, and the applicant finds that if the vehicle KEY is powered ON (KEY-ON) as the starting point of the driving cycle period, even if the engine cannot be started or the vehicle cannot be powered ON under high pressure after the fault code is stored, the second driving cycle can be entered, and at the moment, the fault code can be stored and confirmed, so that the MIL lamp can be further lighted.

Accordingly, applicants disclose a method of determining a driving cycle period, see FIG. 1, which may comprise:

step S101: a vehicle key signal and a vehicle start signal are obtained.

In this solution, the starting time and the ending time of the driving cycle are marked by the Signal states of the vehicle Key Signal and the vehicle start Signal, where the vehicle Key Signal refers to a Wake-Up Signal (such as Key On), that is, the Signal contains only the Key-15 Key Wake-Up Signal of the vehicle, does not contain the network Wake-Up Signal of the vehicle or other system Wake-Up signals, and does not contain these signals, because it is considered that if these signals are contained, a situation occurs that, when the vehicle is subjected to after-market maintenance, the HCU (Hybrid Control Unit) controller sleeps, but because the ECM (Engine Control Module) engine controller runs in the background during the maintenance, a message is sent, so that the HCU controller is woken again, and at this time, the driving cycle Signal sent by the engine controller is always 1, and after being received by the HCU, is calculated as a driving cycle, if there is a fault then, the fault will be marked as an unresolved fault code, and after the next power-Up HCU is woke Up, because if there is a situation occurs, a situation may occur, when the Key-off occurs, and if these faults will be monitored in advance, so that the MIL will be lighted. The above-mentioned problem does not occur when the vehicle key signal is used as the monitoring signal.

Step S102: and judging whether the vehicle key signal enters a target key state or not.

In this scheme, the target state refers to a state that the vehicle key is powered on, when the vehicle key is detected to enter the target state, a key-15 key of the vehicle is triggered, at this time, the vehicle may enter the next driving cycle period, and the subsequent steps are continuously executed.

Referring to fig. 2, the signal L1 is the vehicle key signal, L2 is the vehicle start signal, and L3 is the periodic metering signal. DC0, DC1, DC2 each represent one driving cycle period.

In connection with the example shown in fig. 2, the target state may refer to a state in which the vehicle key signal becomes a high level, and in this case, when determining whether the vehicle key signal enters the target key state, it may specifically include: judging whether the rising edge of the vehicle key signal comes or not, if so, judging that the vehicle key signal enters a target key state, otherwise, continuing to detect the vehicle key signal. For example, in fig. 2, when the rising edge of the vehicle key signal at time t1 is detected, step S103 is executed.

Step S103: when the vehicle key signal enters the target key state, the vehicle starting signal is judged to be switched from a starting state to an extinguishing state in the current driving cycle period.

The vehicle start signal refers to a signal for representing the start of a vehicle power system, and is a start signal when the vehicle is a fuel automobile, and is a motor start signal when the vehicle is an electric automobile.

In this step, it is determined that the vehicle start signal has been switched from the start state to the extinction state in the current driving cycle period, as shown by L3 in fig. 2, a high-low level period of one L3 is a driving cycle period, in this step, referring to fig. 2, the start state refers to a high level state, the extinction state refers to a low level state, and if it is detected that the vehicle start signal is low level and the low level is obtained by converting the vehicle start signal of high level in the current driving cycle period, that is, if the previous state of the vehicle start signal is high level in the current driving cycle period, it indicates that the driving cycle period is ended and a new driving cycle period is started.

If the detected vehicle start signal is in the low-level state, however, the low-level state is not switched from the high level in the current driving cycle period, for example, although the rising edge of the vehicle key signal detected also at time t4 comes, and the vehicle start signal L2 is in the low-level state, the L2 is kept in the low-level state for the period from time t4 to time t3 in the driving cycle period corresponding to DC1, and at this time, the current driving cycle period is not considered to be ended/the start of the next driving cycle period, and the current driving cycle period is continued. Until the situation corresponding to the time t3 and the time t5 occurs.

Step S104: if it is determined that the vehicle start signal has been switched from the start state to the extinction state within the current driving cycle period, the time at which the vehicle key signal enters the target key state is marked as the end time of the current driving cycle period and the start time of the next driving cycle period.

In this step, if the vehicle start signal is detected as a low level in step S103, and the low level is converted from a high level vehicle start signal in the current driving cycle, the time at which the vehicle key signal enters the target key state is marked as the end time of the current driving cycle and the start time of the next driving cycle. For example, the times t1, t3, and t7 are marked with the end time of the previous driving cycle and the start time of the next driving cycle.

As can be seen from fig. 2, if DC0 is taken as the first driving cycle period, this cycle starts when the rising edge at time L1 at time t1 arrives, and ends when the rising edge at time L1 again occurs at time t3, taking the vehicle as a fuel vehicle, during which the engine must go through a start-up, shut-down process, or a high-pressure, high-pressure process.

Taking DC1 as the second driving cycle: the cycle starts when the rising edge at time t 3L 1 comes, and ends when the rising edge at time t 7L 1 is DC1, during which the engine must be started and stopped, or the vehicle is under high-pressure and low-pressure. In the period from t3 to t5, the front part of DC1 has only the L1 signal "1-0-1", and the L2 signal does not appear excessively high voltage (the L2 signal is high level) in this period, so that one driving cycle period is not satisfied; in the period of t5-t6, only the process of high-voltage up-high-voltage down occurs in L2, and the rising edge does not occur in L1, so that one driving cycle is not satisfied either; until the above 2 conditions are satisfied, the next driving cycle period is not ended.

In summary, in this embodiment, the defined driving cycle period, KEY-ON, starts, passes through the engine start or high voltage ON the motor, then stops, KEY-OFF, and then reaches KEY-ON (end point). Each cycle of driving includes the process of KEY-ON, high voltage ON engine start/motor, OFF, KEY-OFF, KEY-ON.

In the above-described method of defining a driving cycle, if the vehicle key signal is set to the target key state, even if the engine is not started or the motor is not pressurized after the fault code is stored, the vehicle may enter the next driving cycle, and at this time, the fault code may be stored and confirmed, and the unresolved fault code is detected again in the next cycle, which corresponds to the fault code detected in two consecutive cycles, so that the MIL lamp corresponding to the fault code may be turned on. The problem that an MIL lamp cannot be lighted due to the fact that a vehicle cannot enter the next driving cycle period in the prior art is solved.

The application also discloses an MIL lamp control method corresponding to the above driving cycle period determination method, which is implemented based on the driving cycle period defined by the above driving cycle period determination method, specifically, referring to fig. 3, the MIL lamp control method includes:

step S301: and acquiring a target fault code generated in the current driving cycle period.

The driving cycle period is marked by the driving cycle period determination method according to any one of the embodiments described above.

In each previous driving cycle period, the OBD system detects the vehicle state based on a preset fault determination policy, determines whether the vehicle has a fault, acquires the fault code of the fault if the fault occurs, and continues to execute step S302 if the fault code is a predefined target fault code (in this scheme, fault codes that require two driving cycle periods to light the corresponding MILs lamp may be predefined, and these fault codes are the target fault codes).

Step S302: and obtaining an unresolved fault code.

The unresolved fault code is a detected fault code in the previous driving cycle period. In this scenario, all detected target faults will be marked as unresolved faults during each driving cycle.

Step S303: and judging whether the target fault code is contained in the unresolved fault code.

In this step, after the target fault code is detected in the current driving cycle period, the target fault code is compared with the unresolved fault code, and whether the target fault code is included in the unresolved fault code is determined, if the target fault code is included in the unresolved fault code, step S304 is continuously executed, and in this process, all the target fault codes acquired in the current cycle period may be compared with the unresolved fault code one by one to determine the target fault code included in the unresolved fault code.

Step S304: and if the target fault code is contained in the unresolved fault code, controlling the MIL lamp corresponding to the target fault code to be lighted.

In this scheme, if the target fault code is included in the unresolved fault code, it indicates that the fault is detected in two consecutive driving cycle periods, and at this time, the vehicle control system is required to light an MILs lamp corresponding to the target fault code to remind the user that the vehicle has a fault.

Step S305: marking the target fault code as an unresolved fault code.

Step S306: at the end of the current driving cycle period, the unresolved fault codes that are not included in the target fault code are cleared.

After the vehicle is turned off, the user may repair the vehicle by repairing or otherwise, so as to solve some faults existing in the vehicle, so that when the vehicle enters the next driving cycle again, the faults become non-existent, and fault codes corresponding to the faults are not detected in the driving cycle, so if the generated unresolved fault codes are not included in the target fault codes, that is, the target fault codes with the same unresolved fault codes are not obtained in the current driving cycle, at this time, the faults corresponding to the unresolved fault codes can be considered to be resolved, and therefore, the unresolved fault codes need to be cleared to prevent the vehicle from being alarmed by mistake.

In the technical solution disclosed in this embodiment, considering that when some faults exist in the vehicle, the longer the duration of the faults, the greater the damage to the vehicle is, and therefore, the duration of the faults exist and the degree of damage to the vehicle caused by the faults are reminded to the user, referring to fig. 4, after the above solution, the controlling the MIL lamp corresponding to the target fault code to be turned on may further include:

step S401: it is determined whether the target MILs lamp is illuminated.

In this embodiment, some target MILs are marked in advance, and the faults corresponding to these target MILs lamps are those faults that have greater damage to the vehicle as the duration of time is longer, and when it is determined that the target MILs corresponding to these faults are lit, step S402 is performed.

Step S402: and if the target MIL lamp is lighted, acquiring the number of continuous driving cycle periods of the lighted target MIL lamp.

This step acquires the number of consecutive driving cycle periods in which the target MILs lamp is turned on, for example, the target MILs lamp is turned on in consecutive N periods, where N is not less than 1, and determines the luminance value corresponding to N.

Step S403: and controlling the brightness of the target MIL lamp based on the number of the continuous driving cycle periods.

In this step, the brightness of the MILs lamp is controlled based on the determined brightness value.

Of course, the color matching with the number N of the continuous driving cycle periods may be obtained in this step, and then the target MILs lamp is controlled to output light with a corresponding color, for example, initially, the target MILs lamp outputs light red light, and as the value of N increases continuously, the light color output by the target MILs lamp changes gradually to dark red, and the user may determine the existence duration of the fault through the color change of the MILs lamp, so that the fault may be repaired before the fault causes serious damage to the vehicle.

In this embodiment, considering that when some faults occur to the vehicle, the damage degree of the faults to the vehicle is large, and the user needs to solve the faults as soon as possible, so that when the faults are monitored, the MILs lamps corresponding to the faults can be directly controlled to be turned on, and the next driving cycle does not need to be waited, that is, after the target fault code generated in the current driving cycle is obtained, referring to fig. 5, the method may further include:

step S501: and judging whether the target fault code is contained in a preset fault set or not.

In this scheme, fault codes corresponding to faults to be resolved as soon as possible may be stored in the preset fault set, that is, the preset fault set stores some fault codes marked in advance, and vehicle faults corresponding to the fault codes are faults to be resolved as soon as possible by a user, and when the target fault code is obtained in the current driving cycle period, it is determined whether the target fault code is included in the preset fault set, and if so, step S502 needs to be executed.

Step S502: and when the target fault code is contained in the preset fault set, controlling the MIL lamp corresponding to the target fault code to be lighted.

In this step, when it is determined that the target fault code belongs to the preset fault set, an MILs lamp corresponding to the target fault code needs to be immediately turned on in the current driving cycle period, so as to prompt a user to process the fault as soon as possible, and prevent serious damage to the vehicle caused by the fault.

In this embodiment, after the MILs lamp is turned on and the fault of the vehicle is repaired by the user, the MILs lamp may be turned on for N driving cycle periods, where N is a positive integer not less than 2, for example, the value of N may be 3, so that N periods may be continued to prevent the fault from being unrepaired, and at this time, after the MILs lamp is turned on, the method further includes: judging whether fault codes matched with the lightened MIL lamp are not detected in continuous N driving cycle periods after the MIL lamp is lightened; if yes, the user is informed that the fault of the vehicle corresponding to the MIL has been repaired, the repair result is reliable, the MIL lamp can be turned off at the moment, and if the fault code matched with the MIL lamp is detected again in one or more driving cycle periods in the continuous N periods, the vehicle is informed that the fault still exists, and the MIL lamp needs to be kept in a lighting state continuously.

Further, considering that there may be multiple drivers in a car, if driver a has repaired the fault corresponding to the lit MILs lamp, in each driving cycle, driver B drives the car, and after seeing that the MILs lamp is lit, driver B may repair the car again, in order to prevent this situation, in this scheme, the user may control the MILs lamp to enter the target lighting state by triggering the control button matched with the MILs lamp, where the target lighting state is different from the normal state, and at this moment, driver B may determine that the fault corresponding to the MILs lamp is the fault that has been repaired, and of course, after controlling the MILs lamp to enter the target lighting state, if the fault code corresponding to the lit MILs lamp is detected again before the situation that the fault code matched with the MILs lamp is not detected in "continuous N driving cycles" comes, it is necessary to control the MILs lamp to return to the normal lighting state again, so as to prompt the user that the fault has been repaired. The target lighting state may be a blinking state, and the normal lighting state may be a normal lighting state.

In this embodiment, the present application also discloses a device for determining a driving cycle period, corresponding to the method for determining a driving cycle period, and specific working contents of each unit in the device are referred to in the content of the embodiment of the method.

The driving cycle apparatus provided by the embodiment of the present application is described below, and the driving cycle apparatus described below and the driving cycle method described above may be referred to correspondingly to each other.

Referring to fig. 6, the driving cycle apparatus may include:

a vehicle key signal detection unit 10, configured to acquire and detect a vehicle key signal, determine whether the vehicle key signal enters a target key state, and output a trigger signal to a vehicle start signal detection unit when detecting whether the vehicle key signal enters the target key state, where the target key state is used to characterize power-on of a vehicle key;

a vehicle start signal detection unit 20, configured to obtain a vehicle start signal, and when obtaining a trigger signal output by the vehicle key signal detection unit, determine that the vehicle start signal has been switched from a start state to an extinction state in a current driving cycle period, and if the determination result is yes, output the trigger signal to a driving cycle period marking unit;

and a driving cycle period marking unit 30 configured to mark, when the trigger signal output by the vehicle start signal detecting unit is acquired, a time at which the vehicle key signal enters the target key state as an end time of a current driving cycle period and a start time of a next driving cycle period.

The specific functions of the vehicle key signal detection unit 10, the vehicle start signal detection unit 20 and the driving cycle period marking unit 30 in the driving cycle period device are described in the above embodiments of the driving cycle period determination method, and are not described here.

In this embodiment, corresponding to the above MILs lamp control method, the present application also discloses a MILs lamp control method, and specific working contents of each unit in the apparatus are referred to the contents of the above method embodiments.

The MILs lamp control method provided by the embodiments of the present application will be described below, and the MILs lamp control method described below and the MILs lamp control method described above may be referred to correspondingly. Referring to fig. 7, the MIL lamp control device may include:

a fault code obtaining unit 11 for obtaining a target fault code generated in a current driving cycle period, the driving cycle period being marked by the driving cycle period determining device of claim 8;

an MILs control unit 21, configured to obtain an unresolved fault code, where the unresolved fault code is a fault code that still exists when the previous driving cycle is completed; judging whether the target fault code is contained in the unresolved fault code; if the target fault generation is contained in the unresolved fault code, controlling the MIL lamp corresponding to the target fault code to be lighted;

and the fault code management unit 31 is configured to mark the target fault code as an unresolved fault code at the end of the current driving cycle period, and clear the unresolved fault code that is not included in the target fault code.

The specific functions of the fault code obtaining unit 11, the MILs control unit 21 and the fault code management unit 31 in the driving cycle device are described in the above-mentioned MILs light control method embodiments, and are not further described herein.

Corresponding to the above method for determining the driving cycle period and the MILs lamp control method, the application also discloses a vehicle-mounted control system, see fig. 8, which may include: at least one processor 100, at least one communication interface 200, at least one memory 300, and at least one communication bus 400;

in the embodiment of the present application, the number of the processor 100, the communication interface 200, the memory 300 and the communication bus 400 is at least one, and the processor 100, the communication interface 200 and the memory 300 complete the communication with each other through the communication bus 400; it will be apparent that the communication connection schematic shown in the processor 100, the communication interface 200, the memory 300 and the communication bus 400 shown in fig. 8 is only optional;

alternatively, the communication interface 200 may be an interface of a communication module, such as an interface of a GSM module;

the processor 100 may be a central processing unit CPU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present application.

Memory 300 may comprise high-speed RAM memory or may further comprise non-volatile memory (non-volatile memory), such as at least one disk memory.

The processor 100 is specifically configured to implement the steps of the driving cycle period determination method and/or the MILs lamp control method according to any one of the foregoing embodiments.

Corresponding to the device, the application also discloses a vehicle, which can be applied with the judging device and/or the MIL lamp control device of the driving cycle period in any embodiment, or can be applied with the vehicle-mounted control system in the embodiment.

For convenience of description, the above system is described as being functionally divided into various modules, respectively. Of course, the functions of each module may be implemented in the same piece or pieces of software and/or hardware when implementing the present application.

In this specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment mainly describes differences from other embodiments. In particular, for a system or system embodiment, since it is substantially similar to a method embodiment, the description is relatively simple, with reference to the description of the method embodiment being made in part. The systems and system embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present application without undue burden.

Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software modules may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

It is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A method for determining a driving cycle period, comprising:

acquiring a vehicle key signal and a vehicle starting signal;

judging whether the vehicle key signal enters a target key state or not, wherein the target key state is used for representing power-on of a vehicle key;

when the vehicle key signal enters the target key state, judging that the vehicle starting signal is switched from a starting state to an extinguishing state in the current driving cycle period;

if it is determined that the vehicle start signal has been switched from the start state to the extinction state within the current driving cycle period, the time at which the vehicle key signal enters the target key state is marked as the end time of the current driving cycle period and the start time of the next driving cycle period.

2. The method of determining a driving cycle period according to claim 1, wherein determining whether the vehicle key signal enters a target key state comprises:

judging whether the rising edge of the vehicle key signal comes or not, if so, judging that the vehicle key signal enters a target key state, otherwise, continuing to detect the vehicle key signal.

3. The method of determining a driving cycle period according to claim 1, wherein determining that the vehicle start signal has been switched from a start state to an extinction state within a current driving cycle period includes:

judging that the vehicle starting signal is switched from a high level signal to a low level signal in the current driving cycle period, and if so, indicating that the vehicle starting signal is switched from a starting state to a extinguishing state in the current driving cycle period;

if the vehicle start signal is always kept at the low level signal in the current driving cycle period, the vehicle start signal is judged not to be switched from the start state to the extinction state in the current driving cycle period, and the vehicle is kept in the current driving cycle period.

4. An MILs lamp control method, characterized in that the MILs lamp control method comprises:

obtaining a target fault code generated in a current driving cycle period, wherein the driving cycle period is marked by the driving cycle period judging method according to any one of claims 1-3;

obtaining an unresolved fault code, wherein the unresolved fault code is a fault code still existing when the previous driving cycle period is finished;

judging whether the target fault code is contained in the unresolved fault code;

if the target fault code is contained in the unresolved fault code, controlling the MIL lamp corresponding to the target fault code to be lighted;

at the end of the current driving cycle period, the still existing target fault code is marked as an unresolved fault code, and the unresolved fault code which is not contained in the target fault code is cleared.

5. The MIL lamp control method of claim 4, further comprising, after obtaining the target fault code generated in the current driving cycle period:

judging whether the target fault code is contained in a preset fault set or not;

and when the target fault code is contained in the preset fault set, controlling the MIL lamp corresponding to the target fault code to be lighted.

6. The MILs lamp control method of claim 5, wherein controlling the MILs lamp corresponding to the target fault code after ignition further comprises:

judging whether the target MIL lamp is lighted or not;

if the target MIL lamp is lighted, acquiring the number of continuous driving cycle periods in which the target MIL lamp is lighted;

and controlling the brightness of the target MIL lamp based on the number of the continuous driving cycle periods.

7. The MIL lamp control method of claim 5, further comprising, after the MIL lamp is turned on:

judging whether fault codes matched with the lightened MIL lamp are not detected in continuous N driving cycle periods after the MIL lamp is lightened; and if the judgment result is yes, extinguishing the MIL lamp, otherwise, keeping the MIL lamp in a lighting state, wherein N is a positive integer not less than 2.

8. A driving cycle period determination device, comprising:

the vehicle key signal detection unit is used for acquiring and detecting a vehicle key signal, judging whether the vehicle key signal enters a target key state, and outputting a trigger signal to the vehicle starting signal detection unit when detecting whether the vehicle key signal enters the target key state, wherein the target key state is used for representing the power-on of a vehicle key;

the vehicle starting signal detection unit is used for acquiring a vehicle starting signal, judging that the vehicle starting signal is switched from a starting state to a blanking state in the current driving cycle period when the triggering signal output by the vehicle key signal detection unit is acquired, and outputting the triggering signal to the driving cycle period marking unit if the judgment result is yes;

and the driving cycle period marking unit is used for marking the moment of the vehicle key signal entering the target key state as the ending moment of the current driving cycle period and the starting moment of the next driving cycle period when the triggering signal output by the vehicle starting signal detection unit is acquired.

9. An MILs lamp control device, comprising:

a fault code obtaining unit for obtaining a target fault code generated in a current driving cycle period, the driving cycle period being marked by the driving cycle period determining device of claim 8;

the MIL control unit is used for acquiring an unresolved fault code, wherein the unresolved fault code is a fault code still existing when the last driving cycle period is finished; judging whether the target fault code is contained in the unresolved fault code; if the target fault generation is contained in the unresolved fault code, controlling the MIL lamp corresponding to the target fault code to be lighted;

and the fault code management unit is used for marking the target fault code as an unresolved fault code when the current driving cycle period is finished, and clearing the unresolved fault code which is not contained in the target fault code.

10. A vehicle comprising the drive cycle period determination device according to claim 8 and/or the MIL lamp control device according to claim 9.