Control method and device, vehicle and storage medium

Abstract

The present application relates to a kind of control method, device, vehicle and storage medium, wherein, control method includes: obtaining engine speed, engine actual load and the engine target load corresponding to set type;According to engine speed, engine actual load and engine target load, the target angle corresponding to the set type of variable valve timing mechanism is determined;According to target angle, the angle corresponding to the set type of variable valve timing mechanism is controlled.According to the above technical means, when engine target load is rapidly reduced and engine actual load is larger, the target angle corresponding to the set type of variable valve timing mechanism can be limited, so that the target angle corresponding to the set type is set to the angle that does not produce over-blast, thereby reducing the probability of over-blast occurrence, to protect engine, and better driving performance can be obtained.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a control method, device, vehicle, and storage medium. Background Technology

[0002] With the widespread application of turbocharging technology in gasoline engines, the fuel / air mixture is prone to auto-ignition before spark plug ignition, also known as pre-ignition (in the industry as super knock, or simply over-knock). Over-knock typically occurs under low-speed, high-load conditions.

[0003] In addition, increasing the compression ratio can improve engine thermal efficiency, which is an important method for achieving energy conservation and emission reduction in gasoline engines. Hybrid engines typically use high compression ratio gasoline engines (such as those designed with a compression ratio of 15 or higher). However, because the compression ratio is significantly increased, the energy density in the combustion chamber increases, and over-detonation may occur in the engine under low to medium speed and medium load conditions.

[0004] Currently, the industry's control methods for super-knock usually involve adjusting parameters after super-knock has already occurred, and there are not many ways to suppress super-knock in advance by changing relevant engine parameter settings. Summary of the Invention

[0005] One objective of this application is to provide a control method that can suppress overexplosion in advance; a second objective of this application is to provide a control device; a third objective of this application is to provide a vehicle; and a fourth objective of this application is to provide a storage medium.

[0006] To achieve the above objectives, in a first aspect, this application provides a control method, characterized in that the control method includes:

[0007] Obtain engine speed, actual engine load, and target engine load corresponding to the set type;

[0008] Based on the engine speed, the actual engine load, and the target engine load, determine the target angle corresponding to the set type of the variable valve timing mechanism;

[0009] The angle corresponding to the set type of the variable valve timing mechanism is controlled according to the target angle.

[0010] Based on the above technical means, when the target load of the engine decreases rapidly while the actual load of the engine is large, the target angle corresponding to the setting type of the variable valve timing mechanism (VVT) can be limited so that the target angle corresponding to the setting type is set to an angle that will not produce over-explosion, thereby reducing the probability of over-explosion, protecting the engine, and obtaining better driving performance.

[0011] Further, determining the target angle corresponding to the setting type of the variable valve timing mechanism based on the engine speed, the actual engine load, and the target engine load includes:

[0012] Based on the engine speed, the actual engine load, and the target engine load, determine the over-explosion protection angle corresponding to the set type of the variable valve timing mechanism, and the over-explosion protection mark corresponding to the set type of the variable valve timing mechanism;

[0013] The target angle is determined based on the overexplosion prevention angle and the overexplosion prevention marking.

[0014] Based on the above technical means, the target angle corresponding to the VVT ​​setting type can be determined more quickly and accurately, so as to better control the angle corresponding to the VVT ​​setting type and thus better avoid over-explosion.

[0015] Further, determining the over-explosion protection angle corresponding to the set type of the variable valve timing mechanism and the over-explosion protection mark corresponding to the set type of the variable valve timing mechanism based on the engine speed, the actual engine load, and the target engine load includes:

[0016] Obtain the state of the load selection switch corresponding to the specified type;

[0017] Based on the state of the load selection switch, the actual engine load, and the target engine load, determine the engine selection load corresponding to the set type;

[0018] The over-explosion protection angle is determined based on the engine speed and the selected engine load.

[0019] Based on the above technical means, the over-explosion protection angle corresponding to the setting type can be easily and quickly determined, which facilitates the subsequent control of over-explosion protection, so as to better control the angle corresponding to the setting type of VVT, thereby better avoiding the occurrence of over-explosion.

[0020] Further, determining the engine selection load corresponding to the set type based on the state of the load selection switch, the actual engine load, and the target engine load includes:

[0021] If it is determined that the load selection switch is in the first state, then the actual load of the engine is determined as the selected load of the engine;

[0022] If the load selection switch is determined to be in the second state, then the engine target load is determined as the engine selected load.

[0023] Based on the above technical means, the engine load selection can be determined conveniently and quickly, thereby improving the efficiency of the entire method.

[0024] Further, determining the over-explosion protection angle based on the engine speed and the selected engine load includes:

[0025] Obtain the configuration information corresponding to the set type; wherein, the configuration information includes the correspondence between the engine speed and the engine selected load and the anti-explosion angle;

[0026] The over-explosion protection angle is determined based on the configuration information, the engine speed, and the selected engine load.

[0027] Based on the above technical means, the engine speed and the anti-over-explosion angle corresponding to the selected engine load can be found from the configuration information. The whole method is convenient and quick, and can efficiently determine the anti-over-explosion angle, thereby improving the efficiency of anti-over-explosion control and further better preventing the occurrence of over-explosion.

[0028] Further, determining the over-explosion protection angle corresponding to the set type of the variable valve timing mechanism and the over-explosion protection mark corresponding to the set type of the variable valve timing mechanism based on the actual engine load and the target engine load includes:

[0029] Based on the actual engine load, determine the load condition flag corresponding to the set type;

[0030] Based on the aforementioned overexplosion protection angle, determine the angle condition flag corresponding to the set type;

[0031] The over-explosion prevention mark is determined based on the load condition mark and the angle condition mark.

[0032] Based on the aforementioned technical means, it is possible to comprehensively determine whether it is necessary to control the VVT ​​angle of the set type based on the load condition of the engine and the VVT ​​angle, thereby making the anti-explosion control more accurate and more precisely avoiding the occurrence of over-explosion.

[0033] Further, determining the target load condition flag corresponding to the set type based on the actual engine load includes:

[0034] Obtain the idle speed flag, the upper limit load threshold corresponding to the set type, the lower limit load threshold corresponding to the set type, and the original load condition flag corresponding to the set type;

[0035] The target load condition flag is determined based on the idle speed flag, the upper limit load threshold, the lower limit load threshold, the actual engine load, and the original load condition flag.

[0036] Based on the above technical means, the efficiency of determining the target load condition indicators can be further improved, thereby improving the efficiency of over-explosion control and better avoiding the occurrence of over-explosion.

[0037] Further, determining the target load condition flag based on the idle speed flag, the upper limit load threshold, the lower limit load threshold, the actual engine load, and the original load condition flag includes:

[0038] If it is determined that the actual load of the engine is greater than the upper limit load threshold, and it is determined that the idle speed flag is changed from reset to set, then the target load condition flag is set.

[0039] If it is determined that the actual load of the engine is less than the lower load threshold, and / or it is determined that the idle speed flag is changed from set to reset, then the target load condition flag is determined to be reset;

[0040] If it is determined that the actual load of the engine is greater than or equal to the lower load threshold and less than or equal to the upper load threshold, then the target load condition flag is determined to be the original load condition flag.

[0041] Based on the above technical means, the target load condition indicators can be quickly determined, further improving the efficiency of the entire method.

[0042] Further, determining the over-explosion prevention mark based on the load condition mark and the angle condition mark includes:

[0043] If the load condition flag is determined to be set and the angle condition flag is determined to be set, then the over-explosion prevention flag is determined to be set.

[0044] If the load condition flag is determined to be reset, and / or the angle condition flag is determined to be reset, then the over-explosion protection flag is determined to be reset.

[0045] Based on the above technical means, the overexplosion prevention mark can be quickly determined, further improving the efficiency of the entire method.

[0046] Further, determining the angle condition flag corresponding to the set type based on the overexplosion prevention angle includes:

[0047] Obtain the initial value of the target angle corresponding to the set type of the variable valve timing mechanism, and the actual angle corresponding to the set type of the variable valve timing mechanism;

[0048] The angle condition flag is determined based on the initial value of the target angle, the actual angle, and the overexplosion protection angle.

[0049] Based on the above technical means, the angle condition markers can be determined quickly and accurately, further improving the efficiency of the entire method.

[0050] Furthermore, when the setting type includes an air intake type, determining the angle condition flag based on the initial target angle value, the actual angle, and the over-explosion protection angle includes:

[0051] If the larger of the initial value of the target angle and the actual angle is determined to be greater than or equal to the overexplosion prevention angle, then the angle condition flag is set.

[0052] If the larger of the initial value of the target angle and the actual angle is determined to be less than the overexplosion prevention angle, then the angle condition flag is determined to be reset.

[0053] Based on the above technical means, the angle condition flags corresponding to the air intake type can be determined quickly and accurately, further improving the efficiency of the entire method.

[0054] Furthermore, when the setting type includes an exhaust type, determining the angle condition flag based on the initial target angle value, the actual angle, and the over-explosion prevention angle includes:

[0055] If the smaller of the initial value of the target angle and the actual angle is determined to be less than or equal to the explosion-proof angle, then the angle condition flag is set.

[0056] If the smaller of the initial value of the target angle and the actual angle is determined to be greater than the overexplosion prevention angle, then the angle condition flag is determined to be reset.

[0057] Based on the above technical means, the angle condition markers corresponding to the exhaust type can be determined quickly and accurately, further improving the efficiency of the entire method.

[0058] Furthermore, when the setting type includes an air intake type, determining the target angle based on the over-explosion protection angle and the over-explosion protection mark includes:

[0059] Obtain the maximum angle setting value corresponding to the intake type of the variable valve timing mechanism;

[0060] The upper limit value corresponding to the air intake type is determined based on the anti-explosion mark corresponding to the air intake type, the maximum angle setting value, and the anti-explosion angle.

[0061] Obtain the minimum angle setting value corresponding to the intake type of the variable valve timing mechanism;

[0062] The smaller of the initial target angle value and the minimum angle setting value corresponding to the intake type of the variable valve timing mechanism is determined as the lower limit value corresponding to the intake type.

[0063] The target angle is determined based on the upper limit and the lower limit.

[0064] Based on the above technical means, the target angle corresponding to the air intake type can be determined quickly and accurately, further improving the efficiency of the entire method.

[0065] Furthermore, when the setting type includes an exhaust type, determining the target angle based on the anti-overexplosion angle and the anti-overexplosion mark includes:

[0066] Obtain the maximum angle setting value corresponding to the exhaust type of the variable valve timing mechanism;

[0067] The larger of the initial target angle value and the maximum angle setting value corresponding to the exhaust type of the variable valve timing mechanism is determined as the upper limit value corresponding to the exhaust type.

[0068] Obtain the minimum angle setting value corresponding to the exhaust type of the variable valve timing mechanism;

[0069] The lower limit value corresponding to the exhaust type is determined based on the anti-explosion mark, the minimum angle setting value, and the anti-explosion angle.

[0070] The target angle is determined based on the upper limit and the lower limit.

[0071] Based on the above technical means, the target angle corresponding to the exhaust type can be determined quickly and accurately, further improving the efficiency of the entire method.

[0072] Furthermore, the setting type includes intake type and / or exhaust type.

[0073] Based on the above technical means, when the target load of the engine decreases rapidly while the actual load of the engine is large, the intake target angle and exhaust target angle of the VVT ​​can be limited so that the intake target angle is set to an intake angle that will not produce over-explosion, and the exhaust target angle is set to an exhaust angle that will not produce over-explosion, thereby reducing the probability of over-explosion to protect the engine and obtain better driving performance.

[0074] To achieve the above objectives, in a second aspect, this application also provides a control device, characterized in that the control device comprises:

[0075] The acquisition module is used to acquire the actual engine load and the engine target load corresponding to the set type.

[0076] The determining module is used to determine the target angle corresponding to the set type of the variable valve timing mechanism based on the engine speed, the actual engine load, and the target engine load;

[0077] The control module is used to control the angle corresponding to the set type of the variable valve timing mechanism according to the target angle.

[0078] To achieve the above objectives, in a third aspect, this application also provides a vehicle comprising: a processor and a memory, the processor being configured to execute a vehicle control program stored in the memory to implement the control method described above.

[0079] Based on the above technical means, when the target load of the engine decreases rapidly while the actual load of the engine is large, the target angle corresponding to the setting type of the variable valve timing mechanism (VVT) can be limited so that the target angle corresponding to the setting type is set to an angle that will not produce over-explosion, thereby reducing the probability of over-explosion, protecting the engine, and obtaining better driving performance.

[0080] To achieve the above objectives, in a fourth aspect, this application also provides a storage medium storing one or more programs that can be executed by one or more processors to implement the control method described above.

[0081] Based on the above technical means, when the target load of the engine decreases rapidly while the actual load of the engine is large, the target angle corresponding to the setting type of the variable valve timing mechanism (VVT) can be limited so that the target angle corresponding to the setting type is set to an angle that will not produce over-explosion, thereby reducing the probability of over-explosion, protecting the engine, and obtaining better driving performance.

[0082] The beneficial effects of this application are:

[0083] This invention determines the target angle corresponding to the VVT ​​setting type by considering engine speed, actual engine load, and the target engine load corresponding to the setting type. Then, it controls the VVT ​​setting type angle based on this target angle to better adjust the VVT ​​setting type angle before over-explosion occurs. In other words, in this invention, when the engine target load decreases rapidly while the actual engine load is high, the target angle corresponding to the VVT ​​setting type can be limited to an angle that will not cause over-explosion, thereby suppressing over-explosion in advance, reducing the probability of over-explosion, better protecting the engine, and achieving better driving performance and an improved driving experience. Attached Figure Description

[0084] Figure 1 A flowchart illustrating a control method provided in an embodiment of this application is shown.

[0085] Figure 2 A flowchart illustrating a control method provided in an embodiment of this application is shown.

[0086] Figure 3 A flowchart illustrating a control method provided in an embodiment of this application is shown.

[0087] Figure 4 A flowchart illustrating a control method provided in an embodiment of this application is shown.

[0088] Figure 5 A flowchart illustrating a control method provided in an embodiment of this application is shown.

[0089] Figure 6 A flowchart illustrating a control method provided in an embodiment of this application is shown.

[0090] Figure 7 A flowchart illustrating a control method provided in an embodiment of this application is shown.

[0091] Figure 8 A flowchart illustrating a control method provided in an embodiment of this application is shown.

[0092] Figure 9 A flowchart illustrating a control method provided in an embodiment of this application is shown.

[0093] Figure 10 This diagram illustrates the structure of a control device according to an embodiment of this application.

[0094] Figure 11 This illustration shows a structural diagram of a vehicle according to an embodiment of this application;

[0095] in:

[0096] 10. Acquisition Module; 20. Determination Module; 30. Control Module;

[0097] 300. Vehicle; 301. Processor; 302. Memory; 3021. Operating system; 3022. Application program; 303. User interface; 304. Network interface; 305. Bus system. Detailed Implementation

[0098] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0099] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0100] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0101] To facilitate understanding of the embodiments of this application, the following will provide further explanation and description with reference to the accompanying drawings and specific embodiments. These embodiments do not constitute a limitation on the embodiments of this application.

[0102] This embodiment provides a control method applicable to vehicles. (See reference...) Figure 1 As shown, the control method may include:

[0103] S110: Obtain engine speed, actual engine load, and target engine load corresponding to the set type;

[0104] S120. Determine the target angle corresponding to the setting type of the variable valve timing mechanism based on the engine speed, actual engine load, and target engine load.

[0105] S130. Control the angle corresponding to the setting type of the variable valve timing mechanism according to the target angle.

[0106] In step S110, an engine speed detection device may be installed in the vehicle. This device can be used to detect the engine speed of the vehicle. The engine speed detection device may include a speed sensor or other devices that can be used to detect engine speed; there is no limitation on this. In this step, the vehicle can obtain the engine speed by detecting the engine speed through the engine speed detection device.

[0107] The vehicle may be equipped with an engine load detection device, which can be used to detect the actual load on the vehicle's engine. The specific configuration of the engine load detection device can be set according to actual needs and is not limited thereto. In this step, the vehicle can obtain the actual engine load by detecting the engine load through the engine load detection device.

[0108] The vehicle may include a storage unit that stores engine target loads corresponding to a specified type. In this step, the vehicle can retrieve the aforementioned engine target loads from the storage unit.

[0109] The setting type can include either exhaust type or intake type. That is, the storage unit can store the engine target load corresponding to intake or the engine target load corresponding to exhaust, without limitation. The engine target load corresponding to intake can be denoted as the intake-side target load, and the engine target load corresponding to exhaust can be denoted as the exhaust-side target load.

[0110] It should be noted that, in addition to obtaining engine speed, actual engine load, and target engine load corresponding to the set type through the methods described above, vehicles can also obtain the above information through other means, and there are no limitations on this.

[0111] In step S120, through extensive data analysis, it was found that over-explosion is strongly correlated with rapid changes in the VVT-related angle. Because the VVT ​​angle quickly returns to its initial position (generally designed to be a position with a small valve overlap angle), the charging efficiency drops sharply, and the actual compression ratio increases rapidly, thus easily inducing over-explosion.

[0112] In this step, after the vehicle obtains the engine speed, actual engine load, and engine target load corresponding to the set type, it can determine the target angle corresponding to the set type of VVT based on the above information, so as to avoid sudden changes in the angle corresponding to the set type of VVT, which could cause over-explosion.

[0113] In some implementations...

[0114] The target angle of VVT intake type can be determined based on engine speed, actual engine load, and engine target load of intake type.

[0115] In some implementations...

[0116] The target angle of VVT exhaust type can be determined based on engine speed, actual engine load, and engine target load of exhaust type.

[0117] In step S130, after the vehicle determines the target angle corresponding to the VVT ​​setting type, it controls the angle corresponding to the VVT ​​setting type based on the target angle to avoid sudden changes in the angle corresponding to the VVT ​​setting type, so as to better avoid the occurrence of over-explosion.

[0118] When the setting type is intake type, the target angle for the VVT ​​intake type is the same as the target angle for the VVT ​​intake. Once the target angle for the VVT ​​intake is determined, the VVT ​​intake can be adjusted to match this target angle. For example, if the minimum target angle is A1 and the maximum target angle is A2, the VVT ​​intake angle can be adjusted to an angle between A1 and A2 to better avoid over-exposure caused by sudden changes in the VVT ​​intake angle.

[0119] When the setting is exhaust type, the target angle for the VVT ​​exhaust type is the same as the target angle for the VVT ​​exhaust. Once the target exhaust angle for the VVT ​​is determined, the VVT ​​exhaust can be adjusted to match this target angle. For example, if the minimum target exhaust angle is B1 and the maximum target exhaust angle is B2, the VVT ​​exhaust angle can be adjusted to an angle between B1 and B2 to better avoid over-exposure caused by sudden changes in the VVT ​​exhaust angle.

[0120] In this method, the vehicle can determine the target angle corresponding to the set type of the variable valve timing mechanism (VVT) by using the engine speed, the actual engine load, and the engine target load corresponding to the set type. Then, the angle corresponding to the set type of VVT is controlled according to the target angle to better adjust the angle corresponding to the set type of VVT before over-explosion occurs, thereby suppressing over-explosion in advance, reducing the probability of over-explosion, better protecting the engine, and obtaining better driving performance and improving the driving experience.

[0121] It should be noted that when the setting type includes both intake and exhaust types, this method can be applied to high compression ratio gasoline engines specifically designed for hybrids. When the engine target load decreases rapidly while the actual engine load is high, the intake and exhaust target angles of the VVT ​​can be limited. This allows the intake target angle to be set to an intake angle that will not produce over-explosion, and the exhaust target angle to be set to an exhaust angle that will not produce over-explosion. This reduces the probability of over-explosion, protects the engine, and provides better driving performance.

[0122] This embodiment provides a control method applicable to vehicles. (See reference...) Figure 2 As shown, in this method, determining the target angle corresponding to the setting type of the variable valve timing mechanism based on engine speed, actual engine load, and target engine load may include:

[0123] S210. Based on the engine speed, actual engine load, and target engine load, determine the over-explosion protection angle corresponding to the setting type of the variable valve timing mechanism, and the over-explosion protection mark corresponding to the setting type of the variable valve timing mechanism.

[0124] S220. Determine the target angle based on the overexplosion prevention angle and overexplosion prevention markings.

[0125] In step S210, the over-explosion prevention angle can refer to the maximum angle at which the vehicle is prevented from over-exploding.

[0126] The over-explosion protection angle of the intake type can be denoted as the intake over-explosion protection angle. When the intake over-explosion protection angle is C, it means that the maximum intake angle to prevent the vehicle from over-exploding is C. In other words, when it is necessary to suppress over-explosion, the intake angle of VVT should be set to an angle less than or equal to C.

[0127] Among them, the exhaust type's over-explosion prevention angle can be recorded as the exhaust over-explosion prevention angle. When the exhaust over-explosion prevention angle is D, it means that the maximum exhaust angle to prevent the vehicle from over-exploding is D. In other words, when it is necessary to suppress over-explosion, the exhaust angle of VVT should be set to an angle less than or equal to D.

[0128] In this step, the over-explosion protection mark indicates whether the angle of VVT needs to be controlled to prevent over-explosion.

[0129] The over-explosion protection sign can have two states: set and reset. When the over-explosion protection sign is set, it indicates that the vehicle requires over-explosion protection control of the VVT ​​angle. When the over-explosion protection sign is reset, it indicates that the vehicle does not require over-explosion protection control of the VVT ​​angle.

[0130] The intake type over-explosion protection mark can be denoted as the intake over-explosion protection mark. When the intake over-explosion protection mark is set, it indicates that the vehicle requires over-explosion protection control of the VVT ​​intake angle. When the intake over-explosion protection mark is reset, it indicates that the vehicle does not require over-explosion protection control of the VVT ​​intake angle.

[0131] Among them, the exhaust type over-explosion prevention mark can be recorded as the exhaust over-explosion prevention mark. For an introduction to the exhaust over-explosion prevention mark, please refer to the above-mentioned intake over-explosion prevention mark, which will not be repeated here.

[0132] In this step, after the vehicle determines the engine speed, actual engine load, and target engine load, the anti-over-explosion angle corresponding to the VVT ​​setting type and the anti-over-explosion mark corresponding to the VVT ​​setting type can be determined based on the above information, so as to facilitate subsequent anti-over-explosion control.

[0133] Specifically, the intake over-explosion protection angle and intake over-explosion protection marking of the VVT ​​can be determined based on engine speed, actual engine load, and target engine load of intake type. Similarly, the exhaust over-explosion protection angle and exhaust over-explosion protection marking of the VVT ​​can be determined based on engine speed, actual engine load, and target engine load of exhaust type.

[0134] In step S220, after the vehicle determines the over-explosion prevention angle and over-explosion prevention sign corresponding to the setting type, the target angle corresponding to the setting type of VVT can be determined based on the over-explosion prevention sign and over-explosion prevention angle. Then, the angle corresponding to the setting type of VVT is controlled based on the target angle to better avoid over-explosion.

[0135] Specifically, the target intake angle for the VVT ​​can be determined based on the intake over-explosion angle and the intake over-explosion mark, thereby controlling the VVT's intake angle. Similarly, the target exhaust angle for the VVT ​​can be determined based on the exhaust over-explosion angle and the exhaust over-explosion mark, thereby controlling the VVT's exhaust angle.

[0136] In this method, the anti-over-explosion angle corresponding to the setting type of the variable valve timing mechanism and the anti-over-explosion mark corresponding to the setting type of the variable valve timing mechanism can be determined based on the engine speed, the actual engine load, and the engine target load corresponding to the setting type. Then, based on the above-mentioned anti-over-explosion angle and anti-over-explosion mark, the target angle corresponding to the setting type of VVT can be determined more quickly and accurately, so as to better control the angle corresponding to the setting type of VVT and thus better avoid the occurrence of over-explosion.

[0137] This embodiment provides a control method applicable to vehicles. (See reference...) Figure 3As shown, in this method, determining the over-explosion protection angle corresponding to the setting type of the variable valve timing mechanism based on engine speed, actual engine load, and target engine load may include:

[0138] S310. Obtain the status of the load selection switch corresponding to the set type;

[0139] S320. Based on the state of the load selection switch, the actual engine load, and the engine target load, determine the first engine load corresponding to the set type.

[0140] S330. Determine the over-explosion protection angle based on engine speed and engine load selection.

[0141] In step S310, the vehicle may be equipped with a load selection switch corresponding to the specified type. The load selection switch corresponding to the specified type is used to select the engine load corresponding to the over-explosion angle of the specified type.

[0142] The load selection switch corresponding to the intake type can be considered the first load selection switch. The first load selection switch can be used to select the engine load corresponding to the intake over-explosion protection angle. This engine load can be considered the first load.

[0143] The load selection switch corresponding to the exhaust type can be considered the second load selection switch. The second load selection switch can be used to select the engine load corresponding to the exhaust over-explosion angle. The selected engine load can be considered the second load.

[0144] In step S320, the state of the load selection switch may include a first state and a second state. The first state can be recorded as "0" and the second state can be recorded as "1".

[0145] Specifically, if the load selection switch corresponding to the setting type is in state "0", that is, in the first state, the actual engine load can be determined as the engine selection load corresponding to the setting type. If the load selection switch corresponding to the setting type is in state "1", that is, in the second state, the engine target load corresponding to the setting type can be determined as the engine selection load corresponding to the setting type.

[0146] For example, if the load selection switch corresponding to the intake type is in the state of "0", the actual engine load can be determined as the first load. If the load selection switch corresponding to the intake type is in the state of "1", the target engine load corresponding to the intake type can be determined as the first load.

[0147] For example, if the load selection switch corresponding to the exhaust type is in the state of "0", the actual engine load can be determined as the second load. If the load selection switch corresponding to the exhaust type is in the state of "1", the target engine load corresponding to the exhaust type can be determined as the second load.

[0148] It should be noted that, in addition to determining the engine load corresponding to the setting type through the above methods, the engine load can also be determined through other methods, and there are no limitations on this.

[0149] In step S330, after the vehicle determines the engine speed and the engine selection load corresponding to the set type, the over-explosion protection angle corresponding to the set type can be determined based on the above information.

[0150] Specifically, the intake over-explosion protection angle of the VVT ​​can be determined based on engine speed and the first load. The exhaust over-explosion protection angle of the VVT ​​can be determined based on engine speed and the second load.

[0151] There is a certain correspondence between the selected engine load and engine speed and the over-explosion protection angle. The corresponding relationship curve or formula can be obtained by fitting the above relationship. Then, based on the above relationship curve or formula, the selected engine load and engine speed are processed to determine their corresponding over-explosion protection angle.

[0152] It should be noted that, in addition to the above methods, other methods can also be used to determine the overexplosion protection angle, and there are no restrictions on these methods.

[0153] In this method, based on the state of the load selection switch, an engine selectable load that can be used to determine the over-explosion protection angle can be selected from the engine's actual load and engine target load. Then, based on the engine speed and the aforementioned engine selectable load, the corresponding over-explosion protection angle is determined. The whole method is simple and reliable, and can conveniently and quickly determine the over-explosion protection angle corresponding to the setting type, thereby facilitating subsequent over-explosion protection control, so as to better control the angle corresponding to the setting type of VVT, and thus better avoid the occurrence of over-explosion.

[0154] This embodiment provides a control method that can be applied to vehicles. (See reference...) Figure 4 As shown, in this method, determining the over-explosion protection angle based on engine speed and selected engine load may include:

[0155] S410. Obtain the configuration information corresponding to the set type; wherein, the configuration information includes the engine speed and the correspondence between the engine selected load and the over-explosion angle;

[0156] S420. Determine the over-explosion protection angle based on configuration information, engine speed, and selected engine load.

[0157] In step S410, the configuration information corresponding to the set type may include configuration information corresponding to the intake type and configuration information corresponding to the exhaust type. The configuration information corresponding to the intake type can be referred to as the first configuration information, and the configuration information corresponding to the exhaust type can be referred to as the second configuration information.

[0158] The configuration information may include the correspondence between engine speed and engine load selection and anti-explosion angle. Specifically, the first configuration information may include the correspondence between engine speed and first load and intake anti-explosion angle; the second configuration information may include the correspondence between engine speed and second load and exhaust anti-explosion angle.

[0159] In this step, the vehicle can obtain pre-stored configuration information from its storage unit or from other channels, without limitation.

[0160] When the above configuration information is pre-stored in the vehicle's storage unit, it can be set before or after the vehicle leaves the factory; there is no limitation on this. Furthermore, once the above configuration information is set, it can be modified subsequently to better meet different user needs.

[0161] It should be noted that the specific form of the configuration information is not limited; it can be in the form of a configuration table or other forms, and there are no restrictions on this.

[0162] In step S420, after the vehicle obtains the configuration information, engine speed, and engine selected load, it can find the angle corresponding to the engine speed and engine selected load from the configuration information and determine it as the over-explosion protection angle corresponding to the engine speed and engine selected load.

[0163] In some implementations...

[0164] Map1

[0165] Engine speed First load Intake over-explosion angle n1 m11 x11 n1 m12 x12 n2 m11 x13 n2 m12 x14

[0166] Map2

[0167] Engine speed Second load Intake over-explosion angle n1 m21 x21 n1 m22 x22 n2 m21 x23 n2 m22 x24

[0168] The first configuration information can be recorded as the intake over-explosion protection angle setting table, and the second configuration information can be recorded as the exhaust over-explosion protection angle setting table. The intake over-explosion protection angle setting table can be referenced as shown in Map1 above, and the exhaust over-explosion protection angle setting table can be referenced as shown in Map2 above.

[0169] In this embodiment, if the engine speed is determined to be n1 and the first load is determined to be m11, the intake over-explosion protection angle can be determined as x11 according to the intake over-explosion protection angle setting table (i.e., Map1). If the engine speed is determined to be n2 and the first load is determined to be m21, the intake over-explosion protection angle can be determined as x23 according to the exhaust over-explosion protection angle setting table (i.e., Map2).

[0170] The specific data corresponding to each parameter in the table above can be either a specific value or a range of values, without limitation. For example, n1 can be either a specific value or a range of values; similarly, m21 can be either a specific value or a range of values.

[0171] It should be noted that, in addition to the above methods, other methods can also be used to determine the overexplosion protection angle, and there are no restrictions on these methods.

[0172] This method allows the engine speed and the anti-over-explosion angle corresponding to the selected engine load to be found from the configuration information. The whole method is convenient and quick, and can efficiently determine the anti-over-explosion angle, thereby improving the efficiency of anti-over-explosion control and further better preventing the occurrence of over-explosion.

[0173] This embodiment provides a control method applicable to vehicles. (See reference...) Figure 5 As shown, in this method, determining the over-explosion protection mark corresponding to the set type of the variable valve timing mechanism based on the actual engine load and the target engine load may include:

[0174] S510. Determine the load condition flag corresponding to the setting type based on the actual engine load.

[0175] S520. Determine the angle condition flag corresponding to the setting type based on the overexplosion protection angle;

[0176] S530. Determine the over-explosion prevention mark based on the load condition mark and the angle condition mark.

[0177] In step S510, the load condition flag can be used to characterize whether the actual engine load meets the conditions for performing over-explosion control, that is, whether the actual engine load meets the conditions for the over-explosion flag to be set.

[0178] The setting type can be the intake type, and the load condition flag for the intake type can be denoted as the intake-side load condition flag. This flag can have two states: set and reset. When the intake-side load condition flag is set, it indicates that the actual engine load meets the conditions for intake-side over-explosion control; that is, the actual engine load meets the conditions for the intake over-explosion control flag to be set. In other words, under the current actual engine load, intake-side over-explosion control is required. When the intake-side load condition flag is reset, it indicates that the actual engine load does not meet the conditions for intake-side over-explosion control; that is, the actual engine load does not meet the conditions for the intake over-explosion control flag to be set. In other words, under the current actual engine load, intake-side over-explosion control is not required.

[0179] It should be noted that when the setting type is exhaust type, the load condition flag corresponding to the exhaust type can be recorded as the exhaust-side load condition flag. For an introduction to the exhaust-side load condition flag, please refer to the introduction of the intake-side load condition flag above, which will not be repeated here.

[0180] In step S520, the angle condition flag can be used to characterize whether the over-explosion prevention angle meets the conditions for over-explosion prevention control, that is, whether the over-explosion prevention angle meets the conditions for the over-explosion prevention flag to be set.

[0181] The setting type can be the air intake type, and the angle condition flag for the air intake type can be denoted as the air intake side angle condition flag. This flag can have two states: set and reset. When the air intake side angle condition flag is set, it indicates that the over-explosion protection angle meets the conditions for over-explosion protection control on the air intake side; that is, the air intake over-explosion protection angle meets the conditions for the air intake over-explosion protection flag to be set. In other words, under the current air intake over-explosion protection angle, over-explosion protection control on the vehicle's air intake side is required. When the air intake side angle condition flag is reset, it indicates that the over-explosion protection angle does not meet the conditions for over-explosion protection control on the air intake side; that is, the air intake over-explosion protection angle does not meet the conditions for the air intake over-explosion protection flag to be set. In other words, under the current air intake over-explosion protection angle, over-explosion protection control on the vehicle's air intake side is not required.

[0182] It should be noted that when the setting type is exhaust type, the angle condition flag corresponding to the exhaust type can be recorded as the exhaust side angle condition flag. For an introduction to the exhaust side angle condition flag, please refer to the introduction of the intake side angle condition flag above, which will not be repeated here.

[0183] In step S530, after the vehicle determines the load condition flag corresponding to the setting type and the angle condition flag corresponding to the setting type, the over-explosion prevention flag can be determined comprehensively based on the above load condition flag and angle condition flag, thereby determining whether the vehicle needs to be controlled for over-explosion prevention.

[0184] If both the load condition flag and the angle condition flag are set, then the over-explosion prevention flag is set.

[0185] If the load condition flag is determined to be reset, and / or the angle condition flag is determined to be reset, then the over-explosion prevention flag is determined to be reset. That is, if the load condition flag is determined to be reset and the angle condition flag is set, then the over-explosion prevention flag is determined to be reset; if the load condition flag is set and the angle condition flag is reset, then the over-explosion prevention flag is determined to be reset; if both the load condition flag and the angle condition flag are reset, then the over-explosion prevention flag is determined to be reset.

[0186] In this method, the angle condition flag and load condition flag corresponding to the set type can be determined first. Then, based on the angle condition flag and load condition flag, the over-explosion prevention flag corresponding to the set type can be determined. In other words, this method can comprehensively judge whether it is necessary to control the over-explosion prevention angle of the VVT ​​corresponding to the set type based on the load condition of the engine and the angle condition of the VVT ​​corresponding to the set type. This makes the over-explosion prevention control more accurate and more precisely avoids the occurrence of over-explosion.

[0187] This embodiment provides a control method applicable to vehicles. (See reference...) Figure 6 As shown, in this method, determining the load condition flag corresponding to the set type based on the actual engine load may include:

[0188] S610: Obtain the idle speed flag, the upper limit load threshold corresponding to the setting type, the lower limit load threshold corresponding to the setting type, and the original load condition flag corresponding to the setting type;

[0189] S620. Determine the target load condition flag based on the idle speed flag, upper limit load threshold, lower limit load threshold, actual engine load, and original load condition flag.

[0190] In step S610, the idle speed indicator indicates whether the vehicle is idling. When the idle speed indicator is reset, it means the vehicle is idling. When the idle speed indicator is set, it means the vehicle is not idling. The vehicle's idle speed indicator status can be detected by a detection device or by other means, which are not limited thereto.

[0191] The original load condition flag can be the target load condition flag determined in the previous determination. For example, if the target load condition flag determined in the i-th determination is set, then when the state of the target load condition flag is determined in the (i+1)-th determination, the corresponding original load condition flag is the target load condition flag of the i-th determination, that is, the original load condition flag is set. Here, i is a positive integer greater than or equal to 1. After each determination of the state of the target load condition flag, its information can be stored in the vehicle's storage unit, and it can be used as the original load condition flag for the next determination of the target load condition flag. When determining the target load condition flag again, the original load condition flag can be retrieved from the storage unit.

[0192] It should be noted that when the target load condition flag is judged for the first time, its corresponding original load condition flag is reset. The original load condition flag corresponding to the intake type can be recorded as the intake side original load condition flag, and the original load condition flag corresponding to the exhaust type can be recorded as the exhaust side original load condition flag.

[0193] The upper load threshold characterizes the maximum actual load of an engine that will not cause over-explosion. The lower load threshold characterizes the minimum actual load of an engine that will not cause over-explosion. These upper and lower load thresholds can be determined experimentally or through other methods, and there are no limitations on this.

[0194] The upper and lower load thresholds can be preset in the vehicle's storage unit. This allows the vehicle to retrieve the upper and lower load thresholds from the storage unit. Of course, the vehicle can also retrieve the upper and lower load thresholds through other means, and there are no limitations on this.

[0195] It should be noted that when the setting type is intake type, the upper limit load threshold of the intake type can be referred to as the first threshold, the lower limit load threshold of the intake type can be referred to as the second threshold, and the original load condition flag of the intake type can be referred to as the original load condition flag of the intake side. When the setting type is exhaust type, the upper limit load threshold of the exhaust type can be referred to as the third threshold, the lower limit load threshold of the exhaust type can be referred to as the fourth threshold, and the original load condition flag of the exhaust type can be referred to as the original load condition flag of the exhaust side.

[0196] In step S620, after the vehicle has determined the idle speed indicator, the upper limit load threshold corresponding to the setting type, the lower limit load threshold corresponding to the setting type, and the original load condition indicator corresponding to the setting type, the target load condition indicator corresponding to the setting type can be determined based on the above information.

[0197] If it is determined that the actual load of the engine is greater than the above-mentioned upper limit load threshold, and it is determined that the idle speed flag is changed from reset to set, then the target load condition flag is set.

[0198] If it is determined that the actual engine load is less than the lower load threshold and / or the idle speed flag changes from set to reset, then the target load condition flag is reset. In other words, if it is determined that the actual engine load is less than the lower load threshold and the idle speed flag changes from reset to set, then the target load condition flag is reset; if it is determined that the actual engine load is greater than the lower load threshold and the idle speed flag changes from set to reset, then the target load condition flag is set; if it is determined that the actual engine load is less than the lower load threshold and the idle speed flag changes from set to reset, then the target load condition flag is set.

[0199] If the actual engine load is determined to be greater than or equal to the lower load threshold and less than or equal to the upper load threshold, then the target load condition flag is determined to be the original load condition flag. In other words, in this case, if the original load condition flag is set, then the target load condition flag is set; if the original load condition flag is reset, then the target load condition flag is reset.

[0200] In some implementations...

[0201] When setting the intake type, if the actual engine load is determined to be greater than the first threshold, and the idle speed flag is determined to change from reset to set, then the target load condition flag is set. If the actual engine load is determined to be less than the second threshold, and / or the idle speed flag is determined to change from set to reset, then the target load condition flag is reset. If the actual engine load is determined to be greater than or equal to the second threshold and less than or equal to the first threshold, then the target load condition flag is set to the original load condition flag.

[0202] It should be noted that for the description of the setting type as exhaust type, please refer to the description of the setting type as intake type above, and it will not be repeated here. In addition, besides determining the target load condition flag through the above methods, other methods can also be used to determine the target load condition flag, and there are no limitations on these methods.

[0203] This method combines the upper limit load threshold, the lower limit load threshold, the idle speed indicator, and the original load condition indicator to comprehensively determine the target load condition indicator. The whole method is simple and reliable, and can further improve the efficiency of determining the target load condition indicator, thereby improving the efficiency of over-explosion control and better avoiding the occurrence of over-explosion.

[0204] This embodiment provides a control method applicable to vehicles. (See reference...) Figure 7 As shown, in this method, determining the angle condition flag corresponding to the set type based on the overexplosion prevention angle may include:

[0205] S710. Obtain the initial value of the target angle corresponding to the setting type of the variable valve timing mechanism, and the actual angle corresponding to the setting type of the variable valve timing mechanism.

[0206] S720. Determine the angle condition marker based on the initial value of the target angle, the actual angle, and the overexplosion prevention angle.

[0207] In step S710, the vehicle can obtain a preset initial target angle value from its storage unit, or obtain the initial target angle value through other means, without limitation. The initial target angle value can be set according to actual conditions. The initial target angle value can be set before or after the vehicle leaves the factory, without limitation. After the initial target angle value is set, it can be modified subsequently to better meet the requirements.

[0208] The actual angle can be detected by an angle detection device, from which the vehicle can obtain the actual angle. Of course, the vehicle can also obtain the actual angle through other methods, and there is no limitation on this.

[0209] When the setting type is the intake type, the initial value of the target angle corresponding to the setting type of VVT is the initial value of the target angle corresponding to the intake type of VVT, which can be recorded as the initial value of the intake target angle; the actual angle corresponding to the setting type of VVT is the actual angle corresponding to the intake type of VVT, which can be recorded as the actual intake angle.

[0210] It should be noted that the information regarding the setting type as exhaust type can be found in the section on intake type, and will not be repeated here. Specifically, when the setting type is exhaust type, its corresponding initial target angle value can be recorded as the initial exhaust target angle value, and its corresponding actual angle can be recorded as the actual exhaust angle.

[0211] In step S720, after the vehicle obtains the initial value of the target angle, the actual angle, and the anti-explosion angle corresponding to the set type, it can determine the angle condition flag corresponding to the set type based on the above information.

[0212] When the setting type includes air intake type, the larger value between the initial value of the air intake target angle and the actual air intake angle can be determined first. Then, the relationship between the larger value and the air intake over-explosion protection angle can be determined. If the larger value is greater than or equal to the air intake over-explosion protection angle, the air intake side angle condition flag is set to "set". If the larger value is less than the air intake over-explosion protection angle, the air intake side angle condition flag is reset.

[0213] When the setting includes exhaust type, the smaller value between the initial value of the exhaust target angle and the actual exhaust angle can be determined first. Then, the relationship between the smaller value and the exhaust over-explosion prevention angle can be determined. If the smaller value is less than or equal to the exhaust over-explosion prevention angle, the exhaust side angle condition flag is set to "set". If the smaller value is greater than the exhaust over-explosion prevention angle, the exhaust side angle condition flag is reset.

[0214] This method can determine the angle condition flag corresponding to the setting type of VVT based on the initial value of the target angle, the actual angle, and the overexplosion prevention angle. This allows the method to determine whether the angle corresponding to the setting type of VVT meets the overexplosion prevention control conditions. The whole method is simple and reliable. By efficiently and accurately determining the angle condition flag, it can better avoid the occurrence of overexplosion.

[0215] This embodiment provides a control method that can be applied to a terminal. (See reference...) Figure 8 As shown, in this method, when the set type includes the intake type, the target angle is determined based on the over-explosion protection angle and the over-explosion protection mark, which may include:

[0216] S810: Obtain the maximum angle setting value corresponding to the intake type of the variable valve timing mechanism;

[0217] S820. Determine the upper limit value corresponding to the air intake type based on the anti-explosion mark, maximum angle setting value, and anti-explosion angle corresponding to the air intake type.

[0218] S830: Obtain the minimum angle setting value corresponding to the intake type of the variable valve timing mechanism;

[0219] S840. The smaller of the initial value of the target angle and the minimum angle setting value corresponding to the intake type of the variable valve timing mechanism is determined as the lower limit value corresponding to the intake type.

[0220] S850. Determine the target angle based on the upper and lower limits.

[0221] In step S810, the maximum angle setting value corresponding to the VVT ​​intake type can be recorded as the intake maximum angle setting value. The vehicle can retrieve the pre-stored intake maximum angle setting value from the storage unit. The intake maximum angle setting value can be set according to actual conditions. The intake maximum angle setting value can be set before the vehicle leaves the factory or after the vehicle leaves the factory; there is no limitation on this. After the intake maximum angle setting value is set, it can be modified later to better meet different needs.

[0222] In step S820, the over-explosion protection mark corresponding to the air intake type can be recorded as the air intake over-explosion protection mark, and the over-explosion protection angle corresponding to the air intake type can be recorded as the air intake over-explosion protection angle. The upper limit value corresponding to the air intake type can be recorded as the air intake upper limit value.

[0223] Specifically, when the intake over-explosion protection indicator is in the set position, the intake over-explosion protection angle can be set as the upper limit of the intake. When the intake over-explosion protection indicator is in the reset position, the maximum intake angle setting value can be set as the upper limit of the intake.

[0224] It should be noted that, in addition to the methods described above, other methods can also be used to determine the upper limit of air intake. No limitation is imposed on this method.

[0225] In step S830, the minimum angle setting value corresponding to the VVT ​​intake type can be recorded as the intake minimum angle setting value. The vehicle can retrieve the pre-stored intake minimum angle setting value from the storage unit. The intake minimum angle setting value can be set according to actual conditions. The intake minimum angle setting value can be set before the vehicle leaves the factory or after the vehicle leaves the factory; there is no limitation on this. After the intake minimum angle setting value is set, it can be modified later to better meet different needs.

[0226] In step S840, the initial value of the target angle corresponding to the intake type of VVT can be recorded as the initial value of the intake target angle. The lower limit value corresponding to the intake type can be recorded as the lower limit value of the intake.

[0227] In this step, after the vehicle obtains the initial value of the target air intake angle and the set value of the minimum air intake angle, it can compare the size of the initial value of the target air intake angle and the set value of the minimum air intake angle, select the smaller value, and then determine the smaller value as the lower limit value of the air intake.

[0228] In step S850, the target angle corresponding to the intake type can be recorded as the intake target angle. The upper limit of the intake can be used as the maximum value of the intake target angle, and the lower limit of the intake can be used as the minimum value of the intake target angle, thereby determining the intake target angle. The intake target angle can be an angle range or an exact angle value, and there is no limitation on this.

[0229] It should be noted that the above angle range and angle value must be between the upper and lower limits of the air intake to avoid over-explosion.

[0230] In this method, the upper limit of the intake can be determined from the maximum intake angle setting value and the intake over-explosion angle based on the intake over-explosion warning mark. The lower limit of the intake can be determined from the smaller value between the minimum intake angle setting value and the initial intake target value, thereby obtaining the angle range to which the intake target angle belongs. This can better avoid over-explosion caused by intake-side reasons, reduce the probability of over-explosion, better protect the engine, and obtain better driving performance and improve the driving experience.

[0231] This embodiment provides a control method applicable to vehicles. (See reference...) Figure 9 As shown, in this method, when the set type includes exhaust type, the target angle is determined based on the over-explosion prevention angle and the over-explosion prevention mark, which may include:

[0232] S910: Obtain the maximum angle setting value corresponding to the exhaust type of the variable valve timing mechanism;

[0233] S920. The larger of the initial value of the target angle corresponding to the exhaust type of the variable valve timing mechanism and the maximum angle setting value corresponding to the exhaust type is determined as the upper limit value corresponding to the exhaust type.

[0234] S930: Obtain the minimum angle setting value corresponding to the exhaust type of the variable valve timing mechanism;

[0235] S940. Determine the upper limit value based on the over-explosion protection mark, the minimum angle setting value, and the over-explosion protection angle;

[0236] S950. Determine the target angle based on the upper and lower limits.

[0237] In step S910, the maximum angle setting value corresponding to the VVT ​​exhaust type can be recorded as the exhaust maximum angle setting value. The setting and acquisition methods of the exhaust maximum angle setting value can be referred to the intake maximum angle setting value, and will not be elaborated here.

[0238] In step S920, the initial value of the target angle corresponding to the exhaust type of VVT can be recorded as the initial value of the exhaust target angle. The upper limit value corresponding to the exhaust type can be recorded as the upper limit value of the exhaust.

[0239] In this step, after the vehicle obtains the initial value of the exhaust target angle and the set value of the exhaust maximum angle, it can compare the size of the initial value of the exhaust target angle and the set value of the exhaust maximum angle, select the larger value, and then determine the larger value as the exhaust upper limit value.

[0240] In step S930, the minimum angle setting value corresponding to the VVT ​​exhaust type can be recorded as the exhaust minimum angle setting value. The setting and acquisition methods of the exhaust minimum angle setting value can be referred to the intake minimum angle setting value, and will not be elaborated here.

[0241] In step S940, the over-explosion prevention mark corresponding to the exhaust type can be recorded as "exhaust over-explosion prevention mark," and the over-explosion prevention angle corresponding to the exhaust type can be recorded as "exhaust over-explosion prevention angle." The lower limit value corresponding to the exhaust type can be recorded as "exhaust lower limit value."

[0242] Specifically, when the exhaust over-explosion prevention sign is in the set position, the exhaust over-explosion prevention angle can be determined as the lower limit value of the exhaust. When the exhaust over-explosion prevention sign is in the reset position, the minimum exhaust angle setting value can be determined as the lower limit value of the exhaust.

[0243] It should be noted that, in addition to the methods described above, other methods can also be used to determine the lower limit of exhaust emissions. No limitation is imposed on this method.

[0244] In step S950, the target angle corresponding to the exhaust type can be recorded as the exhaust target angle. The upper limit of the exhaust can be used as the maximum value of the exhaust target angle, and the lower limit of the exhaust can be used as the minimum value of the intake target angle, thereby determining the exhaust target angle. The exhaust target angle can be an angle range or an exact angle value, and there is no limitation on this.

[0245] It should be noted that the above-mentioned angle range and angle value must be between the upper limit and lower limit of the exhaust gas to avoid over-explosion.

[0246] In this method, the lower limit of exhaust can be determined from the minimum exhaust angle setting value and the exhaust over-explosion angle based on the exhaust over-explosion mark. The larger value between the maximum exhaust angle setting value and the initial exhaust target value can be determined as the upper limit of exhaust, thereby obtaining the angle range to which the exhaust target angle belongs. This can better avoid over-explosion caused by exhaust side, reduce the probability of over-explosion, better protect the engine, and obtain better driving performance and improve the driving experience.

[0247] This embodiment provides a control device applicable to a vehicle. This device can be used to implement the control method described above. For example, refer to... Figure 10 As shown, the device may include an acquisition module 10, a determination module 20, and a control module 30. During the implementation of the above method, the device...

[0248] The acquisition module 10 is used to acquire engine speed, actual engine load, and target engine load corresponding to the set type;

[0249] The determination module 20 is used to determine the target angle corresponding to the setting type of the variable valve timing mechanism based on the engine speed, the actual engine load, and the target engine load.

[0250] The control module 30 is used to control the angle corresponding to the setting type of the variable valve timing mechanism according to the target angle.

[0251] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device, the determining module 20 can be used for:

[0252] Based on engine speed, actual engine load, and target engine load, determine the over-explosion protection angle corresponding to the setting type of the variable valve timing mechanism, as well as the over-explosion protection mark corresponding to the setting type of the variable valve timing mechanism.

[0253] Determine the target angle based on the overexplosion prevention angle and overexplosion prevention markings.

[0254] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device,

[0255] The acquisition module 10 can be used to acquire the status of the load selection switch corresponding to the set type;

[0256] The determining module 20 can be used to determine the engine selection load corresponding to the setting type based on the state of the load selection switch, the actual engine load, and the engine target load;

[0257] The over-explosion protection angle is determined based on the engine speed and the selected engine load.

[0258] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device, the determining module 20 can be used for:

[0259] If the load selection switch is determined to be in the first state, then the actual engine load is determined as the engine selected load.

[0260] If the load selection switch is determined to be in the second state, then the engine target load is determined as the engine selected load.

[0261] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device,

[0262] The acquisition module 10 can be used to acquire configuration information corresponding to a set type; wherein, the configuration information includes the engine speed and the correspondence between the engine selected load and the anti-explosion angle;

[0263] The determination module 20 can be used to determine the over-explosion protection angle based on configuration information, engine speed, and engine selected load.

[0264] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device, the determining module 20 can be used for:

[0265] Determine the load condition flag corresponding to the setting type based on the actual engine load;

[0266] Based on the overexplosion prevention angle, determine the angle condition flag corresponding to the setting type;

[0267] Determine the over-explosion prevention mark based on the load condition mark and the angle condition mark.

[0268] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device,

[0269] The acquisition module 10 can be used to acquire the idle speed flag, the upper limit load threshold corresponding to the setting type, the lower limit load threshold corresponding to the setting type, and the original load condition flag corresponding to the setting type.

[0270] The determination module 20 can be used to determine the target load condition flag based on the idle speed flag, the upper limit load threshold, the lower limit load threshold, the actual engine load, and the original load condition flag.

[0271] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device, the determining module 20 can be used for:

[0272] If it is determined that the actual engine load is greater than the upper limit load threshold, and it is determined that the idle speed flag has changed from reset to set, then the target load condition flag is set.

[0273] If it is determined that the actual engine load is less than the lower load threshold, and / or the idle speed flag is changed from set to reset, then the target load condition flag is determined to be reset.

[0274] If it is determined that the actual engine load is greater than or equal to the lower load threshold and less than or equal to the upper load threshold, then the target load condition flag is determined as the original load condition flag.

[0275] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device, the determining module 20 can be used for:

[0276] If the load condition flag is set and the angle condition flag is set, then the over-explosion prevention flag is set.

[0277] If the load condition flag is determined to be reset, and / or the angle condition flag is determined to be reset, then the over-explosion prevention flag is determined to be reset.

[0278] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device,

[0279] The acquisition module 10 can be used to acquire the initial value of the target angle corresponding to the setting type of the variable valve timing mechanism, and the actual angle corresponding to the setting type of the variable valve timing mechanism.

[0280] The determination module 20 can be used to determine the angle condition flag based on the initial value of the target angle, the actual angle, and the over-explosion protection angle.

[0281] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device, when the setting type includes the intake type, the determining module 20 can be used for:

[0282] If the larger of the initial target angle and the actual angle is determined to be greater than or equal to the over-explosion protection angle, then the angle condition flag is set to "set".

[0283] If the larger of the initial target angle and the actual angle is determined to be less than the overexplosion prevention angle, then the angle condition flag is reset.

[0284] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device, when the setting type includes exhaust type, the determining module 20 can be used for:

[0285] If the smaller of the initial target angle and the actual angle is determined to be less than or equal to the over-explosion protection angle, then the angle condition flag is set to "set".

[0286] If the smaller of the initial target angle and the actual angle is greater than the overexplosion prevention angle, then the angle condition flag is reset.

[0287] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device, when the setting type includes intake type,

[0288] The acquisition module 10 can be used to acquire the maximum angle setting value corresponding to the intake type of the variable valve timing mechanism;

[0289] The determination module 20 can be used to determine the upper limit value corresponding to the air intake type based on the anti-explosion mark, maximum angle setting value and anti-explosion angle corresponding to the air intake type;

[0290] The acquisition module 10 can be used to acquire the minimum angle setting value corresponding to the intake type of the variable valve timing mechanism;

[0291] The determining module 20 can be used to determine the smaller of the initial value of the target angle and the minimum angle setting value corresponding to the intake type of the variable valve timing mechanism as the lower limit value corresponding to the intake type.

[0292] It can also be used to determine the target angle based on the upper limit value and the lower limit value.

[0293] This embodiment provides a control device that can be applied to vehicles. (See reference...) Figure 10 As shown, in this device, when the setting type includes exhaust type,

[0294] The acquisition module 10 can be used to acquire the maximum angle setting value corresponding to the exhaust type of the variable valve timing mechanism;

[0295] The determining module 20 can be used to determine the larger of the initial value of the target angle corresponding to the exhaust type and the maximum angle setting value corresponding to the exhaust type of the variable valve timing mechanism as the upper limit value corresponding to the exhaust type.

[0296] The acquisition module 10 can be used to acquire the minimum angle setting value corresponding to the exhaust type of the variable valve timing mechanism;

[0297] The determination module 20 can be used to determine the lower limit value corresponding to the exhaust type based on the over-explosion protection mark, the minimum angle setting value, and the over-explosion protection angle;

[0298] It can also be used to determine the target angle based on the upper and lower limits.

[0299] This embodiment provides a control device applicable to vehicles. The device allows for setting types including intake type and / or exhaust type.

[0300] This embodiment provides a vehicle. (See reference...) Figure 11 As shown, the vehicle 300 includes at least one processor 301, a memory 302, at least one network interface 304, and other user interfaces 303. The various components in the vehicle 300 are coupled together via a bus system 305. It is understood that the bus system 305 is used to implement communication between these components. In addition to a data bus, the bus system 305 also includes a power bus, a control bus, and a status signal bus. However, for clarity, in… Figure 3 The general designated all buses as Bus System 305.

[0301] The user interface 303 may include a display, keyboard, or clicking device (e.g., mouse, trackball, touchpad, or touchscreen).

[0302] It is understood that the memory 302 in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), and Direct Rambus RAM (DRRAM). The memory 302 described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0303] In some implementations, memory 302 stores elements, executable units or data structures, or subsets thereof, or extended sets thereof: operating system 3021 and application program 3022.

[0304] The operating system 3021 includes various system programs, such as the framework layer, core library layer, and driver layer, used to implement various basic business functions and handle hardware-based tasks. The application program 3022 includes various applications, such as a media player and a browser, used to implement various application functions. Programs implementing the methods of this application embodiment can be included in application program 3022.

[0305] In this embodiment, by calling the program or instructions stored in memory 302, specifically the program or instructions stored in application program 3022, processor 301 is used to execute the method steps provided in each method embodiment, such as: obtaining engine speed, actual engine load, and engine target load corresponding to the set type; determining the target angle corresponding to the set type of the variable valve timing mechanism based on engine speed, actual engine load, and engine target load; and controlling the angle corresponding to the set type of the variable valve timing mechanism based on the target angle.

[0306] The methods disclosed in the embodiments of this application can be applied to or implemented by processor 301. Processor 301 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the integrated logic circuit of the hardware in processor 301 or by instructions in the form of software. The processor 301 may be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software units in the decoding processor. The software units may be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 302. The processor 301 reads the information in memory 302 and, in conjunction with its hardware, completes the steps of the above method.

[0307] It is understood that the embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, other electronic units for performing the functions described herein, or combinations thereof.

[0308] For software implementation, the techniques described herein can be implemented by units that perform the functions described herein. The software code can be stored in memory and executed by a processor. The memory can be implemented in the processor or external to the processor.

[0309] The vehicle provided in this embodiment can be as follows: Figure 3 The vehicle shown can perform the following actions: Figure 1 All steps of the vehicle control method in China, thereby achieving Figure 1 For details on the technical effects of the vehicle control method shown, please refer to [link / reference]. Figure 1 The relevant descriptions are presented concisely and will not be elaborated upon here.

[0310] This application also provides a storage medium (computer-readable storage medium). This storage medium stores one or more programs. The storage medium may include volatile memory, such as random access memory; it may also include non-volatile memory, such as read-only memory, flash memory, hard disk, or solid-state drive; and it may also include combinations of the above types of memory.

[0311] When one or more programs in the storage medium can be executed by one or more processors to implement the vehicle control method described above, which is executed on the vehicle control device side.

[0312] The processor is used to execute the vehicle control program stored in the memory to implement the following steps of the control method executed in the vehicle: acquiring engine speed, actual engine load, and engine target load corresponding to the set type; determining the target angle corresponding to the set type of the variable valve timing mechanism based on the engine speed, actual engine load, and engine target load; and controlling the angle corresponding to the set type of the variable valve timing mechanism based on the target angle.

[0313] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0314] It should be noted that the terms "one implementation," "embodiment," "exemplary embodiment," and "some embodiments" used in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0315] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0316] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A control method, characterized in that, The control method includes: Obtain engine speed, actual engine load, and target engine load corresponding to the set type; Based on the engine speed, the actual engine load, and the target engine load, determine the target angle corresponding to the set type of the variable valve timing mechanism; Based on the target angle, control the angle corresponding to the set type of the variable valve timing mechanism; The step of determining the target angle corresponding to the setting type of the variable valve timing mechanism based on the engine speed, the actual engine load, and the target engine load includes: Based on the engine speed, the actual engine load, and the target engine load, determine the over-explosion protection angle corresponding to the set type of the variable valve timing mechanism, and the over-explosion protection mark corresponding to the set type of the variable valve timing mechanism; The target angle is determined based on the overexplosion prevention angle and the overexplosion prevention marking.

2. The control method according to claim 1, characterized in that, The step of determining the over-explosion protection angle corresponding to the set type of the variable valve timing mechanism and the over-explosion protection mark corresponding to the set type of the variable valve timing mechanism based on the engine speed, the actual engine load, and the target engine load includes: Obtain the state of the load selection switch corresponding to the specified type; Based on the state of the load selection switch, the actual engine load, and the target engine load, determine the engine selection load corresponding to the set type; The over-explosion protection angle is determined based on the engine speed and the selected engine load.

3. The control method according to claim 2, characterized in that, The step of determining the engine selection load corresponding to the set type based on the state of the load selection switch, the actual engine load, and the target engine load includes: If it is determined that the load selection switch is in the first state, then the actual load of the engine is determined as the selected load of the engine; If the load selection switch is determined to be in the second state, then the engine target load is determined as the engine selected load.

4. The control method according to claim 2, characterized in that, Determining the over-explosion protection angle based on the engine speed and the selected engine load includes: Obtain the configuration information corresponding to the set type; wherein, the configuration information includes the correspondence between the engine speed and the selected engine load and the anti-explosion angle; The over-explosion protection angle is determined based on the configuration information, the engine speed, and the selected engine load.

5. The control method according to claim 2, characterized in that, The step of determining the over-explosion protection angle corresponding to the set type of the variable valve timing mechanism and the over-explosion protection mark corresponding to the set type of the variable valve timing mechanism based on the actual engine load and the target engine load includes: Based on the actual engine load, determine the load condition flag corresponding to the set type; Based on the aforementioned overexplosion protection angle, determine the angle condition flag corresponding to the set type; The over-explosion prevention mark is determined based on the load condition mark and the angle condition mark.

6. The control method according to claim 5, characterized in that, The step of determining the target load condition flag corresponding to the set type based on the actual engine load includes: Obtain the idle speed flag, the upper limit load threshold corresponding to the set type, the lower limit load threshold corresponding to the set type, and the original load condition flag corresponding to the set type; The target load condition flag is determined based on the idle speed flag, the upper limit load threshold, the lower limit load threshold, the actual engine load, and the original load condition flag.

7. The control method according to claim 6, characterized in that, The step of determining the target load condition flag based on the idle speed flag, the upper limit load threshold, the lower limit load threshold, the actual engine load, and the original load condition flag includes: If it is determined that the actual load of the engine is greater than the upper limit load threshold, and it is determined that the idle speed flag is changed from reset to set, then the target load condition flag is set. If it is determined that the actual load of the engine is less than the lower load threshold, and / or it is determined that the idle speed flag is changed from set to reset, then the target load condition flag is determined to be reset; If it is determined that the actual load of the engine is greater than or equal to the lower load threshold and less than or equal to the upper load threshold, then the target load condition flag is determined to be the original load condition flag.

8. The control method according to claim 5, characterized in that, The step of determining the over-explosion prevention mark based on the load condition mark and the angle condition mark includes: If the load condition flag is determined to be set and the angle condition flag is determined to be set, then the over-explosion prevention flag is determined to be set. If the load condition flag is determined to be reset, and / or the angle condition flag is determined to be reset, then the over-explosion protection flag is determined to be reset.

9. The control method according to claim 5, characterized in that, The step of determining the angle condition flag corresponding to the set type based on the overexplosion prevention angle includes: Obtain the initial value of the target angle corresponding to the set type of the variable valve timing mechanism, and the actual angle corresponding to the set type of the variable valve timing mechanism; The angle condition flag is determined based on the initial value of the target angle, the actual angle, and the overexplosion protection angle.

10. The control method according to claim 9, characterized in that, When the setting type includes an air intake type, determining the angle condition flag based on the initial target angle value, the actual angle, and the over-explosion protection angle includes: If the larger of the initial value of the target angle and the actual angle is determined to be greater than or equal to the overexplosion prevention angle, then the angle condition flag is set. If the larger of the initial value of the target angle and the actual angle is determined to be less than the overexplosion prevention angle, then the angle condition flag is determined to be reset.

11. The control method according to claim 9, characterized in that, When the setting type includes an exhaust type, determining the angle condition flag based on the initial target angle value, the actual angle, and the over-explosion prevention angle includes: If the smaller of the initial value of the target angle and the actual angle is determined to be less than or equal to the explosion-proof angle, then the angle condition flag is set. If the smaller of the initial value of the target angle and the actual angle is determined to be greater than the overexplosion prevention angle, then the angle condition flag is determined to be reset.

12. The control method according to claim 1, characterized in that, When the setting type includes an air intake type, determining the target angle based on the over-explosion protection angle and the over-explosion protection mark includes: Obtain the maximum angle setting value corresponding to the intake type of the variable valve timing mechanism; The upper limit value corresponding to the air intake type is determined based on the anti-explosion mark corresponding to the air intake type, the maximum angle setting value, and the anti-explosion angle. Obtain the minimum angle setting value corresponding to the intake type of the variable valve timing mechanism; The smaller of the initial target angle value and the minimum angle setting value corresponding to the intake type of the variable valve timing mechanism is determined as the lower limit value corresponding to the intake type. The target angle is determined based on the upper limit and the lower limit.

13. The control method according to claim 1, characterized in that, When the setting type includes an exhaust type, determining the target angle based on the over-explosion prevention angle and the over-explosion prevention mark includes: Obtain the maximum angle setting value corresponding to the exhaust type of the variable valve timing mechanism; The larger of the initial target angle value and the maximum angle setting value corresponding to the exhaust type of the variable valve timing mechanism is determined as the upper limit value corresponding to the exhaust type. Obtain the minimum angle setting value corresponding to the exhaust type of the variable valve timing mechanism; The lower limit value corresponding to the exhaust type is determined based on the anti-explosion mark, the minimum angle setting value, and the anti-explosion angle. The target angle is determined based on the upper limit and the lower limit.

14. The control method according to any one of claims 1-9, characterized in that, The setting type includes intake type and / or exhaust type.

15. A control device, characterized in that, The control device includes: The acquisition module is used to acquire engine speed, actual engine load, and target engine load corresponding to the set type. The determining module is used to determine the target angle corresponding to the set type of the variable valve timing mechanism based on the engine speed, the actual engine load, and the target engine load; The control module is used to control the angle corresponding to the set type of the variable valve timing mechanism according to the target angle; The step of determining the target angle corresponding to the setting type of the variable valve timing mechanism based on the engine speed, the actual engine load, and the target engine load includes: Based on the engine speed, the actual engine load, and the target engine load, determine the over-explosion protection angle corresponding to the set type of the variable valve timing mechanism, and the over-explosion protection mark corresponding to the set type of the variable valve timing mechanism; The target angle is determined based on the overexplosion prevention angle and the overexplosion prevention marking.

16. A vehicle, characterized in that, include: A processor and a memory, the processor being configured to execute a vehicle control program stored in the memory to implement the control method according to any one of claims 1 to 14.

17. A storage medium, characterized in that, The storage medium stores one or more programs, which can be executed by one or more processors to implement the control method according to any one of claims 1 to 14.

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