Vehicle exhaust control method and device, electronic equipment, vehicle controller and vehicle

Abstract

The invention discloses an exhaust control method and device of a vehicle, electronic equipment, a vehicle controller and the vehicle, and belongs to the field of vehicle exhaust. The method comprises the steps that under the condition that an active valve of a first exhaust pipe is in a running state, the to-be-adjusted target opening degree of the active valve is determined according to running parameters of an engine; the target opening reflects the exhaust flow distributed to the first exhaust pipe; the active valve is controlled to be adjusted to the target opening degree; under the condition that the high-speed fan of the second exhaust pipe is in the running state, the to-be-adjusted target rotating speed of the high-speed fan is determined according to the running parameters of the engine and the opening change condition of the active valve; the target rotating speed reflects the exhaust flow distributed to the second exhaust pipe; and controlling the high-speed fan to adjust to the target rotating speed. Through combined regulation and control of the active valve and the high-speed fan, reasonable exhaust flow distribution can be carried out on the first exhaust pipe and the second exhaust pipe, and the problem of improper flow distribution in related technologies is solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle exhaust, and in particular to a vehicle exhaust control method, device, electronic equipment, vehicle controller and vehicle. Background Art

[0002] The vehicle's exhaust system discharges gases (such as exhaust gas and water vapor) generated by the vehicle into the external environment through the exhaust pipe. The exhaust process of the exhaust pipe has a significant impact on many aspects of the vehicle's performance.

[0003] The exhaust solutions provided by related technologies will cause improper exhaust flow distribution, which will either lead to excessively high exhaust temperature (when the vehicle is in a low-temperature environment and is driving at low speed or idling, excessive exhaust temperature may cause white mist to appear on the vehicle body; when the vehicle is in a high-temperature environment, excessive exhaust temperature may cause heat damage to the entire vehicle), or cause exhaust back pressure imbalance, affecting driving smoothness. Summary of the Invention

[0004] The present application aims to solve at least one of the technical problems existing in the related art. To this end, the present application proposes a vehicle exhaust control method, device, electronic device, vehicle controller and vehicle, which can reasonably distribute the exhaust flow between the first exhaust pipe and the second exhaust pipe.

[0005] In a first aspect, the present application provides a vehicle exhaust control method; the vehicle includes at least a first exhaust pipe and a second exhaust pipe, wherein the first exhaust pipe is provided with an active valve and the second exhaust pipe is provided with a high-speed blower; the method comprises:

[0006] When the active valve is in an operating state, determining a target opening of the active valve to be adjusted according to an operating parameter of the engine; the target opening reflects the exhaust flow rate distributed to the first exhaust pipe;

[0007] Control the active valve to adjust to the target opening;

[0008] When the high-speed fan is in operation, a target speed of the high-speed fan to be adjusted is determined according to the operating parameters of the engine and the change in the opening of the active valve; the target speed reflects the exhaust flow rate allocated to the second exhaust pipe;

[0009] Control the high-speed fan to adjust to the target speed.

[0010] The vehicle exhaust control method provided in the embodiment of the present application determines the target speed of the high-speed fan to be adjusted according to the operating parameters of the engine and the change in the opening of the active valve after determining the target opening of the active valve to be adjusted and when determining that the high-speed fan is in an operating state. By jointly regulating the active valve and the high-speed fan, a more reasonable exhaust flow distribution can be performed on the first exhaust pipe and the second exhaust pipe, which solves the improper flow distribution problem of the related technology, eliminates the white mist phenomenon generated by the exhaust when the whole vehicle is driving at low speed and idling power generation in a cold environment, and eliminates the risk of heat damage caused by heat accumulation generated by the idling of the whole vehicle in a high temperature environment. It can also effectively reduce the probability of abnormal exhaust noise caused by back pressure imbalance during engine operation, make the engine torque output smoother, improve driving stability, and improve the driving comfort and safety of the whole vehicle as a whole, avoid the risk of heat damage, and optimize the NVH performance and odor of the whole vehicle.

[0011] In addition, the high-speed fan and active valve control method are integrated into the existing vehicle controller, eliminating the need for a new controller, effectively saving production, layout and installation costs and achieving a high degree of integration.

[0012] According to one embodiment of the present application, the engine operating parameters include engine speed and throttle opening. Determining the target opening of the active valve to be adjusted based on the engine operating parameters includes:

[0013] determining a target reference opening of the active valve according to a mapping relationship between the engine speed and the throttle opening and a preset reference opening;

[0014] Determine the target compensation opening according to the exhaust back pressure of the engine under the current operating parameters;

[0015] The target reference opening is corrected based on the target compensation opening to obtain the target opening to be adjusted for the active valve.

[0016] According to one embodiment of the present application, determining a target compensation opening according to the exhaust back pressure of the engine under current operating parameters includes:

[0017] Detect the actual exhaust back pressure of the engine under the current operating parameters and determine the ideal exhaust back pressure of the engine under the current operating state;

[0018] Determine the deviation between the actual exhaust back pressure and the ideal exhaust back pressure;

[0019] Based on the mapping relationship between the deviation and the preset compensation opening of the active valve, the target compensation opening of the active valve is determined.

[0020] According to one embodiment of the present application, determining the target speed based on the operating parameters of the engine and the change in the opening of the active valve includes:

[0021] Determine the operating conditions of the high-speed fan when it is in operation; the operating conditions of the high-speed fan include idling conditions, driving conditions and delayed shutdown conditions;

[0022] Under the idle condition, the preset reference idle speed under the idle condition is adjusted according to the ambient temperature to obtain the target speed of the high-speed fan to be adjusted;

[0023] Under driving conditions, the target speed of the high-speed blower to be adjusted is determined based on the engine operating parameters and the change in the opening of the active valve;

[0024] Under the delayed closing working condition, the target delayed speed is determined according to the mapping relationship between the ambient temperature and the preset delayed speed, and the target delayed speed is determined as the target speed to be adjusted.

[0025] According to one embodiment of the present application, adjusting a preset reference idle speed under an idle condition according to the ambient temperature to obtain a target speed of the high-speed fan to be adjusted includes:

[0026] When the ambient temperature is below zero, a first target corrected speed is obtained based on a table lookup of the below-zero temperature;

[0027] The reference idle speed is adjusted according to the first target corrected speed to obtain a target speed to be adjusted for the high-speed fan;

[0028] When the ambient temperature is above zero, a second target corrected speed is obtained based on the table lookup of the above-zero temperature;

[0029] The reference idle speed is adjusted according to the second target corrected speed to obtain a target speed of the high-speed fan to be adjusted; the second target corrected speed is higher than the first target corrected speed.

[0030] According to one embodiment of the present application, the engine operating parameters include engine speed and throttle opening; determining the target speed of the high-speed fan to be adjusted based on the engine operating parameters and the change in the opening of the active valve includes:

[0031] Determine the target reference speed of the high-speed fan based on the mapping relationship between the engine speed and throttle opening and the preset reference speed;

[0032] Determine the target compensation speed of the high-speed fan according to the change in the opening of the active valve;

[0033] Detect ambient temperature and vehicle speed;

[0034] When the ambient temperature is above zero, or when the ambient temperature is below zero but the vehicle speed is not less than a first preset speed, the target reference speed is adjusted based on the target compensation speed to obtain a target speed to be adjusted for the high-speed fan;

[0035] When the ambient temperature is below zero and the vehicle speed is less than the first preset speed, a third target corrected speed is obtained by looking up the table based on the below zero temperature and the vehicle speed; based on the target compensation speed and the third target corrected speed, the target reference speed is corrected to obtain the target speed of the high-speed fan to be adjusted.

[0036] According to one embodiment of the present application, the opening change includes the opening change amount; and determining the target compensation speed of the high-speed fan according to the opening change of the active valve includes:

[0037] Determine the exhaust pipe orifice parameter; the exhaust pipe orifice parameter represents the ratio of the orifice cross-sectional area of the first exhaust pipe to the total orifice cross-sectional area;

[0038] The exhaust pipe orifice parameters and opening variation are used as adjustment factors to adjust the target reference opening of the high-speed fan to obtain the target compensation speed of the high-speed fan. The larger the opening of the active valve, the smaller the target compensation speed.

[0039] According to one embodiment of the present application, after adjusting the preset reference idle speed under the idle condition according to the ambient temperature, the method further includes:

[0040] Detect the idling time under idling conditions;

[0041] When the idling time is less than the first preset time and the vehicle speed is less than the second preset speed, the high-speed fan is controlled to be in an off state;

[0042] When the idle time is not less than the first preset time, the high-speed fan is controlled to be in a delayed closing state.

[0043] According to one embodiment of the present application, after controlling the high-speed fan to be in the delayed closing state, the method further includes:

[0044] According to the mapping relationship between the ambient temperature and the preset delay time, the target delay time for the high-speed fan to be operated is determined;

[0045] When the target delay time is not greater than the second preset time, the high-speed fan is operated at the target delay speed for the target delay time, and the high-speed fan is controlled to switch to the off state;

[0046] When the target delay time is greater than the second preset time, the high-speed fan is controlled to switch to an off state when the high-speed fan runs at the target delay speed for the second preset time.

[0047] According to one embodiment of the present application, the operating parameters of the engine further include the operating state of the engine; and the method further includes:

[0048] Before starting the high-speed fan, if a fault is detected in the high-speed fan, the high-speed fan is kept in a closed state;

[0049] In the case that no high-speed fan fault is detected, the operating state of the engine and the vehicle speed are detected;

[0050] Based on the operating state of the engine and the vehicle speed, the operating conditions of the high-speed fan in the operating state are determined.

[0051] According to one embodiment of the present application, the operating state of the engine includes an on state and an off state; and determining the operating condition of the high-speed fan in the operating state based on the operating state of the engine and the vehicle speed includes:

[0052] When the engine is in the started state and the vehicle speed is less than a second preset speed, determining an idle operating condition in which the high-speed fan is in the running state; the second preset speed is less than the first preset speed;

[0053] When the engine is in a started state and the vehicle speed exceeds a second preset speed, determining a driving condition in which the high-speed fan is in an operating state;

[0054] When the engine is in the off state, the vehicle speed is less than the second preset speed, and the idle time is not less than the first preset time but less than the second preset time, the delayed shutdown condition of the high-speed fan in the running state is determined.

[0055] According to one embodiment of the present application, the engine operating parameters include an operating state of the engine; and the method further includes:

[0056] Before starting the active valve, in the event that a fault in the active valve is detected, the active valve is maintained in a closed state;

[0057] detecting an operating state of the engine when no fault of the active valve is detected;

[0058] When the engine is in a shut-down state, the active valve is maintained in a closed state;

[0059] When the engine is in a starting state, the active valve is started and it is determined that the active valve is in an operating state.

[0060] In a second aspect, the present application provides an exhaust control device for a vehicle, the vehicle comprising at least a first exhaust pipe and a second exhaust pipe, wherein the first exhaust pipe is provided with an active valve and the second exhaust pipe is provided with a high-speed blower; the device comprises:

[0061] a first processing module, configured to determine a target opening of the active valve to be adjusted based on engine operating parameters when the active valve is in an operating state; the target opening reflects an exhaust flow rate distributed to the first exhaust pipe;

[0062] A first control module is used to control the active valve to adjust to a target opening;

[0063] The second processing module is configured to determine a target speed based on the operating parameters of the engine and the change in the opening of the active valve when the high-speed blower is in operation; the target speed reflects the exhaust flow rate allocated to the second exhaust pipe;

[0064] The second control module is used to control the high-speed fan to adjust to the target speed.

[0065] The exhaust control device for a vehicle provided in the embodiment of the present application determines the target speed of the high-speed fan to be adjusted according to the operating parameters of the engine and the change in the opening of the active valve after determining the target opening of the active valve to be adjusted and when determining that the high-speed fan is in an operating state. This device achieves a relatively reasonable exhaust flow distribution to the first exhaust pipe and the second exhaust pipe through joint regulation of the active valve and the high-speed fan, solves the problem of improper flow distribution in related technologies, eliminates the white mist phenomenon generated by the exhaust when the vehicle is driving at low speed and idling in cold environments, and eliminates the risk of heat damage caused by heat accumulation generated by the idling of the vehicle in high-temperature environments. It can also effectively reduce the probability of abnormal exhaust noise caused by back pressure imbalance during engine operation, make the engine torque output smoother, improve driving stability, and improve the driving comfort and safety of the vehicle as a whole, avoid the risk of heat damage, and optimize the NVH performance and odor of the vehicle.

[0066] In addition, the high-speed fan and active valve control method are integrated into the existing vehicle controller, eliminating the need for a new controller, effectively saving production, layout and installation costs and achieving a high degree of integration.

[0067] In a third aspect, the present application provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle exhaust control method provided in the first aspect above is implemented.

[0068] In a fourth aspect, the present application provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the vehicle exhaust control method provided in the first aspect above is implemented.

[0069] In a fifth aspect, the present application provides a chip, which includes a processor and a communication interface, the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the vehicle exhaust control method provided in the first aspect.

[0070] In a sixth aspect, the present application provides a computer program product, comprising a computer program, which, when executed by a processor, implements the vehicle exhaust control method provided in the first aspect above.

[0071] In a seventh aspect, the present application provides a vehicle controller, which is used to execute the vehicle exhaust control method provided in the first aspect.

[0072] In an eighth aspect, the present application provides a vehicle comprising the vehicle controller provided in the seventh aspect.

[0073] The above one or more technical solutions in the embodiments of the present application have at least one of the following technical effects:

[0074] After determining the target opening of the active valve to be adjusted, and when determining that the high-speed fan is in operation, the target speed of the high-speed fan to be adjusted is determined according to the operating parameters of the engine and the change in the opening of the active valve. By jointly controlling the active valve and the high-speed fan, a more reasonable exhaust flow distribution can be made to the first exhaust pipe and the second exhaust pipe, which solves the problem of improper flow distribution in related technologies, eliminates the white mist phenomenon caused by exhaust when the vehicle is driving at low speed and idling in cold environments, and eliminates the risk of heat damage caused by heat accumulation caused by idling of the vehicle in high temperature environments. It can also effectively reduce the probability of abnormal exhaust noise caused by back pressure imbalance when the engine is running, make the engine torque output smoother, improve driving stability, and improve the driving comfort and safety of the vehicle as a whole, avoid the risk of heat damage, and optimize the NVH performance and odor of the vehicle.

[0075] Furthermore, the high-speed fan and active valve control method are integrated into the existing vehicle controller, eliminating the need for a new controller, effectively saving production, layout, and installation costs, and achieving a high degree of integration. Additional aspects and advantages of the present application will be described in part in the following description and will become apparent from the following description or learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0076] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0077] Figure 1 This is one of the flow charts of the vehicle exhaust control method provided in the embodiment of the present application;

[0078] Figure 2 Schematic diagram of the arrangement of active valves and high-speed fans of a vehicle provided in an embodiment of the present application;

[0079] Figure 3This is a flow chart of determining a target opening to be adjusted of an active valve when the active valve is in an operating state, provided by an embodiment of the present application;

[0080] Figure 4 This is a schematic diagram of a jump flow for determining the working state of a high-speed fan provided in an embodiment of the present application;

[0081] Figure 5 This is a flow chart of adjusting the target speed of a high-speed fan when the high-speed fan is in normal operation, as provided in an embodiment of the present application;

[0082] Figure 6 This is a schematic diagram of the jump of the working state of the active valve provided in an embodiment of the present application;

[0083] Figure 7 1 is a schematic structural diagram of an exhaust control device for a vehicle provided in an embodiment of the present application;

[0084] Figure 8 It is a structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0085] The following will be combined with the accompanying drawings in the embodiments of the present application to clearly describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field are within the scope of protection of this application.

[0086] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in an order other than that illustrated or described herein, and that the objects distinguished by "first," "second," and the like are generally of the same type, and do not limit the number of objects; for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims refers to at least one of the connected objects, and the character " / " generally indicates that the objects connected are in an "or" relationship.

[0087] The current integrated layout design of active valves and high-speed fans, which are arranged in the front cabin environment, has the following problems with exhaust emissions:

[0088] (1) The exhaust is discharged from the front cabin. If the exhaust flow distribution of the exhaust pipe is improper, the exhaust temperature will be high, affecting the heat damage of the entire vehicle;

[0089] (2) The exhaust gas is discharged from the front cabin. Due to the high temperature of the exhaust gas, there is a phenomenon of upward escape. A small amount of the exhaust gas will enter the air inlet of the air conditioner or enter the passenger compartment through the window, generating odor and causing discomfort or safety hazards to the passengers.

[0090] (3) When the vehicle is idling or driving at low speed in the severe cold environment of winter, for vehicles with front exhaust systems, the exhaust gas from the engine is discharged into the external environment, which will cause the water vapor in the exhaust to condense and form a large amount of white mist, which will spread from the left and right sides of the vehicle body, visually affecting the user's riding experience.

[0091] To solve at least one of the above-mentioned technical problems, embodiments of the present application provide a vehicle exhaust control method, device, electronic device, vehicle controller, and vehicle.

[0092] The vehicle exhaust control method, device, electronic device, vehicle controller and vehicle provided in the embodiments of the present application are described in detail below with reference to the accompanying drawings through specific embodiments and their application scenarios.

[0093] The execution subject of the vehicle exhaust control method in the embodiment of the present application may be a vehicle controller, specifically, a vehicle control unit (VCU). The vehicle control unit VCU is a core control module in the automotive electronic system, which is responsible for unified management and coordination of various subsystems of the vehicle (such as the power system, braking system, driving assistance system, etc.). The vehicle control unit can be regarded as the "brain" of the vehicle. By collecting and processing information from various sensors and modules, it ensures the coordinated work of various systems and achieves the best performance and safety of the vehicle.

[0094] like Figure 1 As shown, the vehicle exhaust control method includes: step 110, step 120, step 130 and step 140.

[0095] Step 110 : When the active valve is in an operating state, determine a target opening of the active valve to be adjusted according to the operating parameters of the engine; the target opening reflects the exhaust flow rate distributed to the first exhaust pipe.

[0096] The vehicle comprises at least a first exhaust pipe and a second exhaust pipe, wherein the first exhaust pipe is provided with an active exhaust valve, and the second exhaust pipe is provided with a high-speed blower.

[0097] See also Figure 2 , an embodiment of the present application provides a schematic diagram of the layout of the vehicle's active valves and high-speed fans.

[0098] The vehicle includes an exhaust system, which refers to the collection of all components and pipes between the engine exhaust pipe and the tail gas discharge port. Its main function is to discharge the exhaust gas (CO2 and water vapor, etc.) generated by engine combustion outside the vehicle through a series of treatment devices, and reduce harmful gases and noise pollution during the emission process.

[0099] The vehicle exhaust system may specifically be an integrated exhaust system, which is typically located in the front compartment of the vehicle.

[0100] The exhaust system comprises a first exhaust pipe and a second exhaust pipe, wherein the first exhaust pipe is provided with an active valve, and the second exhaust pipe is provided with a high-speed fan.

[0101] Active valves (also known as "active valves") are primarily used to balance exhaust backpressure generated during engine operation, eliminating abnormal noise caused by backpressure imbalance and optimizing vehicle NVH. Active valves are a type of intelligent exhaust system technology.

[0102] The operating states of active valves can be divided into closed state, operating state and fault state. The operating state of the active valve can be determined by detecting the current change or feedback state of the active valve power supply circuit.

[0103] Among them, when the active valve is in the closed state, it indicates that the engine is currently stopped and not working, and the active valve is in standby.

[0104] When the active valve is in a fault state, it indicates that the active valve itself has problems such as blocking, open circuit, etc.

[0105] When the active valve is in the running state, it indicates that the current engine is working. In this case, the target opening of the active valve to be adjusted can be determined based on the engine operating parameters (engine speed, throttle opening, etc.).

[0106] Since the exhaust system includes at least a first exhaust pipe and a second exhaust pipe, each exhaust pipe is allocated a certain exhaust flow rate. Therefore, adjusting the opening of the active valve of the first exhaust pipe is also adjusting the exhaust flow rate allocated to the first exhaust pipe. Therefore, the above-mentioned target opening reflects the exhaust flow rate allocated to the first exhaust pipe.

[0107] Step 120: Control the active valve to adjust to the target opening.

[0108] In the embodiment of the present application, after obtaining the target opening of the active valve to be adjusted, the active valve can be controlled to be adjusted to the target opening.

[0109] Specifically, the active valve has a microcontroller unit (ECU), which is the core component used to manage and adjust the opening and closing status of the active valve.

[0110] The VCU may send a first control instruction to the ECU of the active valve, where the first control instruction is used to instruct the active valve to be adjusted to a target opening. The ECU of the active valve may execute the first control instruction to adjust the active valve to the target opening.

[0111] Step 130: When the high-speed fan is in operation, determine the target speed of the high-speed fan to be adjusted according to the operating parameters of the engine and the change in the opening of the active valve; the target speed reflects the exhaust flow rate allocated to the second exhaust pipe.

[0112] In the exhaust system, high-speed fans are mainly used to enhance gas flow, reduce reverse pressure, improve exhaust efficiency, and even indirectly improve engine performance.

[0113] In the embodiment of the present application, the high-speed fan is mainly used to suppress the white fog phenomenon caused by idling power generation and low-speed driving in cold environments, and to eliminate the heat accumulation problem caused by idling power generation in high-temperature environments. At the same time, the exhaust flow distribution of the two exhaust pipes is evaluated based on the changes in the opening of the active valve to adjust the speed of the high-speed fan to avoid the risk of heat damage to the whole vehicle. A reasonable high-speed fan speed balances the NVH performance of the whole vehicle to a certain extent and prevents exhaust gas from entering the passenger compartment to eliminate odors.

[0114] The operating status of a high-speed blower can be divided into four states: closed, running, delayed closed, and faulty. The operating status of a high-speed blower can be determined by detecting the current change or feedback status of the active valve power supply circuit.

[0115] When the high-speed fan is in the off state, it indicates that the current motor is in a non-working state and the high-speed fan is in standby mode.

[0116] When the high-speed fan is in a fault state, it indicates that the high-speed fan itself has abnormalities such as stalling, open circuit, etc.

[0117] When the high-speed fan is in the running state, it indicates that the current engine is working and the speed of the high-speed fan is adjusted according to the operating parameters of the engine and the opening of the active valve.

[0118] Among them, the target reference speed U of the high-speed fan mainly depends on the operating parameters of the engine, and the compensation speed of the high-speed fan mainly depends on the change in the opening of the active valve. This is because the change in the opening of the active valve affects the exhaust flow distribution, and the change in the distribution of the exhaust flow requires high-speed fan speed compensation. Therefore, the target speed of the high-speed fan to be adjusted can be determined according to the operating parameters of the engine and the change in the opening of the active valve.

[0119] Since each exhaust pipe is allocated a certain exhaust flow, adjusting the speed of the high-speed fan of the second exhaust pipe is also adjusting the exhaust flow allocated to the second exhaust pipe, so the above target speed reflects the exhaust flow allocated to the second exhaust pipe.

[0120] When the high-speed fan is in the delayed shutdown state, it indicates that the engine idles for a certain time, t1, before shutting down. This triggers the high-speed fan to run for a delay of t2 after the engine stops, dissipating the accumulated residual heat. See the following section for more details on the delayed shutdown state.

[0121] Step 140: Control the high-speed fan to adjust to the target speed.

[0122] In the embodiment of the present application, after obtaining the target speed of the high-speed fan to be adjusted, the high-speed fan can be controlled to adjust to the target speed.

[0123] Specifically, high-speed fans also have a microcontroller unit (ECU), which is a core component used to manage and adjust the speed of high-speed fans.

[0124] The VCU may send a second control instruction to the ECU of the high-speed fan, where the second control instruction is used to instruct the high-speed fan to be adjusted to a target speed. The ECU of the high-speed fan may execute the second control instruction to adjust the high-speed fan to the target speed.

[0125] The vehicle exhaust control method provided in the embodiment of the present application determines the target speed of the high-speed fan to be adjusted according to the operating parameters of the engine and the change in the opening of the active valve after determining the target opening of the active valve to be adjusted and determining that the high-speed fan is in an operating state. By jointly regulating the active valve and the high-speed fan, a more reasonable exhaust flow distribution can be performed on the first exhaust pipe and the second exhaust pipe, solving the improper flow distribution problem of the related art, eliminating the white mist phenomenon generated by the exhaust when the vehicle is driving at low speed and idling in a cold environment, and the risk of heat damage caused by heat accumulation generated by the idling of the vehicle in a high temperature environment, and can also effectively reduce the probability of abnormal exhaust noise caused by back pressure imbalance during engine operation, so that the engine torque output is smoother and the driving stability is improved. Overall, it can improve the driving comfort and safety of the vehicle, avoid the risk of heat damage, and optimize the NVH (Noise-Vibration-Harshness) performance and odor of the vehicle.

[0126] In addition, the high-speed fan and active valve control method are integrated into the existing vehicle controller, eliminating the need for a new controller. This can effectively save production, layout and installation costs and achieve a high degree of integration.

[0127] In some embodiments, the engine operating parameters include engine speed and throttle opening. Determining the target opening of the active valve to be adjusted based on the engine operating parameters includes:

[0128] determining a target reference opening of the active valve according to a mapping relationship between the engine speed and the throttle opening and a preset reference opening;

[0129] Determine the target compensation opening according to the exhaust back pressure of the engine under the current operating parameters;

[0130] The target reference opening is corrected based on the target compensation opening to obtain the target opening to be adjusted for the active valve.

[0131] When the active valve is in an operating state, the engine is working and the active valve controls the opening of the active valve according to the operating parameters of the engine.

[0132] The engine operating parameters are key data used to describe the engine's operating status and performance, including but not limited to at least one of throttle opening, engine speed, torque, output power, etc.

[0133] The opening of the active valve is mainly calculated by combining the target reference opening Y of the active valve and the target compensation opening Z of the active valve.

[0134] The target reference opening Y of the active valve mainly depends on the engine state and can be determined based on the mapping relationship between the engine speed and throttle opening and the preset reference opening.

[0135] In actual applications, the mapping relationship between engine speed and throttle opening and preset reference opening can be stored in the first data table. With engine speed and throttle opening as indexes, the preset reference opening corresponding to the index is determined as the target reference opening Y of the active valve.

[0136] Specifically, the target reference opening Y can be represented by the following formula (1):

[0137] Y-find1(ACC,RPM) (1),

[0138] Here, find1 represents searching the first data table, ACC represents the throttle opening, and RPM represents the engine speed.

[0139] Since there is a certain difference between the engine's operating process and the corresponding value of the engine's universal characteristics, there is a certain deviation in the exhaust back pressure. Therefore, the active valve opening is compensated according to the exhaust back pressure. That is, the target compensation opening Z is determined according to the exhaust back pressure of the engine under the current operating parameters.

[0140] Next, the target reference opening Y can be corrected based on the target compensation opening Z to obtain the target opening N of the active valve to be adjusted. Specifically, at least one of the algebraic sum, weighted sum, and square root of the target compensation opening Z and the target reference opening Y is determined, and any of the sum, weighted sum, and square root can be used as the target opening N of the active valve to be adjusted.

[0141] For example, the target opening N to be adjusted is determined by the sum of the target compensation opening Z and the target reference opening Y, which can be represented by the following formula (2):

[0142] N=Z+Y(2),

[0143] Wherein, Z represents the target compensation opening, Y represents the target reference opening, and N represents the target opening to be adjusted.

[0144] The embodiment of the present application corrects the target reference opening of the active valve based on the exhaust back pressure, which can effectively reduce the probability of abnormal exhaust noise caused by back pressure imbalance during engine operation, making the engine torque output smoother and improving driving stability.

[0145] In some embodiments, determining the target compensation opening according to the exhaust back pressure of the engine under current operating parameters includes:

[0146] Detect the actual exhaust back pressure of the engine under the current operating parameters and determine the ideal exhaust back pressure of the engine under the current operating state;

[0147] Determine the deviation between the actual exhaust back pressure and the ideal exhaust back pressure;

[0148] Based on the mapping relationship between the deviation and the preset compensation opening of the active valve, the target compensation opening of the active valve is determined.

[0149] The above embodiments have described that the engine has back pressure deviation, and the back pressure deviation refers to the deviation between the actual exhaust back pressure of the engine and the ideal exhaust back pressure.

[0150] The actual exhaust back pressure of an engine refers to the pressure resistance encountered by gases as they flow out of the engine's exhaust system. This can be measured using exhaust pressure sensors and pressure gauges.

[0151] The ideal exhaust back pressure P0 is determined by the mapping relationship between the engine speed RPM and the throttle opening ACC and the preset exhaust back pressure. In actual applications, the mapping relationship between the engine speed RPM and the throttle opening ACC and the preset exhaust back pressure can be stored in a second data table. Based on the engine speed and the throttle opening as an index, the preset exhaust back pressure that has the above mapping relationship with the index queried from the second data table can be used as the ideal exhaust back pressure P0.

[0152] Specifically, the ideal exhaust back pressure P0 can be represented by the following formula (3):

[0153] P0=find2(ACC,RPM) (3),

[0154] Among them, P0 represents the ideal exhaust back pressure, ACC represents the engine speed, and ACC represents the throttle opening.

[0155] If the actual exhaust back pressure detected is P, then the deviation ΔP between the actual exhaust back pressure P and the ideal exhaust back pressure P0 can be represented by the following formula (4):

[0156] △P=P-P0(4),

[0157] Among them, P0 represents the ideal exhaust back pressure, and P represents the actual exhaust back pressure.

[0158] The target compensation opening of the active valve may be determined based on a mapping relationship between the deviation and a preset compensation opening of the active valve.

[0159] Specifically, the deviation coefficient β between the actual exhaust back pressure P and the ideal exhaust back pressure P0 can be obtained based on the following formula (5):

[0160]

[0161] In (5) above, P0 represents the ideal exhaust back pressure, and P represents the actual exhaust back pressure.

[0162] The target compensation opening Z of the active valve can be determined based on the mapping relationship between the deviation coefficient β and the preset compensation opening of the active valve. Specifically, in practical applications, a third data table can be used to store the mapping relationship between the deviation coefficient β and the preset compensation opening of the active valve. The deviation coefficient β can be used as an index to query the third data table for the preset compensation opening that has the mapping relationship with the deviation coefficient β, which is used as the target compensation opening Z.

[0163] For example, the target compensation opening is represented by the following formula (6):

[0164] Z=find3(β) (6),

[0165] Among them, find3 represents searching the third data table, β represents the deviation coefficient, and Z represents the target compensation opening.

[0166] The embodiment of the present application corrects the target reference opening of the active valve based on the exhaust back pressure, which can effectively reduce the probability of abnormal exhaust noise caused by back pressure imbalance during engine operation, making the engine torque output smoother and improving driving stability.

[0167] See also Figure 3 , an embodiment of the present application provides a flow chart for determining the target opening to be adjusted of the active valve when the active valve is in an operating state, including: determining the target reference opening of the active valve based on a mapping relationship between the engine speed and throttle opening and a preset reference opening; detecting the actual exhaust back pressure of the engine under current operating parameters, and determining the ideal exhaust back pressure of the engine under the current operating state; determining the deviation between the actual exhaust back pressure and the ideal exhaust back pressure; determining the target compensation opening of the active valve based on a mapping relationship between the deviation and a preset compensation opening of the active valve; and correcting the target reference opening based on the target compensation opening to obtain the target opening to be adjusted of the active valve.

[0168] Figure 3 The detailed implementation process of each step is shown in the above embodiment and will not be described again.

[0169] In some embodiments, determining the target speed based on engine operating parameters and changes in the opening of the active valve includes:

[0170] Determine the operating conditions of the high-speed fan when it is in operation; the operating conditions of the high-speed fan include idling conditions, driving conditions and delayed shutdown conditions;

[0171] Under the idle condition, the preset reference idle speed under the idle condition is adjusted according to the ambient temperature to obtain the target speed of the high-speed fan to be adjusted;

[0172] Under driving conditions, the target speed of the high-speed blower to be adjusted is determined based on the engine operating parameters and the change in the opening of the active valve;

[0173] Under the delayed closing working condition, the target delayed speed is determined according to the mapping relationship between the ambient temperature and the preset delayed speed, and the target delayed speed is determined as the target speed to be adjusted.

[0174] There are three operating conditions when the high-speed fan is in operation, namely idling condition, driving condition and delayed shutdown condition.

[0175] The idle operating condition refers to an operating condition in which the engine does not stop rotating, but the vehicle speed is less than a second preset speed (the second preset speed is very close to 0).

[0176] The driving condition refers to a condition in which the generator does not stop rotating and the vehicle speed is not less than a second preset speed.

[0177] The delayed shutdown operating condition refers to an operating condition in which the generator stops rotating, the vehicle speed is less than a second preset speed, and the idling time is not less than the first preset time but less than the second preset time.

[0178] The idle signal sent by the idle switch can be used to determine whether the vehicle is in the idle condition. For example, if the idle signal includes a first preset value (such as 1), it can be determined that the vehicle is in the idle condition; if the idle signal includes a second preset value (such as 1), it can be determined that the high-speed fan is not in the idle condition.

[0179] It is also possible to determine whether the vehicle is in idle condition by whether the engine is started and the vehicle's driving speed. If the engine is started but the vehicle's driving speed is less than a preset speed, it can be determined that the vehicle is in idle condition.

[0180] Under the idle condition, the engine speed and operating power are constant, and the high-speed fan has a reference idle speed N2, which is a preset value.

[0181] Since the vehicle speed is zero or close to zero under idle conditions, if it runs directly at this base speed, it will easily cause heat accumulation when the ambient temperature is too high, and the heat accumulation may cause heat damage to the entire vehicle; when the ambient temperature is low, it may cause white fog to appear on the vehicle body.

[0182] In order to reduce the above-mentioned heat damage or white fog problem of the whole vehicle, the embodiment of the present application adjusts the preset reference idle speed under the idle condition according to the ambient temperature to obtain the target speed of the high-speed fan to be adjusted, thereby compensating for the impact caused by the ambient temperature.

[0183] In some embodiments, adjusting a preset reference idle speed under an idle condition according to the ambient temperature to obtain a target speed of the high-speed fan to be adjusted includes:

[0184] When the ambient temperature is below zero, a first target corrected speed is obtained based on a table lookup of the below-zero temperature;

[0185] The reference idle speed is adjusted according to the first target correction speed to obtain a target speed to be adjusted for the high-speed fan;

[0186] When the ambient temperature is above zero, a second target corrected speed is obtained based on the table lookup of the above-zero temperature;

[0187] The reference idle speed is adjusted according to the second target corrected speed to obtain a target speed of the high-speed fan to be adjusted; the second target corrected speed is higher than the first target corrected speed.

[0188] The fourth data table of the embodiment of the present application establishes a correspondence between sub-zero temperature and corrected rotational speed. When the ambient temperature is sub-zero, the fourth data table is queried based on the sub-zero temperature to obtain the first target corrected rotational speed.

[0189] In practical applications, the first target corrected speed X1 can be obtained by the following formula (7):

[0190] X1=find4(T1) (7),

[0191] Here, find4 represents searching the fourth data table, and T1 represents sub-zero temperature.

[0192] Then, the reference idle speed can be adjusted according to the first target corrected speed to obtain a target speed for the high-speed fan to be adjusted. Specifically, the target speed can be any one of the sum, weighted sum, and square root of the first target corrected speed and the reference idle speed.

[0193] Specifically, the sum of the first target modified speed X1 and the reference idle speed N2 is used as the target speed N to be adjusted, which can be represented by the following formula (8):

[0194] N=X1+N2(8).

[0195] The fifth data table of the embodiment of the present application establishes a correspondence between the above-zero temperature and the corrected speed. When the ambient temperature is above-zero, the second target corrected speed is obtained by querying the fifth data table based on the above-zero temperature.

[0196] In practical applications, the second target corrected speed X2 can be obtained by the following formula (9):

[0197] X2=find5(T2) (9),

[0198] Here, find5 represents searching the fifth data table, and T2 represents sub-zero temperature.

[0199] Then, the reference idle speed can be adjusted according to the second target corrected speed to obtain the target speed of the high-speed fan to be adjusted. Specifically, any one of the sum, weighted sum, and square root of the second target corrected speed and the reference idle speed can be used as the target speed.

[0200] Specifically, the sum of the second target modified speed X2 and the reference idle speed N2 is used as the target speed N to be adjusted, which can be represented by the following formula (10):

[0201] N=X2+N2(10).

[0202] In the embodiment of the present application, when the vehicle is in the idling state, the base idle speed of the high-speed fan is adjusted according to the ambient temperature, which can effectively reduce the heat accumulation problem when the ambient temperature is too high and the white fog problem when the ambient temperature is too low.

[0203] Under driving conditions, the high-speed blower's speed depends on factors such as the active valve opening and engine operating parameters. The active valve opening affects exhaust flow distribution, and the high-speed blower must be regulated accordingly. Therefore, under driving conditions, the target speed for the high-speed blower is determined based on engine operating parameters and changes in the active valve opening.

[0204] In some embodiments, the engine operating parameters include engine speed and throttle opening; the engine operating parameters include engine speed and throttle opening; determining the target speed of the high-speed fan to be adjusted based on the engine operating parameters and the change in the opening of the active valve includes:

[0205] Determine the target reference speed of the high-speed fan based on the mapping relationship between the engine speed and throttle opening and the preset reference speed;

[0206] Determine the target compensation speed of the high-speed fan according to the change in the opening of the active valve;

[0207] Detect ambient temperature and vehicle speed;

[0208] When the ambient temperature is above zero, or when the ambient temperature is below zero but the vehicle speed is not less than a first preset speed, the target reference speed is adjusted based on the target compensation speed to obtain a target speed to be adjusted for the high-speed fan;

[0209] When the ambient temperature is below zero and the vehicle speed is less than the first preset speed, a third target corrected speed is obtained by looking up the table based on the below zero temperature and the vehicle speed; based on the target compensation speed and the third target corrected speed, the target reference speed is corrected to obtain the target speed of the high-speed fan to be adjusted.

[0210] The target reference speed U of the high-speed fan depends primarily on the engine speed and throttle opening. To this end, embodiments of the present application establish a mapping relationship between the engine speed, throttle opening, and a preset reference speed. In practical applications, a sixth data table can be used to store the mapping relationship between the engine speed, throttle opening, and the preset reference speed. Using the engine speed and throttle opening as indexes, the sixth data table can be used to query and determine the preset reference speed that is mapped to the engine speed and throttle opening as the target reference speed U of the high-speed fan.

[0211] Specifically, the target reference speed U can be represented by the following formula (11):

[0212] U = find6(ACC, RPM) (11),

[0213] Here, find6 represents querying the sixth data table.

[0214] The target speed compensation W of the high-speed fan mainly depends on the change of the opening of the active valve. The change of the opening of the active valve affects the exhaust flow distribution. The change of the exhaust flow distribution requires the speed compensation of the high-speed fan. The larger the opening of the active valve, the smaller the target speed compensation W, which is inversely correlated.

[0215] In some embodiments, the opening change includes an opening change amount; and determining a target compensation speed of the high-speed fan according to the opening change of the active valve includes:

[0216] Determine the exhaust pipe orifice parameter; the exhaust pipe orifice parameter represents the ratio of the orifice cross-sectional area of the first exhaust pipe to the total orifice cross-sectional area;

[0217] The exhaust pipe orifice parameters and opening variation are used as adjustment factors to adjust the target reference opening of the high-speed fan to obtain the target compensation speed of the high-speed fan. The larger the opening of the active valve, the smaller the target compensation speed.

[0218] In addition to the influence of the opening change of the active valve on the exhaust flow distribution, the exhaust pipe orifice parameters also affect the exhaust flow distribution. Therefore, the exhaust pipe orifice parameters and the opening change can be used as adjustment factors to adjust the target reference opening of the high-speed fan.

[0219] The exhaust pipe orifice parameter represents the ratio of the orifice cross-sectional area of the first exhaust pipe to the total orifice cross-sectional area.

[0220] Specifically, if the cross-sectional area of the first exhaust pipe is A and the total cross-sectional area of the exhaust pipe is B, then the exhaust pipe orifice parameter K can be represented by the following formula (12):

[0221] K=A / B(12),

[0222] In the case where the exhaust system includes a first exhaust pipe and a second exhaust pipe, if the cross-sectional area of the pipe opening of the second exhaust pipe is C, then B=A+C.

[0223] In addition, since the larger the active valve opening is, the smaller the speed compensation for the high-speed fan is, a target adjustment factor is determined according to the exhaust pipe orifice parameter K and the opening change M. The target adjustment factor is the product of the exhaust pipe orifice parameter K and (1-M).

[0224] In some embodiments, the target compensation speed W can be determined by the following formula (13):

[0225] W=K(1-M)U+Q(13),

[0226] Among them, Q is the set constant, K represents the exhaust pipe orifice parameter, M represents the opening change (M<=1, M is the difference between the absolute value of the opening before adjustment and the target opening), U represents the target reference opening, and W represents the target compensation opening.

[0227] The embodiment of the present application adjusts the speed of the active fan based on the exhaust pipe closing parameters and the opening change of the active valve, which can more reasonably distribute the flow to the two exhaust pipes.

[0228] When the ambient temperature is above zero, vehicle exhaust usually does not cause white mist or small white mist. When the ambient temperature is below zero but the vehicle speed is not less than the first preset speed, vehicle exhaust usually does not cause white mist or small white mist. In this case, the target reference speed can be adjusted directly based on the target compensation speed to obtain the target speed of the high-speed fan to be adjusted.

[0229] Specifically, any one of the sum, weighted sum, square root of the target compensation speed and the target reference speed can be used as the target speed of the high-speed fan to be adjusted.

[0230] In addition, when the ambient temperature is below zero, if the vehicle speed is low (the vehicle speed is less than the first preset speed), it is also very likely that white mist will be generated around the vehicle body due to vehicle exhaust. In this case, the high-speed fan speed needs to be corrected according to the sub-zero temperature and vehicle speed.

[0231] Specifically, based on the sub-zero temperature and the vehicle speed, the seventh data table can be searched to obtain the third target corrected speed X3, as shown in the following formula (14):

[0232] X3=find7(T2,V) (14),

[0233] Among them, X3 represents the third target corrected speed, find7 represents the search for the seventh data table, T2 represents the sub-zero temperature, and V represents the vehicle speed.

[0234] Then, the target reference speed can be corrected based on the target compensation speed and the third target correction speed to obtain the target speed of the high-speed fan to be adjusted.

[0235] Specifically, the sum, weighted sum, square root of the target compensation speed, the third target correction speed, and the target reference speed may be used as the target speed to be adjusted.

[0236] The sum of the target compensation speed, the third target correction speed, and the target reference speed is used as the target speed to be adjusted, as shown in formula (15):

[0237] N1=U+W+X3(15),

[0238] Wherein, N1 represents the target speed, U represents the reference speed, W represents the target compensation speed, and X3 represents the third target corrected speed.

[0239] In some embodiments, after adjusting the preset reference idle speed under the idle condition according to the ambient temperature, the method further includes:

[0240] Detect the idling time under idling conditions;

[0241] When the idling time is less than the first preset time and the vehicle speed is less than the second preset speed, the high-speed fan is controlled to be in an off state;

[0242] When the idle time is not less than the first preset time, the high-speed fan is controlled to be in a delayed closing state.

[0243] In the embodiment of the present application, when the vehicle enters the idle condition, in addition to determining that the target speed of the high-speed fan to be adjusted is the idle speed, it is also necessary to determine the idle time under the idle condition.

[0244] It can be understood that the condition for ending the idle condition is either the engine being turned off or the vehicle speed being greater than a second preset speed (the second preset speed is close to zero). Then the idle duration can be the time between the moment the idle condition is entered and the moment the engine is turned off, or the time between the moment the idle condition is entered and the moment the vehicle speed is greater than the second preset speed.

[0245] When the idling time is less than the first preset time t1 and the vehicle speed is less than the second preset speed, it means that the period of time between the vehicle idling and shutting down is very short. In this case, a high exhaust temperature is usually not generated. In this case, the high-speed fan can be controlled to be in the off state.

[0246] When the idling time is not less than the first preset time t1, it means that the period of time between the vehicle idling and shutting down is relatively long. In this case, in order to avoid heat damage to the vehicle due to excessively high ambient temperature, and to avoid excessive wind noise from the high-speed fan affecting the NVH performance of the vehicle and to prevent exhaust gas from entering the passenger compartment to eliminate odor, and at the same time, a reasonable delayed operation time can better optimize the economy of the vehicle, the high-speed fan can be controlled to be in a delayed shutdown state.

[0247] The high-speed fan is still rotating in the delayed shutdown state. In this case, the target delayed speed can be determined according to the mapping relationship between the ambient temperature and the preset delayed speed, and the target delayed speed is determined as the target speed to be adjusted.

[0248] Specifically, the mapping relationship between the ambient temperature and the preset delayed speed can be stored in the eighth data table. Using the ambient temperature as an index, the preset delayed speed having the mapping relationship with the ambient temperature can be searched from the eighth data table as the target delayed speed.

[0249] The target delay speed N3 can be determined by formula (16):

[0250] N3=find8(T)(16),

[0251] Among them, N3 represents the target delayed speed, find8 represents the search for the eighth data table, and T represents the ambient temperature.

[0252] The target delayed rotation speed can be used as the target rotation speed N to be adjusted, that is, N=N3.

[0253] In some embodiments, the operating state of the engine includes an on state and an off state; after controlling the high-speed fan to be in the delayed off state, the method further includes:

[0254] According to the mapping relationship between the ambient temperature and the preset delay time, the target delay time for the high-speed fan to be operated is determined;

[0255] When the target delay time is not greater than the second preset time, the high-speed fan is operated at the target delay speed for the target delay time, and the high-speed fan is controlled to switch to the off state;

[0256] When the target delay time is greater than the second preset time, the high-speed fan is controlled to switch to an off state when the high-speed fan runs at the target delay speed for the second preset time.

[0257] In the embodiment of the present application, after determining that the high-speed fan is in the delayed shutdown state, it is further necessary to determine the shutdown timing of the high-speed fan.

[0258] Specifically, the target delay time for the high-speed fan to be in operation can be determined based on the mapping relationship between the ambient temperature and the preset delay time. In the embodiment of the present application, the mapping relationship between the ambient temperature and the preset delay time can be stored in the ninth data table. In subsequent searches, the ambient temperature can be used as an index to search the ninth data table to obtain the target delay time.

[0259] The target delay time t3 can be determined by the following formula (17):

[0260] t3=find9(T)(17),

[0261] Among them, t3 represents the target delay time t3, find9 represents the query of the ninth data table, and T represents the ambient temperature.

[0262] A reasonable target delay duration can also better optimize the vehicle economy. When the target delay duration is not greater than the second preset duration t2, it means that only a short operation is required. In this case, the high-speed fan can run at the target delay speed for the target delay duration, and then the control can switch the high-speed fan to the off state;

[0263] When the target delay duration t3 is greater than the second preset duration t2, to avoid problems caused by the long-term rotation of the high-speed fan, the high-speed fan can be controlled to switch to the off state when it runs at the target delay speed for the second preset duration t2.

[0264] See Figure 4 , the embodiment of the present application provides a schematic diagram of the jump process for determining the working state of the high-speed fan.

[0265] When starting up, the engine is in the off state and the vehicle is parked, and the initial working state of the high-speed fan is the off state; whether the high-speed fan can work properly depends on whether there is a fault in itself. Therefore, when the working state of the high-speed fan is in the off state, if there is a fault in the high-speed fan, the working state of the high-speed fan jumps to the fault state; if there is no fault in the high-speed fan, it enters the determination of the engine state and the vehicle motion state. If the engine starts and the vehicle speed v is greater than the second preset speed V2 and less than the first preset speed V1, V2 < v1, the working state of the high-speed fan jumps to the driving state in the running state; if the conditions of engine start and vehicle speed less than V2 are not met, the high-speed fan maintains the off state; when the working state of the high-speed fan is in the running state, if there is a fault in the high-speed fan, the working state of the high-speed fan jumps to the fault state, and if there is no fault in the high-speed fan, it enters the determination of the engine state and the vehicle motion state; if the engine is not shut down but the vehicle speed is greater than V1, the high-speed fan maintains the driving condition in the running state; if the engine is not shut down and the vehicle speed is not greater than V2, the high-speed fan is in the idle condition in the running state; if the engine idle duration is less than t1, the working state of the high-speed fan jumps to the off state, and if the engine idle duration is greater than or equal to t2, the working state of the high-speed fan jumps to the delayed off state; when the working state of the high-speed fan is in the delayed off state, if there is a fault in the high-speed fan, the working state of the high-speed fan jumps to the fault state, and if there is no fault in the high-speed fan, it enters the determination of the high-speed fan delay duration. If the target delay duration of the high-speed fan is less than t2, the high-speed fan maintains the delayed off state. If the target delay duration of the high-speed fan is greater than or equal to t2, when the delay duration reaches the second preset duration t2, the control makes the working state of the high-speed fan jump to the off state.

[0266] See Figure 5The embodiment of the present application provides a flow chart of adjusting the target speed of a high-speed fan when the high-speed fan is in normal operation, including: determining the operating condition of the high-speed fan in operation; under the idle condition, adjusting the preset reference idle speed under the idle condition according to the ambient temperature to obtain the target speed of the high-speed fan to be adjusted; under the driving condition, determining the target reference speed of the high-speed fan according to the mapping relationship between the engine speed and the throttle opening and the preset reference speed; determining the target compensation speed of the high-speed fan according to the opening change of the active valve; detecting the ambient temperature and the vehicle speed; when the ambient temperature is above zero, or when the ambient temperature is below zero but the vehicle speed is not less than a first preset speed, adjusting the target reference speed based on the target compensation speed to obtain the target speed of the high-speed fan to be adjusted; when the ambient temperature is below zero and the vehicle speed is less than the first preset speed, looking up a table to obtain a third target correction speed based on the below-zero temperature and the vehicle speed; and correcting the target reference speed based on the target compensation speed and the third target correction speed to obtain the target speed of the high-speed fan to be adjusted. Under the delayed closing working condition, the target delayed speed is determined according to the mapping relationship between the ambient temperature and the preset delayed speed, and the target delayed speed is determined as the target speed to be adjusted.

[0267] In some embodiments, the engine operating parameters include an operating state of the engine; the method further comprises:

[0268] Before starting the active valve, in the event that a fault in the active valve is detected, the active valve is maintained in a closed state;

[0269] detecting an operating state of the engine when no fault of the active valve is detected;

[0270] When the engine is in a shut-down state, the active valve is maintained in a closed state;

[0271] When the engine is in a starting state, the active valve is started and it is determined that the active valve is in an operating state.

[0272] See also Figure 6 , the embodiment of the present application provides a schematic diagram of the jump of the working state of the active valve, including:

[0273] When the power is turned on, the engine state is off, so the active valve working state is initially closed; whether the active valve can work normally depends on whether there is a fault in itself. Therefore, when the active valve working state is in the closed state, if the active valve has a fault, the active valve working state jumps to the fault state. If the active valve has no fault, the engine state determination is entered. If the engine is not started, the active valve remains in the closed state. If the engine is started, the active valve working state jumps to the running state; when the active valve working state is in the running state, if the active valve has a fault, the active valve working state jumps to the fault state. If there is no fault, the engine state determination is entered. If the engine is turned off, the active valve working state jumps to the closed state. If the engine is running, the active valve remains in the running state.

[0274] In some embodiments, the method further comprises:

[0275] After the active valve of the first exhaust pipe is controlled to be adjusted to the target opening for a first target time, it is detected that the actual opening of the active valve of the first exhaust pipe does not reach the target opening, and the high-speed fan of the second exhaust pipe is controlled to increase the speed.

[0276] During the first target time (also a preset value) after the active valve of the first exhaust pipe is adjusted to the target opening, if it is detected that the actual opening of the active valve of the first exhaust pipe does not reach the target opening, it means that the exhaust effect of the active valve is not good. In this case, the high-speed fan of the second exhaust pipe can be controlled to increase the speed, thereby improving the overall exhaust flow of the system.

[0277] In some embodiments, the method further comprises:

[0278] After the high-speed fan of the second exhaust pipe is controlled to adjust to the target speed for a second target time, it is detected that the actual speed of the high-speed fan of the second exhaust pipe does not reach the target speed, and the active valve of the first exhaust pipe is controlled to increase the opening.

[0279] Similarly, the second target duration is also a preset value. After the high-speed fan of the second exhaust pipe is controlled to adjust to the target speed for the second target duration, it is detected that the actual speed of the high-speed fan of the second exhaust pipe has not reached the target speed, indicating that the exhaust effect of the high-speed fan is not good. In this case, the active valve of the first exhaust pipe can be controlled to increase the opening, thereby increasing the overall exhaust flow of the system.

[0280] The vehicle exhaust control method provided in the embodiment of the present application can be executed by a vehicle exhaust control device. In the embodiment of the present application, the vehicle exhaust control method is executed by the vehicle exhaust control device as an example to illustrate the vehicle exhaust control device provided in the embodiment of the present application.

[0281] An embodiment of the present application also provides an exhaust control device for a vehicle, wherein the vehicle includes at least a first exhaust pipe and a second exhaust pipe, wherein the first exhaust pipe is provided with an active valve, and the second exhaust pipe is provided with a high-speed blower.

[0282] like Figure 7 As shown, the exhaust control device of the vehicle includes: a first processing module 710 , a first control module 720 , a second processing module 730 and a second control module 740 .

[0283] The first processing module 710 is configured to determine a target opening of the active valve to be adjusted based on engine operating parameters when the active valve is in an operating state; the target opening reflects the exhaust flow rate distributed to the first exhaust pipe;

[0284] A first control module 720 is used to control the active valve to adjust to a target opening;

[0285] The second processing module 730 is configured to determine a target speed based on the engine operating parameters and the change in the opening of the active valve when the high-speed blower is in operation; the target speed reflects the exhaust flow rate allocated to the second exhaust pipe;

[0286] The second control module 740 is used to control the high-speed fan to adjust to a target speed.

[0287] The exhaust control device for a vehicle provided in the embodiment of the present application determines the target speed of the high-speed fan to be adjusted according to the operating parameters of the engine and the change in the opening of the active valve after determining the target opening of the active valve to be adjusted and when determining that the high-speed fan is in an operating state. This device achieves a relatively reasonable exhaust flow distribution to the first exhaust pipe and the second exhaust pipe through joint regulation of the active valve and the high-speed fan, solves the problem of improper flow distribution in related technologies, eliminates the white mist phenomenon generated by the exhaust when the vehicle is driving at low speed and idling in cold environments, and eliminates the risk of heat damage caused by heat accumulation generated by the idling of the vehicle in high-temperature environments. It can also effectively reduce the probability of abnormal exhaust noise caused by back pressure imbalance during engine operation, make the engine torque output smoother, improve driving stability, and improve the driving comfort and safety of the vehicle as a whole, avoid the risk of heat damage, and optimize the NVH performance and odor of the vehicle.

[0288] In addition, the high-speed fan and active valve control method are integrated into the existing vehicle controller, eliminating the need for a new controller, effectively saving production, layout, and installation costs, and achieving a high degree of integration. In some embodiments, the first processing module 710 is used to:

[0289] determining a target reference opening of the active valve according to a mapping relationship between the engine speed and the throttle opening and a preset reference opening;

[0290] Determine the target compensation opening according to the exhaust back pressure of the engine under the current operating parameters;

[0291] The target reference opening is corrected based on the target compensation opening to obtain the target opening to be adjusted for the active valve.

[0292] In some embodiments, the first processing module 710 is configured to:

[0293] Detect the actual exhaust back pressure of the engine under the current operating parameters and determine the ideal exhaust back pressure of the engine under the current operating state;

[0294] Determine the deviation between the actual exhaust back pressure and the ideal exhaust back pressure;

[0295] Based on the mapping relationship between the deviation and the preset compensation opening of the active valve, the target compensation opening of the active valve is determined.

[0296] In some embodiments, the second processing module 730 is configured to:

[0297] Determine the operating conditions of the high-speed fan when it is in operation; the operating conditions of the high-speed fan include idling conditions, driving conditions and delayed shutdown conditions;

[0298] Under the idle condition, the preset reference idle speed under the idle condition is adjusted according to the ambient temperature to obtain the target speed of the high-speed fan to be adjusted;

[0299] Under driving conditions, the target speed of the high-speed blower to be adjusted is determined based on the engine operating parameters and the change in the opening of the active valve;

[0300] Under the delayed closing working condition, the target delayed speed is determined according to the mapping relationship between the ambient temperature and the preset delayed speed, and the target delayed speed is determined as the target speed to be adjusted.

[0301] In some embodiments, the second processing module 730 is configured to:

[0302] When the ambient temperature is below zero, a first target corrected speed is obtained based on a table lookup of the below-zero temperature;

[0303] The reference idle speed is adjusted according to the first target corrected speed to obtain a target speed to be adjusted for the high-speed fan;

[0304] When the ambient temperature is above zero, a second target corrected speed is obtained based on the table lookup of the above-zero temperature;

[0305] The reference idle speed is adjusted according to the second target corrected speed to obtain a target speed of the high-speed fan to be adjusted; the second target corrected speed is higher than the first target corrected speed.

[0306] In some embodiments, the second processing module 730 is configured to:

[0307] Determine the target reference speed of the high-speed fan based on the mapping relationship between the engine speed and throttle opening and the preset reference speed;

[0308] Determine the target compensation speed of the high-speed fan according to the change in the opening of the active valve;

[0309] Detect ambient temperature and vehicle speed;

[0310] When the ambient temperature is above zero, or when the ambient temperature is below zero but the vehicle speed is not less than a first preset speed, the target reference speed is adjusted based on the target compensation speed to obtain a target speed to be adjusted for the high-speed fan;

[0311] When the ambient temperature is below zero and the vehicle speed is less than the first preset speed, a third target corrected speed is obtained by looking up the table based on the below zero temperature and the vehicle speed; based on the target compensation speed and the third target corrected speed, the target reference speed is corrected to obtain the target speed of the high-speed fan to be adjusted.

[0312] In some embodiments, the second processing module 730 is configured to:

[0313] Determine the exhaust pipe orifice parameter; the exhaust pipe orifice parameter represents the ratio of the orifice cross-sectional area of the first exhaust pipe to the total orifice cross-sectional area;

[0314] The exhaust pipe orifice parameters and opening variation are used as adjustment factors to adjust the target reference opening of the high-speed fan to obtain the target compensation speed of the high-speed fan. The larger the opening of the active valve, the smaller the target compensation speed.

[0315] In some embodiments, the second processing module 730 is configured to:

[0316] Detect the idling time under idling conditions;

[0317] When the idling time is less than the first preset time and the vehicle speed is less than the second preset speed, the high-speed fan is controlled to be in an off state;

[0318] When the idle time is not less than the first preset time, the high-speed fan is controlled to be in a delayed closing state.

[0319] In some embodiments, the second processing module 730 is configured to:

[0320] According to the mapping relationship between the ambient temperature and the preset delay time, the target delay time for the high-speed fan to be operated is determined;

[0321] When the target delay time is not greater than the second preset time, the high-speed fan is operated at the target delay speed for the target delay time, and the high-speed fan is controlled to switch to the off state;

[0322] When the target delay time is greater than the second preset time, the high-speed fan is controlled to switch to an off state when the high-speed fan runs at the target delay speed for the second preset time.

[0323] In some embodiments, the operating parameters of the engine further include the operating state of the engine; the device further includes:

[0324] The third control module is configured to maintain the high-speed fan in an off state before starting the high-speed fan if a fault is detected in the high-speed fan;

[0325] A detection module, used for detecting the operating state of the engine and the vehicle speed when no fault of the high-speed fan is detected;

[0326] The third processing module is further configured to determine an operating condition of the high-speed fan in the operating state based on the operating state of the engine and the driving speed of the vehicle.

[0327] In some embodiments, the second processing module 730 is configured to:

[0328] When the engine is in the started state and the vehicle speed is less than a second preset speed, determining an idle operating condition in which the high-speed fan is in the running state; the second preset speed is less than the first preset speed;

[0329] When the engine is in a started state and the vehicle speed exceeds a second preset speed, determining a driving condition in which the high-speed fan is in an operating state;

[0330] When the engine is in the off state, the vehicle speed is less than the second preset speed, and the idle time is not less than the first preset time but less than the second preset time, the delayed shutdown condition of the high-speed fan in the running state is determined.

[0331] In some embodiments, the apparatus further comprises:

[0332] a third processing module, configured to maintain the active valve in a closed state before starting the active valve if a fault in the active valve is detected;

[0333] A detection module, configured to detect an operating state of the engine when no fault is detected in the active valve;

[0334] a third processing module, configured to maintain the active valve in a closed state when the engine is in a shut-down state;

[0335] The third processing module is configured to start the active valve when the engine is in the starting state, and determine whether the active valve is in the operating state.

[0336] The vehicle exhaust control device in the embodiments of the present application can be an electronic device or a component of an electronic device, such as an integrated circuit or chip. The electronic device can be a terminal or other device other than a terminal. For example, the electronic device can be a mobile phone, a tablet computer, a laptop computer, a PDA, an in-vehicle electronic device, a mobile internet device (MID), an augmented reality (AR) / virtual reality (VR) device, a robot, a wearable device, an ultra-mobile personal computer (UMPC), a netbook or a personal digital assistant (PDA), etc. It can also be a server, a network attached storage (NAS), a personal computer (PC), a television (TV), a teller machine or a self-service machine, etc., and the embodiments of the present application do not specifically limit this.

[0337] The vehicle exhaust control device in the embodiments of the present application may be a device having an operating system. The operating system may be a Microsoft (Windows) operating system, an Android operating system, an iOS operating system, or other possible operating systems, which are not specifically limited in the embodiments of the present application.

[0338] The vehicle exhaust control device provided in the embodiment of the present application can achieve Figures 1 to 6 To avoid repetition, the various processes implemented in the method embodiment are not described here.

[0339] In some embodiments, as Figure 8 As shown, an embodiment of the present application further provides an electronic device 800, including a processor 801, a memory 802, and a computer program stored in the memory 802 and executable on the processor 801. When the program is executed by the processor 801, the various processes of the above-mentioned vehicle exhaust control method embodiment are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0340] The processor 801 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor 801 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0341] The memory 802 can be a ROM (Read Only Memory) or other types of static storage devices that can store static information and instructions, a RAM (Random Access Memory) or other types of dynamic storage devices that can store information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory) or other optical disk storage, optical disc storage (including compact discs, laser discs, optical discs, digital versatile discs, Blu-ray discs, etc.), magnetic disk storage media, other magnetic storage devices, or any other medium that can be used to carry or store computer programs and can be read by a computer, without limitation here.

[0342] The memory 802 is used to store the computer program for executing the embodiment of the present application, and the execution is controlled by the processor 801. The processor 801 is used to execute the computer program stored in the memory 802 to implement the steps shown in the above method embodiment.

[0343] It should be noted that the electronic devices in the embodiments of the present application include the mobile electronic devices and non-mobile electronic devices mentioned above.

[0344] An embodiment of the present application also provides a non-transitory computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the various processes of the above-mentioned vehicle exhaust control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0345] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0346] An embodiment of the present application also provides a computer program product, including a computer program, which implements the above-mentioned vehicle exhaust control method when executed by a processor.

[0347] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0348] An embodiment of the present application also provides a vehicle controller, which can execute the aforementioned vehicle exhaust control method.

[0349] An embodiment of the present application also provides a vehicle, which includes the aforementioned vehicle controller.

[0350] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the various processes of the above-mentioned vehicle exhaust control method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0351] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0352] It should be noted that, in this article, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element. In addition, it should be noted that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in the opposite order according to the functions involved. For example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0353] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the relevant technology, can be embodied in the form of a computer software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for enabling a terminal (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0354] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of this application, ordinary technicians in this field can also make many forms without departing from the purpose of this application and the scope of protection of the claims, all of which are within the protection of this application.

[0355] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0356] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle exhaust control method, characterized in that: The vehicle comprises at least a first exhaust pipe and a second exhaust pipe, wherein the first exhaust pipe is provided with an active valve and the second exhaust pipe is provided with a high-speed blower; the method comprises: When the active valve is in an operating state, determining a target opening of the active valve to be adjusted according to an operating parameter of the engine; the target opening reflects the exhaust flow rate distributed to the first exhaust pipe; controlling the active valve to adjust to the target opening; When the high-speed fan is in operation, a target speed of the high-speed fan to be adjusted is determined according to the operating parameters of the engine and the change in the opening of the active valve; the target speed reflects the exhaust flow rate allocated to the second exhaust pipe; The high-speed fan is controlled to adjust to the target speed.

2. The vehicle exhaust control method according to claim 1, wherein: The operating parameters of the engine include engine speed and throttle opening, and determining the target opening of the active valve to be adjusted based on the operating parameters of the engine includes: determining a target reference opening of the active valve according to a mapping relationship between the engine speed and the throttle opening and a preset reference opening; Determine the target compensation opening according to the exhaust back pressure of the engine under the current operating parameters; The target reference opening is corrected based on the target compensation opening to obtain the target opening of the active valve to be adjusted.

3. The exhaust control method according to claim 2, characterized in that: Determining the target compensation opening according to the exhaust back pressure of the engine under the current operating parameters includes: detecting an actual exhaust back pressure of the engine under current operating parameters, and determining an ideal exhaust back pressure of the engine under the current operating state; determining a deviation between the actual exhaust back pressure and the ideal exhaust back pressure; Based on a mapping relationship between the deviation and a preset compensation opening of the active valve, a target compensation opening of the active valve is determined.

4. The vehicle exhaust control method according to claim 1, wherein: The step of determining the target speed according to the operating parameters of the engine and the change in the opening of the active valve includes: Determine the operating conditions of the high-speed fan when it is in operation; the operating conditions of the high-speed fan include an idling condition, a driving condition, and a delayed shutdown condition; Under the idle condition, adjusting the preset reference idle speed under the idle condition according to the ambient temperature to obtain the target speed to be adjusted for the high-speed fan; Under driving conditions, determining a target speed of the high-speed blower to be adjusted according to the operating parameters of the engine and the change in the opening of the active valve; Under the delayed closing condition, the target delayed speed is determined according to the mapping relationship between the ambient temperature and the preset delayed speed, and the target delayed speed is determined to be the target speed to be adjusted.

5. The vehicle exhaust control method according to claim 4, characterized in that: The step of adjusting the preset reference idle speed under the idle condition according to the ambient temperature to obtain the target speed of the high-speed fan to be adjusted includes: When the ambient temperature is below zero, obtaining a first target corrected rotational speed based on the table lookup of the above-mentioned temperature; Adjusting the reference idle speed according to the first target corrected speed to obtain a target speed to be adjusted for the high-speed fan; When the ambient temperature is above zero, obtaining a second target corrected rotational speed based on the above-zero temperature by looking up a table; The reference idle speed is adjusted according to the second target corrected speed to obtain a target speed of the high-speed fan to be adjusted; the second target corrected speed is higher than the first target corrected speed.

6. The vehicle exhaust control method according to claim 4, characterized in that: The operating parameters of the engine include engine speed and throttle opening; determining the target speed of the high-speed fan to be adjusted according to the operating parameters of the engine and the change in the opening of the active valve includes: Determining a target reference speed of the high-speed fan according to a mapping relationship between the engine speed and the throttle opening and a preset reference speed; determining a target compensation speed of the high-speed fan according to a change in the opening of the active valve; Detect ambient temperature and vehicle speed; When the ambient temperature is above zero, or when the ambient temperature is below zero but the vehicle speed is not less than a first preset speed, adjusting the target reference speed based on the target compensation speed to obtain a target speed to be adjusted for the high-speed fan; When the ambient temperature is below zero and the vehicle speed is less than a first preset speed, a third target corrected speed is obtained by looking up a table based on the below-zero temperature and the vehicle speed; and the target reference speed is corrected based on the target compensation speed and the third target corrected speed to obtain the target speed of the high-speed fan to be adjusted.

7. The vehicle exhaust control method according to claim 6, characterized in that: The opening change includes the opening change amount; and determining the target compensation speed of the high-speed fan according to the opening change of the active valve includes: Determining an exhaust pipe orifice parameter; the exhaust pipe orifice parameter represents a ratio of an orifice cross-sectional area of the first exhaust pipe to a total orifice cross-sectional area; The exhaust pipe orifice parameters and opening variation are used as adjustment factors to adjust the target reference opening of the high-speed fan to obtain the target compensation speed of the high-speed fan; wherein, the larger the opening of the active valve, the smaller the target compensation speed.

8. The vehicle exhaust control method according to claim 4 or 5, characterized in that: After adjusting the preset reference idle speed under the idle condition according to the ambient temperature, the method further includes: detecting the idling time under the idle condition; When the idling time is less than a first preset time and the vehicle speed is less than a second preset speed, controlling the high-speed fan to be in an off state; When the idle time is not less than the first preset time, the high-speed fan is controlled to be in a delayed closing state.

9. The vehicle exhaust control method according to claim 8, characterized in that: After controlling the high-speed fan to be in the delayed closing state, the method further includes: Determining a target delay time for the high-speed fan to be operated according to a mapping relationship between the ambient temperature and the preset delay time; When the target delay time is not greater than a second preset time, the high-speed fan is operated at the target delay speed for the target delay time, and the high-speed fan is controlled to be switched to an off state; When the target delay time is greater than a second preset time, the high-speed fan is controlled to switch to an off state when the high-speed fan runs at the target delay speed for the second preset time.

10. The vehicle exhaust control method according to claim 8, characterized in that: The operating parameters of the engine also include the operating state of the engine; the method further includes: Before starting the high-speed fan, if a fault is detected in the high-speed fan, maintaining the high-speed fan in a closed state; In the case that no high-speed fan fault is detected, the operating state of the engine and the vehicle speed are detected; An operating condition of the high-speed blower in the operating state is determined based on the operating state of the engine and the vehicle speed.

11. The vehicle exhaust control method according to claim 10, characterized in that: The operating state of the engine includes an on state and an off state; and determining the operating condition of the high-speed fan in the operating state based on the operating state of the engine and the vehicle speed includes: When the engine is in a started state and the vehicle speed is less than a second preset speed, determining that the high-speed fan is in an idle state in a running state; the second preset speed is less than the first preset speed; When the engine is in a started state and the vehicle speed exceeds a second preset speed, determining a driving condition in which the high-speed fan is in an operating state; When the engine is in the off state, the vehicle speed is less than the second preset speed, and the idle time is not less than the first preset time but less than the second preset time, the delayed shutdown condition of the high-speed fan in the running state is determined.

12. The vehicle exhaust control method according to any one of claims 1 to 7, characterized in that: The operating parameters of the engine include the operating state of the engine; the method further includes: Before starting the active valve, in the event that a fault in the active valve is detected, maintaining the active valve in a closed state; detecting an operating state of the engine when no fault of the active valve is detected; When the engine is in a shut-down state, maintaining the active valve in a closed state; When the engine is in a started state, the active valve is started and it is determined that the active valve is in an operating state.

13. An exhaust control device for a vehicle, characterized in that: The vehicle comprises at least a first exhaust pipe and a second exhaust pipe, wherein the first exhaust pipe is provided with an active valve and the second exhaust pipe is provided with a high-speed blower; the device comprises: a first processing module, configured to determine, when the active valve is in an operating state, a target opening of the active valve to be adjusted based on an operating parameter of the engine; the target opening reflecting an exhaust flow rate distributed to the first exhaust pipe; A first control module, configured to control the active valve to adjust to the target opening; a second processing module, configured to determine a target speed based on engine operating parameters and a change in the opening of the active valve when the high-speed blower is in operation; the target speed reflects the exhaust flow rate allocated to the second exhaust pipe; The second control module is used to control the high-speed fan to adjust to the target speed.

14. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the exhaust gas control method for a vehicle according to any one of claims 1 to 12 is implemented.

15. A vehicle controller, characterized in that: The vehicle controller is used to execute the vehicle exhaust control method according to any one of claims 1 to 12.

16. A vehicle, characterized in that: Comprising a vehicle controller as claimed in claim 15.

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