Control method, device and equipment for new energy vehicle engine and medium

Abstract

The invention discloses a control method, device and equipment for a new energy vehicle engine and a medium. The method comprises the steps that when the variable valve timing system is in a fault state, card removal operation is conducted on the variable valve timing system, and after the card removal operation is completed, if the variable valve timing system is still in the fault state, the fault type of the variable valve timing system is obtained, determining a target advance angle and a target torque model of the engine corresponding to the initial state of the variable valve timing system; if the fault type is an operable fault, an executing mechanism of the variable valve timing system is adjusted to a locking position, the target advance angle serves as an ignition advance angle of an engine, and the target torque model serves as a torque model of the engine; and if the fault type is a clamping stagnation fault, the torque of the engine is reduced, the target advance angle serves as the ignition advance angle of the engine, and the target torque model serves as the torque model of the engine. The method can avoid abnormal combustion of the engine.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a control method, device, equipment and medium for a new energy vehicle engine. Background Technology

[0002] Variable Valve Timing (VVT) technology can effectively balance valve timing under different engine speeds and loads, meeting the engine's actual requirements for power and economy. However, during engine operation, the VVT ​​control valve sometimes experiences valve core sticking, resulting in slow VVT adjustment response.

[0003] In the prior art, when the VVT ​​control valve malfunctions, the oil pressure of the engine's oil pump is increased to above the target pressure value to flush the VVT ​​control valve and restore it to normal operation.

[0004] However, when flushing the VVT ​​control valve is ineffective, the sticking problem cannot be cleared, which may cause abnormal combustion in the engine or even damage. Therefore, how to avoid abnormal combustion or damage to the engine is a pressing technical problem that needs to be solved. Summary of the Invention

[0005] In view of the above problems, this application is made to provide a control method, device, equipment and medium for a new energy vehicle engine that solves the above problems. When the variable valve timing system fails but can still rotate, the variable valve timing system can be adjusted to the locked position; when the engine fails but is stuck and cannot rotate, the engine torque can be reduced. These two treatment methods prevent abnormal combustion of the engine.

[0006] In a first aspect, this application provides a control method for a new energy vehicle engine, the method comprising: When the variable valve timing system is in a faulty state, a de-sticking operation is performed on the variable valve timing system to eliminate the sticking fault of the variable valve timing system. After the removal operation is completed, if the variable valve timing system is still in the fault state, the fault type of the variable valve timing system is obtained, and the target advance angle and target torque model of the engine corresponding to the initial state of the variable valve timing system are determined; wherein, the initial state is the state when the actuator of the variable valve timing system is in the preset lock position, and the fault type includes operable fault and the stuck fault. If the fault type is the operable fault, then the actuator of the variable valve timing system is adjusted to the locked position, and the target advance angle is used as the ignition advance angle of the engine, and the target torque model is used as the torque model of the engine. If the fault type is the jamming fault, then reduce the engine torque, use the target advance angle as the engine ignition advance angle, and use the target torque model as the engine torque model.

[0007] Optionally, adjusting the actuator of the variable valve timing system to the locked position includes: Obtain the load on the engine; The actuator of the variable valve timing system is adjusted to the locked position according to the load.

[0008] Optionally, adjusting the actuator of the variable valve timing system to the locked position according to the load includes: If the load is less than a preset load threshold, the actuator of the variable valve timing system is adjusted to the lock-up position at a preset first rate. If the load is greater than or equal to the load threshold, the current valve timing angle of the variable valve timing system is obtained, and the actuator of the variable valve timing system is adjusted to the lock-up position according to the current valve timing angle.

[0009] Optionally, adjusting the actuator of the variable valve timing system to the locked position according to the current valve timing angle includes: If the current valve timing angle is less than a preset angle threshold, the actuator of the variable valve timing system is adjusted to the locked position at the first rate. If the current valve timing angle is greater than or equal to the angle threshold, then the valve timing angle of the variable valve timing system is adjusted to the angle threshold at a preset second rate, and then the valve timing angle of the variable valve timing system is adjusted from the angle threshold to the angle corresponding to the lock position at the first rate. Wherein, the first rate is greater than the second rate.

[0010] Optionally, after the card removal operation is completed, the method further includes: If the variable valve timing system is still in the fault state and the engine is equipped with an exhaust gas recirculation system, then the exhaust gas recirculation system is controlled to be shut down.

[0011] Optionally, reducing the torque of the engine includes: Reduce the torque of the engine by half.

[0012] Optionally, after reducing the engine torque by half, the method further includes: The engine speed fluctuation value, air-fuel ratio fluctuation value, and knock angle are obtained. If the speed fluctuation value is greater than a preset speed threshold, the air-fuel ratio fluctuation value is greater than a preset air-fuel ratio threshold, or the knock angle is greater than a preset knock angle threshold, then the engine is controlled to stop working.

[0013] Secondly, this application provides a control device for a new energy vehicle engine, the device comprising: The de-sticking module is used to perform a de-sticking operation on the variable valve timing system when the variable valve timing system is in a fault state. The de-sticking operation is used to eliminate the sticking fault of the variable valve timing system. The determination module is used to, after the removal operation is completed, if the variable valve timing system is still in the fault state, obtain the fault type of the variable valve timing system and determine the target advance angle and target torque model of the engine corresponding to the initial state of the variable valve timing system; wherein, the initial state is the state when the actuator of the variable valve timing system is in a preset lock-up position, and the fault type includes operable faults and stuck faults; An adjustment module is used to adjust the actuator of the variable valve timing system to the locked position if the fault type is the operable fault, and to use the target advance angle as the ignition advance angle of the engine and the target torque model as the torque model of the engine. The reduction module is used to reduce the engine torque if the fault type is the jamming fault, and to use the target advance angle as the engine's ignition advance angle and the target torque model as the engine's torque model.

[0014] Thirdly, this application provides an electronic device, including: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method as described in the first aspect.

[0015] Fourthly, this application provides a computer-readable storage medium storing computer instructions for causing the computer to perform the method described in the first aspect.

[0016] The technical solutions provided in this application embodiment have at least the following technical effects or advantages: This application provides a control method, device, equipment, and medium for a new energy vehicle engine. When the variable valve timing system is in a fault state, a de-sticking operation is performed on the variable valve timing system to see if the de-sticking operation can eliminate the stuck fault of the variable valve timing system. After the de-sticking operation is completed, if the variable valve timing system is still in a fault state, it means that the stuck fault has not been eliminated. Then, the fault type of the variable valve timing system is obtained, and the target advance angle and target torque model of the engine corresponding to the initial state of the variable valve timing system are determined. If the fault type is an operable fault, it means that the actuator can still operate. Then, the actuator of the variable valve timing system is adjusted to the locked position, and the target advance angle is used as the ignition advance angle of the engine, and the target torque model is used as the torque model of the engine. If the fault type is a stuck fault, it means that the actuator cannot operate. Then, the engine torque is reduced, and the target advance angle is used as the ignition advance angle of the engine, and the target torque model is used as the torque model of the engine. This method avoids abnormal combustion of the engine by using two processing methods for the two fault types.

[0017] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0018] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This is a flowchart of a control method for a new energy vehicle engine provided in an embodiment of this application; Figure 2 This is a structural block diagram of a control device for a new energy vehicle engine provided in an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings. It should be understood that the embodiments of this disclosure and the specific features in the embodiments are detailed descriptions of the technical solutions of this application, rather than limitations on the technical solutions of this application. Unless otherwise specified, the embodiments of this application and the technical features in the embodiments can be combined with each other.

[0020] Figure 1 This is a flowchart of a control method for a new energy vehicle engine provided in an embodiment of this application, such as... Figure 1 As shown, the method includes: Step S110: When the variable valve timing system is in a faulty state, perform a de-sticking operation on the variable valve timing system. The de-sticking operation is used to eliminate the sticking fault of the variable valve timing system.

[0021] In this embodiment of the application, the variable valve timing system is monitored in real time for malfunctions. When a malfunction is detected, it indicates that the variable valve timing system is in a faulty state. In this case, a de-sticking operation is performed on the variable valve timing system to see if the sticking fault of the variable valve timing system can be eliminated. Among them, the variable valve timing system can be an electric variable valve timing system. For the electric variable valve timing system, the de-carding operation can be to gradually increase the duty cycle of the motor controlling the electric VVT from 0% to 100%, repeating the control three times, with an execution time of less than 3 seconds.

[0022] Step S120: After the card removal operation is completed, if the variable valve timing system is still in a fault state, obtain the fault type of the variable valve timing system and determine the target advance angle and target torque model of the engine corresponding to the initial state of the variable valve timing system.

[0023] The initial state refers to the state when the actuator of the variable valve timing system is in the preset lock-up position. Fault types include operability faults and jamming faults. The lock-up position, also known as the default position or safe position, is typically the maximum retardation angle position. In the lock-up position, the actuator is fixed at a specific, preset relative angle. In the lock-up position, the valve timing angle remains constant, returning to a state similar to a conventional engine without a VVT system.

[0024] In this embodiment, if the variable valve timing system remains in a fault state after a de-blocking operation, it indicates that the de-blocking operation was ineffective and the engine's functional safety management control strategy needs to be activated. In this case, the fault type of the variable valve timing system is first obtained to understand the cause of the fault. Simultaneously, the target advance angle and target torque model of the engine corresponding to the initial state of the variable valve timing system are determined.

[0025] Among them, the faults of the variable valve timing system include motor stall, motor overcurrent / overvoltage, undervoltage, low temperature, CAN signal loss and chip overheating. These faults are divided into two categories: one is operable faults and the other is stuck faults. Operable faults include motor overcurrent / overvoltage, undervoltage, low temperature, CAN signal loss and chip overheating. Stuck faults include motor stall.

[0026] Step S130: If the fault type is an operable fault, adjust the actuator of the variable valve timing system to the locked position, and use the target advance angle as the engine's ignition advance angle and the target torque model as the engine's torque model. In this embodiment of the application, if the fault type is an operable fault, it means that the actuator can still be adjusted. In this case, the actuator of the variable valve timing system is adjusted to the locked position so that the valve timing angle of the variable valve timing system remains unchanged, thereby protecting the engine and preventing abnormal combustion or damage.

[0027] Meanwhile, the target advance angle is used as the engine's ignition advance angle, and the target torque model is used as the engine's torque model, so that the engine's ignition advance angle and torque model can be adapted to the current intake volume.

[0028] The torque model includes the engine's combustion control parameters, such as ignition energy, ignition duration, fuel injection quantity, injection timing, injection pressure, injection frequency, air-fuel ratio, and turbocharger pressure. Different torque models correspond to different combustion control parameters.

[0029] Step S140: If the fault type is a jamming fault, reduce the engine torque, use the target advance angle as the engine's ignition advance angle, and use the target torque model as the engine's torque model.

[0030] In this embodiment, if the fault type is a jamming fault, it indicates that the actuator cannot be adjusted. In this case, the engine is protected by reducing the engine torque to avoid abnormal combustion or damage. Simultaneously, the target advance angle is used as the engine's ignition advance angle, and the target torque model is used as the engine's torque model, so that the engine's ignition advance angle and torque model can be adapted to the current intake air volume.

[0031] Optionally, step S130 includes: Step S1301: Obtain the engine load.

[0032] In this embodiment, the engine load can be detected in real time.

[0033] Step S1302: Adjust the actuator of the variable valve timing system to the locked position according to the load.

[0034] In this embodiment, the actuator of the variable valve timing system can be adjusted to the lock-up position according to the load size to ensure stable engine operation.

[0035] Optionally, step S1302 includes: Step 1: If the load is less than the preset load threshold, adjust the actuator of the variable valve timing system to the lock-up position according to the preset first rate.

[0036] In this embodiment, if the load is less than a preset load threshold, it indicates that the load is small. In this case, the actuator of the variable valve timing system is adjusted to the lock-up position at a preset first rate. At the first rate, the engine can work stably and ensure combustion efficiency.

[0037] The second step is to obtain the current valve timing angle of the variable valve timing system if the load is greater than or equal to the load threshold, and adjust the actuator of the variable valve timing system to the lock-up position according to the current valve timing angle.

[0038] In this embodiment, if the load is greater than or equal to the load threshold, it indicates a large load. In this case, the current valve timing angle of the variable valve timing system is obtained to understand its magnitude. Based on the current valve timing angle, the actuator of the variable valve timing system is adjusted to the lock-up position to ensure stable engine operation. The load threshold can be 100 Nm.

[0039] Optional, the second step includes: If the current valve timing angle is less than the preset angle threshold, the variable valve timing actuator is adjusted to the locked position at the first rate; if the current valve timing angle is greater than or equal to the angle threshold, the valve timing angle of the variable valve timing system is adjusted to the angle threshold at the preset second rate, and then the valve timing angle of the variable valve timing system is adjusted from the angle threshold to the angle corresponding to the locked position at the first rate.

[0040] The first speed is greater than the second speed.

[0041] In this embodiment, if the current valve timing angle is less than a preset angle threshold, it indicates that the current valve timing angle is small. In this case, the actuator of the variable valve timing system is adjusted to the lock-up position at a larger first rate, which can quickly adjust the variable valve timing angle without affecting the stability of the engine. If the current valve timing angle is greater than or equal to the angle threshold, it indicates that the current valve timing angle is large. The current valve timing angle cannot be directly and quickly adjusted to the angle corresponding to the lock-up position. Instead, the valve timing angle of the variable valve timing system is first adjusted to the angle threshold at a smaller second rate, and then the valve timing angle of the variable valve timing system is adjusted from the angle threshold to the angle corresponding to the lock-up position at a larger first rate. That is, the variable valve timing angle is adjusted slowly first and then quickly to ensure that the engine can work stably without torque fluctuations and to ensure combustion efficiency.

[0042] The angle corresponding to the locking position can be 0.

[0043] The angle threshold can be 10 degrees.

[0044] Optionally, after the card removal operation is completed, the method also includes: If the variable valve timing system is still malfunctioning and the engine is equipped with an exhaust gas recirculation system, then the exhaust gas recirculation system is shut down.

[0045] In this embodiment of the application, if the variable valve timing system is still in a fault state after the card removal operation is completed, and the engine is equipped with an exhaust gas recirculation system, the exhaust gas recirculation system should be shut down in order to further protect the engine.

[0046] Optionally, step S140 includes: Step S1401: Reduce the engine torque by half.

[0047] In this embodiment of the application, in order to protect the engine, the engine torque can be reduced by half when the variable valve timing system malfunctions, i.e., a half-torque restriction operation can be performed.

[0048] Optionally, after step S1401, the method further includes: The engine speed fluctuation value, air-fuel ratio fluctuation value, and knock angle are obtained. If the speed fluctuation value is greater than the preset speed threshold, the air-fuel ratio fluctuation value is greater than the preset air-fuel ratio threshold, or the knock angle is greater than the preset knock angle threshold, the engine is controlled to stop working.

[0049] In this embodiment, after the engine torque is reduced by half, the engine speed fluctuation, air-fuel ratio fluctuation, and knock angle are detected in real time. If any of the following occurs: the speed fluctuation is greater than a preset speed threshold, the air-fuel ratio fluctuation is greater than a preset air-fuel ratio threshold, or the knock angle is greater than a preset knock angle threshold, the engine is controlled to stop working, the drive motor completes the vehicle driving, and the customer is prompted on the instrument panel to come to the shop for engine intake system repair.

[0050] Based on the same concept, embodiments of the present invention also provide a control device for a new energy vehicle engine. Figure 2 This is a structural block diagram of a control device for a new energy vehicle engine provided in an embodiment of this application, such as... Figure 2 As shown, the device 200 includes a card removal module 201, a determination module 202, an adjustment module 203, and a lowering module 204.

[0051] The de-sticking module 201 is used to perform a de-sticking operation on the variable valve timing system when the variable valve timing system is in a fault state. The de-sticking operation is used to eliminate the sticking fault of the variable valve timing system. The determination module 202 is used to, after the removal of the card is completed, if the variable valve timing system is still in a fault state, obtain the fault type of the variable valve timing system and determine the target advance angle and target torque model of the engine corresponding to the initial state of the variable valve timing system; wherein, the initial state is the state when the actuator of the variable valve timing system is in a preset lock-up position, and the fault types include operable faults and stuck faults. The adjustment module 203 is used to adjust the actuator of the variable valve timing system to the locked position if the fault type is an operable fault, and to use the target advance angle as the ignition advance angle of the engine and the target torque model as the torque model of the engine. The reduction module 204 is used to reduce the engine torque if the fault type is a jamming fault, and to use the target advance angle as the engine's ignition advance angle and the target torque model as the engine's torque model.

[0052] Optionally, the adjustment module 203 includes: Acquisition unit, used to acquire engine load; The regulating unit is used to adjust the actuator of the variable valve timing system to the lock-up position according to the load.

[0053] Optionally, the adjustment unit includes: The first adjustment subunit is used to adjust the actuator of the variable valve timing system to the lock-up position at a preset first rate if the load is less than a preset load threshold. The second adjustment subunit is used to obtain the current valve timing angle of the variable valve timing system if the load is greater than or equal to the load threshold, and adjust the actuator of the variable valve timing system to the lock-up position according to the current valve timing angle.

[0054] Optionally, the second adjustment subunit is also used for: If the current valve timing angle is less than the preset angle threshold, the actuator of the variable valve timing system will be adjusted to the lock-up position at the first rate. If the current valve timing angle is greater than or equal to the angle threshold, the valve timing angle of the variable valve timing system is adjusted to the angle threshold at the preset second rate, and then the valve timing angle of the variable valve timing system is adjusted from the angle threshold to the angle corresponding to the lock position at the first rate. The first speed is greater than the second speed.

[0055] Optionally, the device 200 further includes a first control module for: If the variable valve timing system is still malfunctioning and the engine is equipped with an exhaust gas recirculation system, then the exhaust gas recirculation system is shut down.

[0056] Optionally, the reduction module 204 is also used for: Reduce the engine torque by half.

[0057] Optionally, the device 200 further includes a second control module for: Obtain engine speed fluctuation, air-fuel ratio fluctuation, and knock angle; If the engine speed fluctuation value is greater than the preset engine speed threshold, the air-fuel ratio fluctuation value is greater than the preset air-fuel ratio threshold, or the knock angle is greater than the preset knock angle threshold, the engine will be controlled to stop working.

[0058] It is understood that the device provided in the above embodiments is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0059] This invention also provides an electronic device that may include a processor and a memory, wherein the processor and the memory may be interconnected via a bus or other means.

[0060] The processor can be a central processing unit (CPU), or an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application, or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or other chips, or combinations of the above types of chips.

[0061] Memory may include mass storage for data or instructions. For example, and not limitingly, memory may include hard disk drives (HDDs), floppy disk drives, flash memory, optical disks, magneto-optical disks, magnetic tape, or Universal Serial Bus (USB) drives, or combinations of two or more of these. Where appropriate, memory may include removable or non-removable (or fixed) media. Where appropriate, memory may be internal or external to an electronic device. In a particular embodiment, memory may be non-volatile solid-state memory.

[0062] In one instance, the memory may be read-only memory (ROM). In one instance, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0063] The processor reads and executes computer program instructions stored in the memory to implement any of the new energy vehicle engine control methods described in the above embodiments.

[0064] In one example, the electronic device may further include a communication interface and a bus. The processor, memory, and communication interface are connected via the bus to communicate with each other. The communication interface is primarily used to enable communication between the various modules, devices, units, and / or equipment in the embodiments of this application. Where appropriate, the bus may include one or more buses.

[0065] Furthermore, in conjunction with the control method for the new energy vehicle engine in the above embodiments, this invention can be implemented using a computer-readable storage medium. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the control methods for the new energy vehicle engine in the above embodiments.

[0066] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. The storage medium can be read-only memory (ROM), random access memory (RAM), flash memory, hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0067] The technical solutions described in the embodiments of this application have at least the following technical effects or advantages: This application provides a control method, device, equipment, and medium for a new energy vehicle engine. When the variable valve timing system is in a fault state, a de-sticking operation is performed on the variable valve timing system to see if the de-sticking operation can eliminate the stuck fault of the variable valve timing system. After the de-sticking operation is completed, if the variable valve timing system is still in a fault state, it means that the stuck fault has not been eliminated. Then, the fault type of the variable valve timing system is obtained, and the target advance angle and target torque model of the engine corresponding to the initial state of the variable valve timing system are determined. If the fault type is an operable fault, it means that the actuator can still operate. Then, the actuator of the variable valve timing system is adjusted to the locked position, and the target advance angle is used as the ignition advance angle of the engine, and the target torque model is used as the torque model of the engine. If the fault type is a stuck fault, it means that the actuator cannot operate. Then, the engine torque is reduced, and the target advance angle is used as the ignition advance angle of the engine, and the target torque model is used as the torque model of the engine. This method avoids abnormal combustion of the engine by using two processing methods for the two fault types.

[0068] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0069] Similarly, it should be understood that, in order to simplify this disclosure and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into this detailed description, wherein each claim itself is a separate embodiment of the invention.

[0070] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of components or steps not listed in the claims. The word "a" or "an" preceding a component does not exclude the presence of a plurality of such components. The invention can be implemented by means of hardware comprising several different components and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

Claims

1. A control method of a new energy vehicle engine, characterized by, The method comprises: when the variable valve timing system is in a fault state, performing a de-stuck operation on the variable valve timing system, the de-stuck operation being used to eliminate a stuck fault of the variable valve timing system; after the de-stuck operation is completed, if the variable valve timing system is still in the fault state, obtaining a fault type of the variable valve timing system, and determining a target advance angle and a target torque model of an engine corresponding to an initial state of the variable valve timing system; wherein the initial state is a state in which an actuator of the variable valve timing system is in a preset locked position, and the fault type includes an operable fault and the stuck fault; if the fault type is the operable fault, adjusting the actuator of the variable valve timing system to the locked position, and taking the target advance angle as an ignition advance angle of the engine and taking the target torque model as a torque model of the engine; if the fault type is the stuck fault, reducing a torque of the engine, and taking the target advance angle as the ignition advance angle of the engine and taking the target torque model as the torque model of the engine.

2. The control method of a new energy vehicle engine according to claim 1, characterized by, The adjusting of the actuator of the variable valve timing system to the locked position comprises: obtaining a load of the engine; adjusting the actuator of the variable valve timing system to the locked position according to the load.

3. The control method of a new energy vehicle engine according to claim 2, characterized in that The adjusting of the actuator of the variable valve timing system to the locked position according to the load comprises: if the load is less than a preset load threshold, adjusting the actuator of the variable valve timing system to the locked position at a preset first rate; if the load is greater than or equal to the load threshold, obtaining a current valve timing angle of the variable valve timing system, and adjusting the actuator of the variable valve timing system to the locked position according to the current valve timing angle.

4. The control method of a new energy vehicle engine according to claim 3, characterized by, The adjusting of the actuator of the variable valve timing system to the locked position according to the current valve timing angle comprises: if the current valve timing angle is less than a preset angle threshold, adjusting the actuator of the variable valve timing system to the locked position at the first rate; if the current valve timing angle is greater than or equal to the angle threshold, after adjusting the valve timing angle of the variable valve timing system to the angle threshold at a preset second rate, adjusting the valve timing angle of the variable valve timing system from the angle threshold to an angle corresponding to the locked position at the first rate; wherein the first rate is greater than the second rate.

5. The control method of a new energy vehicle engine according to claim 1, characterized by, The method further comprises: if the variable valve timing system is still in the fault state and the engine is configured with an exhaust gas recirculation system, controlling the exhaust gas recirculation system to be closed.

6. The control method of a new energy vehicle engine according to claim 1, characterized by, The reducing of the torque of the engine comprises: reducing the torque of the engine by half.

7. The control method of a new energy vehicle engine according to claim 6, characterized by, The method further comprises: after the torque of the engine is reduced by half, acquire a speed fluctuation value, an air-fuel ratio fluctuation value and a knock back angle of the engine; if the speed fluctuation value is greater than a preset speed threshold value, the air-fuel ratio fluctuation value is greater than a preset air-fuel ratio threshold value or the knock back angle is greater than a preset back angle threshold value, control the engine to stop working.

8. A control device for a new energy vehicle engine, characterized by, The device comprises: a de-blocking module configured to perform a de-blocking operation on the variable valve timing system when the variable valve timing system is in a fault state, the de-blocking operation being configured to eliminate a blocking fault of the variable valve timing system; a determination module configured to, after the de-blocking operation is completed, acquire a fault type of the variable valve timing system if the variable valve timing system is still in the fault state, and determine a target advance angle and a target torque model of the engine corresponding to an initial state of the variable valve timing system, wherein the initial state is a state in which an actuator of the variable valve timing system is in a preset locking position, and the fault type includes a runnable fault and the blocking fault; an adjustment module configured to, if the fault type is the runnable fault, adjust the actuator of the variable valve timing system to the locking position, and use the target advance angle as an ignition advance angle of the engine and use the target torque model as a torque model of the engine; a reduction module configured to, if the fault type is the blocking fault, reduce a torque of the engine, and use the target advance angle as the ignition advance angle of the engine and use the target torque model as the torque model of the engine.

9. An electronic device, comprising: comprise: a memory and a processor, which are in communication connection with each other, and the memory stores computer instructions, and the processor executes the computer instructions to perform the method in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions for causing the computer to perform the method in any one of claims 1-7.

Images