Exhaust method and device for hydraulic lash adjuster in vehicle, electronic equipment and vehicle

Abstract

The embodiment of the invention provides an exhaust method and device for a hydraulic lash adjuster in a vehicle, electronic equipment and the vehicle. The method comprises the steps that the oil level height of engine oil stored in an oil pan in the vehicle is determined; in response to the situation that the oil level height is lower than the height threshold value, the space inclination angle of the vehicle and the maximum inclination angle threshold value allowed by an engine in the vehicle at the current rotating speed are determined, and the space inclination angle is used for representing the inclination state of a vehicle body of the vehicle relative to the engine; obtaining the speed of the vehicle in response to the situation that the space inclination angle is smaller than or equal to the maximum inclination angle threshold; adjusting the rotating speed of the engine based on the vehicle speed and the current rotating speed; and controlling a hydraulic lash adjuster in the engine to exhaust internal gas by utilizing the adjusted rotating speed. The technical problem that the performance of the pressure gap adjuster is reduced is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device, electronic equipment, and vehicle for venting a hydraulic clearance adjuster in a vehicle. Background Technology

[0002] Currently, the engine design in vehicles relies on a natural exhaust mechanism, which means that the air mixed in with the hydraulic clearance adjuster is slowly released after a long period of operation through the oil flow and pressure fluctuations during normal engine operation.

[0003] In related technologies, simple exhaust valves or venting structures are often installed in the oil pan or oil passages. However, these structures lack intelligent judgment capabilities and cannot dynamically trigger exhaust actions based on actual operating conditions. In addition, by detecting a decrease in the oil level (e.g., oil volume) or abnormal vehicle cornering acceleration, it can be indirectly inferred that air may be mixed in the oil. However, this only stops at the stage of determining the presence of air and does not further define exhaust execution actions or operating procedures, let alone establish exhaust triggering logic that coordinates with the engine's operating status.

[0004] In summary, improper timing of exhaust, such as forcibly exhausting under high load conditions affecting power output, or accidental triggering when exhaust is not needed, resulting in energy waste, means that the performance degradation of the pressure gap regulator still exists. Summary of the Invention

[0005] This application provides a method, apparatus, electronic device, and vehicle for venting a hydraulic clearance adjuster in a vehicle, aiming to improve the technical problem of performance degradation of the hydraulic clearance adjuster.

[0006] According to one embodiment of this application, a method for venting a hydraulic clearance adjuster in a vehicle is provided. The method may include: determining the oil level of engine oil stored in the oil pan of the vehicle; determining the spatial tilt angle of the vehicle and the maximum allowable tilt angle threshold of the engine at the current speed in response to the oil level being lower than a height threshold, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine; obtaining the vehicle speed in response to the spatial tilt angle being less than or equal to the maximum tilt angle threshold; adjusting the engine speed based on the vehicle speed and the current speed; and controlling the hydraulic clearance adjuster in the engine to vent internal gases using the adjusted speed.

[0007] The above-described optional embodiments of this application can achieve the following beneficial effects: By determining the oil level in the oil pan of the vehicle, when the oil level is below a height threshold, the vehicle's spatial tilt angle and the maximum allowable tilt angle threshold of the engine at the current speed are determined. When the spatial tilt angle is less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained, and based on the vehicle speed and the current speed, the engine speed is adjusted to control the hydraulic clearance adjuster in the engine to expel internal gas. Through the above steps, four key pieces of information—oil level, vehicle dynamic tilt angle, vehicle speed, and engine speed—are logically coupled. When the oil level is low and the vehicle's spatial tilt angle does not exceed the engine's safe operating limit, it is further determined whether exhaust conditions are met. Subsequently, when the vehicle speed and engine speed indicate that the current operating condition is not high-power demand, it can be determined that the exhaust conditions are met. The engine speed can then be actively increased to a controllable range and maintained for a sufficient duration to form a stable oil flow disturbance, prompting the gas to be safely discharged from the hydraulic clearance adjuster. This solves the technical problem of performance degradation of the hydraulic clearance adjuster and achieves the technical effect of improving the performance of the hydraulic clearance adjuster.

[0008] Optionally, in response to the oil level being lower than a height threshold, determining the vehicle's spatial tilt angle and the maximum allowable tilt angle threshold for the engine in the vehicle at the current speed includes: in response to the oil level being lower than the height threshold, increasing the counter's count; obtaining the first total count of the counter in the current time period and the second total count of the counter in the previous time period; and in response to the difference between the first total count and the second total count being less than a target value, determining the spatial tilt angle and the maximum tilt angle threshold.

[0009] The above-described optional embodiments of this application can achieve the following beneficial effects: When the oil level is lower than the height threshold, a series of judgment conditions are added to determine whether it is an occasional occurrence or a continuous trigger. If it occurs only occasionally, there is no need to vent; only continuous triggering poses a risk. Specifically, if the difference between the first total count and the second total count is less than the target value, it indicates that the two low-level events are closely consecutive in time, with no effective recovery in between. This indicates that the oil level remains low, which is a systemic fuel supply hazard, rather than an occasional fluctuation caused by road bumps, sensor momentary vibrations, or brief incline driving. At this time, it can be determined that there is a real risk, thereby triggering subsequent judgments on the vehicle's tilt angle and the engine's maximum allowable tilt threshold.

[0010] Optionally, determining the spatial tilt angle of the vehicle includes: acquiring three-dimensional acceleration data of the vehicle, wherein the three-dimensional acceleration data is used to characterize the acceleration attitude of the vehicle in three-dimensional space, and includes acceleration data of the vehicle in multiple spatial directions; synthesizing multiple acceleration data to obtain a spatial acceleration vector; and transforming the spatial acceleration vector to obtain the spatial tilt angle.

[0011] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: by synthesizing three-dimensional acceleration data and transforming spatial acceleration vectors, the original sensor signals are sublimated into physical quantities that can reflect the actual vehicle attitude, thereby improving the safety boundary and reliability under extreme working conditions.

[0012] Optionally, determining the maximum allowable tilt angle threshold for the engine in the vehicle at the current speed includes: determining the current engine speed; and determining the maximum tilt angle threshold that matches the current engine speed and the oil level.

[0013] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: by using the current speed and oil level as dual input variables, an allowable tilt angle function model that is closely coupled with the physical characteristics of the engine lubrication system is constructed, transforming the vehicle's spatial tilt angle from an abstract design parameter into a dynamic safety boundary that is jointly affected by oil level (e.g., engine oil level), vehicle speed, and speed, significantly improving the engineering reliability of the control logic.

[0014] Optionally, the engine speed is adjusted based on the vehicle speed and the current engine speed, including: determining the engine speed and control time in response to the vehicle speed being less than or equal to a vehicle speed threshold and the current engine speed being less than or equal to a speed threshold; and adjusting the engine speed according to the engine speed and the control time.

[0015] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: upgrading the triggering condition of exhaust action from the mere existence of risk to the existence of risk and the driving environment permitting, marking a change in the control strategy from passive repair to active coordination, thereby not only prioritizing the satisfaction of power demand and only executing exhaust when not in an emergency, but also improving the performance of the pressure gap regulator through rigorous threshold linkage and time window control.

[0016] According to one embodiment of this application, another method for venting a hydraulic clearance adjuster in a vehicle is provided. The method may include: determining the oil level of engine oil stored in the oil pan of the vehicle, the spatial tilt angle of the vehicle, and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine; obtaining the vehicle speed in response to the oil level being lower than the height threshold and the spatial tilt angle being less than or equal to the maximum tilt angle threshold; adjusting the engine speed based on the vehicle speed and the current speed; and controlling the hydraulic clearance adjuster in the engine to vent internal gases using the adjusted speed.

[0017] The above-described optional embodiments of this application achieve the following beneficial effects: by determining the oil level in the oil pan of the vehicle, the vehicle's spatial tilt angle, and the maximum allowable tilt angle threshold of the engine at the current speed; when the oil level is below the height threshold and the spatial tilt angle is less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained; based on the vehicle speed and the current speed, the engine speed is adjusted to control the hydraulic clearance adjuster in the engine to discharge internal gas. Through the above steps, simultaneously determining the oil level in the oil pan of the vehicle, the vehicle's spatial tilt angle, and the maximum allowable tilt angle threshold of the engine at the current speed, then obtaining the vehicle speed, and adjusting the engine speed based on the vehicle speed and the current speed, gas is safely discharged from the hydraulic clearance adjuster, thereby solving the technical problem of performance degradation of the clearance adjuster and achieving the technical effect of improving the performance of the clearance adjuster.

[0018] According to one embodiment of this application, an exhaust device for a hydraulic clearance adjuster in a vehicle is also provided, comprising: a first determining unit for determining the oil level of engine oil stored in the oil pan of the vehicle; a second determining unit for determining the spatial tilt angle of the vehicle and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed in response to the oil level being lower than a height threshold, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine; an acquiring unit for acquiring the vehicle speed in response to the spatial tilt angle being less than or equal to the maximum tilt angle threshold; an adjusting unit for adjusting the engine speed based on the vehicle speed and the current speed; and a control unit for controlling the exhaust of internal gas from the hydraulic clearance adjuster in the engine using the adjusted speed.

[0019] According to one embodiment of this application, another exhaust device for a hydraulic clearance adjuster in a vehicle is also provided, comprising: a third determining unit, configured to determine the oil level of the engine oil stored in the oil pan of the vehicle, the spatial tilt angle of the vehicle, and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine; a first acquiring unit, configured to acquire the vehicle speed in response to the oil level being lower than a height threshold and the spatial tilt angle being less than or equal to the maximum tilt angle threshold; a first adjusting unit, configured to adjust the engine speed based on the vehicle speed and the current speed; and a first controlling unit, configured to control the exhaust of internal gas from the hydraulic clearance adjuster in the engine using the adjusted speed.

[0020] According to another aspect of the embodiments of this application, an electronic device is provided, including a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the method described above.

[0021] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, wherein a computer program is stored in the computer-readable storage medium, and the computer program is configured to perform the above-described method when run by a processor.

[0022] According to another aspect of the embodiments of this application, a computer program product is provided, including a computer program that, when executed by a processor, implements the above-described method.

[0023] According to another aspect of the embodiments of this application, a vehicle is provided, including an on-board processor and an on-board memory, wherein the on-board memory is used to store a computer program; and the on-board processor is used to execute the computer program stored in the memory to implement the above method.

[0024] It should be noted that the general descriptions above and the detailed descriptions below are merely illustrative and explanatory for this application and do not constitute a limitation thereof. Attached Figure Description

[0025] Figure 1 This is a flowchart of an exhaust method for a hydraulic clearance adjuster in a vehicle according to an embodiment of this application;

[0026] Figure 2 This is a flowchart of another exhaust method for a hydraulic clearance adjuster in a vehicle provided in an embodiment of this application;

[0027] Figure 3 This is a flowchart of a control method for a hydraulic clearance adjuster provided in an embodiment of this application;

[0028] Figure 4This application provides an embodiment of an exhaust device for a hydraulic clearance adjuster in a vehicle.

[0029] Figure 5 This application provides an embodiment of another exhaust device for a hydraulic clearance adjuster in a vehicle.

[0030] Figure 6 This is a structural diagram of the electronic device provided in the embodiments of this application. Detailed Implementation

[0031] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0032] Currently, the hydraulic valve clearance adjuster is a crucial component of the engine's valve train system, and its exhaust performance significantly impacts the system's normal function. The hydraulic valve clearance adjuster primarily compensates for valve clearance by altering hydraulic stiffness and damping through the cooperation of a check valve, spring, plunger, and housing. Because the hydraulic valve clearance adjuster's inlet is located near the engine's main oil passage, gas from the main oil passage can enter it, thus affecting valve lift and the accuracy of valve control.

[0033] In related technologies, when the engine is running at high speed, the lubricating oil in the main oil circuit has a high gas content. The lubricating oil enters the high-pressure chamber from the low-pressure chamber through the one-way valve. The gas dissolved in the lubricating oil in the high-pressure chamber gradually precipitates out and eventually forms large bubbles that accumulate near the one-way valve. The gas cannot be discharged through the leakage gap. When the hydraulic clearance adjuster is under pressure, the hydraulic stiffness decreases, resulting in valve lift loss, noise, and affecting engine performance.

[0034] Furthermore, when a vehicle is driving on off-road terrain, climbing long hills, cornering at high speeds, or under other special conditions, the instantaneous vehicle tilt angle may exceed the engine tilt angle allowable value. In this situation, the engine oil in the oil pan cannot be fully pumped away by the oil pump, resulting in a large amount of air mixed in with the oil in the lubrication system. The air content of the oil may exceed 40%. When the oil has a high air content, the hydraulic stiffness of the hydraulic clearance adjuster will decrease significantly. When the engine camshaft drives the valves, the external force acting on the hydraulic clearance adjuster may cause the internal plunger to strike the limiting surface, generating noticeable noise.

[0035] Therefore, the technical problem of performance degradation of the pressure gap regulator still exists.

[0036] To address the aforementioned issues, this application provides a method for venting gas from a hydraulic clearance adjuster in a vehicle. The method includes: determining the oil level of engine oil stored in the oil pan of the vehicle; determining the vehicle's spatial tilt angle and a maximum allowable tilt angle threshold for the engine at the current engine speed, in response to the oil level being lower than a height threshold, wherein the spatial tilt angle characterizes the tilt state of the vehicle body relative to the engine; acquiring the vehicle speed in response to the spatial tilt angle being less than or equal to the maximum tilt angle threshold; adjusting the engine speed based on the vehicle speed and the current engine speed; and controlling the hydraulic clearance adjuster in the engine to vent internal gases using the adjusted engine speed.

[0037] The method provided in this application achieves the following technical effects: By determining the oil level in the oil pan of the vehicle, when the oil level is below a height threshold, the spatial tilt angle of the vehicle and the maximum allowable tilt angle threshold of the engine at the current speed are determined. When the spatial tilt angle is less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained, and the engine speed is adjusted based on the vehicle speed and the current speed to control the hydraulic clearance adjuster in the engine to expel internal gas. Through the above steps, four key pieces of information—oil level, dynamic vehicle tilt angle, inherent tilt resistance of the engine, and engine power demand—are logically coupled. When the oil level is low and the vehicle's spatial tilt angle does not exceed the engine's safe operating limit, it is further determined whether exhaust conditions are met. Subsequently, when the vehicle speed and engine speed indicate that the current operating condition is not high-power demand, the engine speed is actively increased to a controllable range and maintained for a sufficient duration to form a stable oil flow disturbance, prompting the gas to be safely discharged from the hydraulic clearance adjuster. This solves the technical problem of performance degradation of the hydraulic clearance adjuster and achieves the technical effect of improving the performance of the hydraulic clearance adjuster.

[0038] This application provides a method for venting a hydraulic clearance adjuster in a vehicle. Please refer to [link / reference]. Figure 1 , Figure 1 This is a flowchart of an exhaust method for a hydraulic clearance adjuster in a vehicle according to an embodiment of this application, as shown below. Figure 1 As shown, the method may include the following steps.

[0039] S102: Determine the oil level in the oil pan stored in the vehicle.

[0040] In step S102, the oil level can be either liquid level data or liquid level data, which can be used to determine the volume of engine oil in the oil pan, for example, the oil level in the oil pan. The oil level can be represented by H.

[0041] In this embodiment, the oil level of the engine oil stored in the vehicle's oil pan can be obtained as an initial basis for determining whether there is a risk of oil supply in the vehicle's lubrication system.

[0042] Optionally, an oil level sensor installed in the oil pan can collect the oil level in real time and output a continuous dynamic oil level value in the form of millimeters or voltage signals, reflecting the actual oil level in the oil pan. Each time oil level data is acquired, the counter n0 can increment by 1.

[0043] Alternatively, during engine operation in a vehicle, the oil level (e.g., engine oil level) is affected by various factors, such as high-temperature evaporation, minor leakage, long-term use and consumption, or under extreme operating conditions, the engine oil may accumulate locally in the oil pan or detach from the oil intake port due to vehicle tilting.

[0044] Optionally, when the oil level H is lower than the preset height threshold H0, it indicates that the total amount of oil is insufficient to continuously and stably supply the oil pump when the vehicle's posture changes, thereby increasing the risk of air mixing into the lubrication circuit.

[0045] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: by determining the oil level of the engine oil stored in the oil pan of the vehicle and comparing the oil level with a height threshold, a solid and reliable prerequisite can be provided for whether to perform exhaust in the future.

[0046] S104: In response to the oil level being lower than the height threshold, determine the vehicle's spatial tilt angle and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed.

[0047] In step S104, the aforementioned spatial tilt angle can be used to characterize the maximum tilt angle threshold of the vehicle body relative to the engine. The spatial tilt angle can also be called the vehicle body spatial tilt angle, which can be determined by… To express, It can be used to represent the acceleration of a vehicle in the X direction. acceleration in the Y direction A common normal vector. The aforementioned maximum tilt angle threshold can be obtained through... This is represented as the maximum tilt angle threshold, which can also be called the vehicle body space tilt angle threshold.

[0048] In this embodiment, after determining the oil level in the oil pan of the vehicle, if the oil level is lower than a height threshold, it can be further determined whether there is a risk of uneven oil distribution and reduced oil pump suction capacity due to abnormal spatial posture of the vehicle. Therefore, the spatial tilt angle of the vehicle and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed can be determined.

[0049] Optionally, the aforementioned spatial tilt angle refers to the real-time tilt angle of the vehicle body relative to the engine body coordinate system (with the engine fixed mounting reference as the origin) in three-dimensional space. This can be achieved by collecting dynamic acceleration signals in the X, Y, and Z directions using a three-axis accelerometer mounted on the vehicle body or chassis. After coordinate transformation and integration, the tilt angles of the vehicle body in the X-axis (front-to-back), Y-axis (left-to-right), and the composite tilt angles (X+Y, XY, etc.) are calculated. This spatial tilt angle accurately reflects the degree of tilt of the engine body relative to the horizontal plane under non-flat road conditions such as off-road driving, high-speed cornering, and long slope driving. It can be used to determine whether the engine oil has detached from the oil suction port due to gravity.

[0050] Optionally, the aforementioned maximum tilt angle threshold can be obtained from a speed-allowable tilt angle mapping table established using engine bench test data, or from engine tilt test results. As engine speed increases, the oil pump's oil suction demand increases, and its sensitivity to oil stability also rises. At this point, even a slight tilt can lead to localized cavitation. At low speeds, the tolerance is relatively higher. Therefore, this maximum tilt angle threshold can be obtained from an engineering empirical model constructed based on measured results of oil flow stability under different operating conditions, reflecting a nonlinear, speed-dependent dynamic tolerance.

[0051] Optionally, by comparing the real-time measured spatial tilt angle with the maximum permissible tilt angle threshold at the current engine speed, if the actual spatial tilt angle is less than or equal to the maximum tilt angle threshold, it can be determined that the fuel supply risk caused by the current tilt is within a controllable range, and the exhaust judgment process can continue. If the actual spatial tilt angle is greater than the maximum tilt angle threshold, it can be determined as an extreme operating condition (e.g., severe rollover tendency). In this case, even if the fuel level is low and the risk of gas content is high, the exhaust action will not be performed, prioritizing the safety of the entire vehicle.

[0052] The above-described optional embodiments of this application achieve the following beneficial effects: by coupling the vehicle's dynamic attitude (e.g., spatial tilt angle) with the engine's operating characteristics (e.g., the maximum tilt angle threshold allowed by the engine at the current speed), the traditional crude strategy of blindly triggering exhaust based solely on whether there is a tilt is avoided. For example, if the spatial tilt angle is large during high-speed cornering, but the maximum tilt angle threshold is still relatively high due to the current engine speed being in the low range, exhaust can still be performed. Conversely, if a slight tilt occurs at high speed but exceeds the maximum tilt angle threshold, it is considered high-risk, and exhaust is prohibited. Through the above steps, not only is the accuracy of the exhaust action improved, but the potential for power fluctuations or safety risks caused by forcibly exhausting at the edge of vehicle loss of control is also reduced.

[0053] S106: In response to a spatial tilt angle less than or equal to the maximum tilt angle threshold, obtain the vehicle speed.

[0054] In step S106, after confirming that the oil level is below the height threshold and the vehicle tilt angle is less than or equal to the maximum tilt angle threshold, the vehicle speed can be further obtained as a key input to determine whether the exhaust execution conditions are met.

[0055] In this embodiment, the vehicle speed can be a wheel speed sensor signal directly read through the Controller Area Network (CAN) bus, or vehicle speed data provided by the Body Control Module (BCM), reflecting the actual speed of the vehicle on the road.

[0056] Alternatively, the vehicle speed mentioned above can be used as an indirect indicator of engine power demand. If the vehicle speed is high and the engine speed is low, it indicates that the vehicle is cruising in a high gear, and the power demand is stable. If the vehicle speed is low but the engine speed is high, it may be a starting or climbing situation, in which the engine is outputting high torque and is extremely sensitive to power response.

[0057] Optionally, when the vehicle speed is below a preset threshold speed v0 (e.g., 30 km / h), it can be determined that the vehicle's current driving behavior is in a low power demand state, providing a window for exhaust execution. If the vehicle speed is above v0, the counter's n2 delay judgment mechanism can be entered. For example, it can wait for up to 5 periodic rechecks, each lasting 100 seconds, until the low speed condition is met before allowing the exhaust execution phase to begin.

[0058] The above-described optional embodiments of this application can achieve the following beneficial effects: by obtaining the vehicle speed, it can be coordinated with the current rotational speed as the basis for adjusting the engine speed, so as to control the discharge of internal gas by the hydraulic clearance adjuster in the engine.

[0059] S108: Adjusts engine speed based on vehicle speed and current engine speed.

[0060] In step S108, after obtaining the vehicle speed when the spatial tilt angle is less than or equal to the maximum tilt angle threshold, the engine speed can be adjusted based on the vehicle speed and the current speed to provide systematic and controllable discharge power for the gas accumulated inside the hydraulic clearance adjuster.

[0061] In this embodiment, the engine electronic control unit (ECU) can intelligently determine whether intervention is needed based on the real-time matching relationship between the current engine speed (ne) and the vehicle speed (v).

[0062] For example, if the current vehicle speed is 20 km / h and the engine speed is 1000 rpm, it means the vehicle is in a high gear and low load state. At this time, the ECU will slowly and smoothly increase the engine speed by slightly increasing the fuel injection and fine-tuning the valve opening. If the current speed is already close to 1800 rpm, no adjustment is needed, and the exhaust timing stage can be entered directly.

[0063] Optionally, the crankshaft position sensor can monitor the engine speed changes in real time to ensure the stable maintenance of the adjusted speed (e.g., the target speed) and avoid overshoot, oscillation or sudden power changes.

[0064] Optionally, adjusting the engine speed is not for power output, but to create stable oil flow disturbances. Because the gas in the hydraulic clearance adjuster is much less dense than the engine oil, it will remain in the high area of ​​the one-way valve and plunger chamber due to insufficient oil pressure during normal low-speed operation, making it difficult to discharge naturally. However, when the engine oil circulates at a flow rate and pressure corresponding to 1500–2000 rpm, sufficient shear force and turbulence effect can be generated to flush air bubbles out of the tiny gaps. These bubbles then return to the oil pan with the mainstream oil through the return channel and are finally released through the oil-gas separator.

[0065] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: based on the vehicle speed and the current speed, the engine speed is adjusted, which not only ensures that the oil flow disturbance intensity is sufficient to discharge the gas, but also avoids the violent fluctuation of oil pressure at high speed, which would cause the bubbles to be recompressed or emulsified, thus ensuring the maximum exhaust efficiency.

[0066] S110: Using the adjusted rotational speed, the hydraulic clearance adjuster in the engine is controlled to discharge internal gas.

[0067] In step S110, the aforementioned hydraulic clearance adjuster is a crucial component of the engine's valve train system. It can be installed between the valve rocker arm or pushrod and the camshaft, automatically compensating for clearance changes caused by valve thermal expansion through internal oil pressure, ensuring precise and shock-free valve opening and closing. The internal structure of the hydraulic clearance adjuster may include a one-way valve, plunger, spring, and sealed chamber. Under normal operation, it relies on clean engine oil flowing from the engine's main oil passage to maintain hydraulic rigidity, thus achieving zero-clearance transmission. However, when air mixes with the engine oil, especially due to low oil level or unstable oil supply caused by vehicle tilt, air enters the high-pressure chamber through the one-way valve and accumulates near the valve core, forming an air pocket. Since gas is compressible while engine oil is incompressible, this air pocket can significantly reduce the stiffness of the hydraulic clearance adjuster, causing unexpected plunger displacement under camshaft drive, resulting in insufficient valve lift, delayed closing, and consequently, reduced power, incomplete combustion, and noticeable abnormal noises. In severe cases, it can even lead to valve-piston interference. Therefore, it is necessary to control the hydraulic clearance adjuster in the engine to expel internal air.

[0068] In this embodiment, when the oil level is below a height threshold and the tilt angle is less than or equal to the maximum tilt angle threshold, the hydraulic clearance adjuster in the engine can be controlled to expel internal gas based on the vehicle speed and current engine speed. For example, the ECU can issue a command to control the engine speed to steadily increase and maintain it in the 1500–2000 rpm range for 40 seconds.

[0069] Optionally, the aforementioned 1500–2000 rpm range has been verified through extensive bench testing. It is high enough to allow the oil to form a stable, high-speed circulation in the lubrication system, effectively flushing and carrying air bubbles out from the tiny leakage gaps of the hydraulic clearance adjuster or the exhaust channel; and low enough to avoid drastic fluctuations in oil pressure caused by excessive speed, which could generate new cavitation or oil mist and exacerbate the risk of air contamination.

[0070] Optionally, during the above process, the engine oil continuously flows through the interior of the hydraulic clearance adjuster, and the large air bubbles that were originally trapped are broken and dispersed by the hydrodynamic disturbance, so that the large air bubbles return to the oil pan with the oil flow, and are fully defoamed in the oil pan before being sucked back into the oil pump, forming a closed-loop exhaust process.

[0071] The above-described optional embodiments of this application achieve the following beneficial effects: By precisely controlling the speed and time window, the exhaust process is made efficient, safe, and reproducible, requiring no additional hardware (such as a dedicated exhaust valve or pressure relief device), resulting in low cost and ease of mass production integration. Furthermore, the exhaust action is deeply integrated with the overall vehicle operating status, ensuring maintenance is completed without affecting the driving experience, significantly improving vehicle performance and long-term operational reliability.

[0072] Based on steps S102 to S110, the oil level in the oil pan of the vehicle is determined. When the oil level is below a height threshold, the vehicle's tilt angle and the maximum allowable tilt angle threshold of the engine at the current speed are determined. When the tilt angle is less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained. Based on the vehicle speed and the current speed, the engine speed is adjusted to control the hydraulic clearance adjuster in the engine to expel internal gas. Through the above steps, four key pieces of information—oil level, vehicle dynamic tilt angle, engine inherent tilt resistance, and engine power demand—are logically coupled. When the oil level is low and the vehicle's tilt angle does not exceed the engine's safe operating limit, it is further determined whether exhaust conditions are met. Subsequently, when the vehicle speed and engine speed indicate that the current operating condition is not high-power demand, the engine speed is actively increased to a controllable range and maintained for a sufficient duration to form a stable oil flow disturbance, prompting the gas to be safely discharged from the hydraulic clearance adjuster. This solves the technical problem of performance degradation of the hydraulic clearance adjuster and achieves the technical effect of improving the performance of the hydraulic clearance adjuster.

[0073] The method described in this embodiment will now be further explained.

[0074] As an optional embodiment, step S104, in response to the oil level being lower than a height threshold, determines the spatial tilt angle of the vehicle and the maximum tilt angle threshold allowed by the engine in the vehicle at the current speed, including: in response to the oil level being lower than the height threshold, increasing the counter's count; obtaining the first total count of the counter in the current time period and the second total count of the counter in the previous time period; in response to the difference between the first total count and the second total count being less than a target value, determining the spatial tilt angle and the maximum tilt angle threshold.

[0075] In this embodiment, the aforementioned first total count can be determined by K. n1 This can be represented by K. n1-1 The target value can be 5. It should be noted that the target value is only an example and no specific limitations are imposed here.

[0076] Optionally, if the oil level is below a height threshold, i.e., H < H0, the counter's count can be increased. For example, the counter n0 is incremented by 1 each time oil level data is acquired. Then, the first total count of the counter in the current time period and the second total count of the counter in the previous time period can be obtained. For example, the variable K can be set... n1 If n1 < 2, return to the initial node and wait for the next trigger. If n1 ≥ 2, further determine whether K is selected. n1 -K n1-1 ≥5, if K n1 -K n1-1 If ≥5, then reset n0, n1, and K and return to the initial node, waiting for the next trigger. If K n1 -K n1-1 If the value is less than 5, proceed to the next node, which is to determine the spatial tilt angle and the maximum tilt angle threshold.

[0077] Optionally, if H≥H0, return to the initial node, that is, determine the oil level of the engine oil stored in the oil pan of the vehicle, and wait for the next trigger.

[0078] Optionally, the number of times the oil level is below a height threshold within the current time period can also be determined. For example, the oil level can be collected at a pre-set data collection frequency to obtain multiple collection results. If multiple collection results show that the oil level is below the height threshold multiple times, it can be determined that the situation of the oil level being below the height threshold is continuous, rather than an occasional situation. At this time, the vehicle's spatial tilt angle and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed can be further confirmed and determined.

[0079] Optionally, the current time period and the previous time period can be two similar time periods. The length of these two time periods can be the same. It can be determined whether the number of times the event is triggered in the two time periods is similar. If they are similar, it can be determined that the oil level is frequently below the height threshold. That is, the oil level is actually below the height threshold and not an occasional occurrence. This allows the determination of the vehicle's spatial tilt angle and the maximum tilt angle threshold allowed by the engine at the current speed.

[0080] The above-described optional embodiments of this application can achieve the following beneficial effects: When the oil level is lower than the height threshold, a series of judgment conditions are added to determine whether it is an occasional occurrence or a continuous trigger. If it occurs only occasionally, there is no need to vent; only continuous triggering poses a risk. Specifically, if the difference between the first total count and the second total count is less than the target value, it indicates that the two low-level events are closely consecutive in time, with no effective recovery in between. This indicates that the oil level remains low, which is a systemic fuel supply hazard, rather than an occasional fluctuation caused by road bumps, sensor momentary vibrations, or brief incline driving. At this time, it can be determined that there is a real risk, thereby triggering subsequent judgments on the vehicle's tilt angle and the engine's maximum allowable tilt threshold.

[0081] As an optional embodiment, step S104, determining the spatial tilt angle of the vehicle, includes: acquiring three-dimensional acceleration data of the vehicle, wherein the three-dimensional acceleration data is used to characterize the acceleration attitude of the vehicle in three-dimensional space, and includes acceleration data of the vehicle in multiple spatial directions; synthesizing multiple acceleration data to obtain a spatial acceleration vector; and converting the spatial acceleration vector to obtain the spatial tilt angle.

[0082] In this embodiment, three-dimensional acceleration data of the vehicle can be acquired. This three-dimensional acceleration data can be... , , The aforementioned spatial acceleration vector can be... .

[0083] Optionally, three-axis accelerometers deployed at key locations on the vehicle chassis or body can collect acceleration components in three orthogonal directions in real time, such as the X-axis (forward and backward), Y-axis (left and right), and Z-axis (up and down). These three acceleration components constitute the three-dimensional acceleration data. , , Together, these constitute the dynamic acceleration attitude of the vehicle in three-dimensional inertial space, which can include not only the gravitational component, but also the inertial acceleration caused by the vehicle's acceleration, braking, turning and other movements.

[0084] Optionally, after obtaining the three-dimensional acceleration data, multiple acceleration data can be synthesized. For example, when the vehicle is in a steady state or low-dynamic condition (e.g., constant speed driving, idling, or driving on a gentle slope), instantaneous inertial disturbances are ignored, and the accelerometer output is mainly considered as the projection of the gravity vector in the vehicle coordinate system. Subsequently, the acceleration values ​​in the three directions are vector synthesized to obtain the spatial acceleration vector. The direction of this spatial acceleration vector represents the projection direction of the gravity direction in the vehicle coordinate system.

[0085] Alternatively, after obtaining the spatial acceleration vector, the spatial acceleration vector can be transformed using coordinate transformation algorithms (such as Euler angle transformation or quaternion method). The projected plane is placed onto the vehicle's horizontal reference plane (i.e., a global coordinate system based on the direction of gravity) to calculate the actual tilt angle of the vehicle body relative to the horizontal plane on the X-axis (pitch) and Y-axis (roll), which is the spatial tilt angle.

[0086] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: by synthesizing three-dimensional acceleration data and transforming spatial acceleration vectors, the original sensor signals are sublimated into physical quantities that can reflect the actual vehicle attitude, thereby improving the safety boundary and reliability level under extreme working conditions.

[0087] As an optional embodiment, step S104, determining the maximum tilt angle threshold allowed for the engine in the vehicle at the current speed, includes: determining the current engine speed; and determining the maximum tilt angle threshold that matches the current engine speed and the oil level.

[0088] In this embodiment, the current engine speed can be determined, and the maximum tilt angle threshold that matches the current engine speed and oil level can be determined based on the engine tilt test results.

[0089] Optionally, when determining the maximum allowable tilt angle threshold of the engine at the current speed, dynamic matching can be performed based on the current engine speed and oil level to obtain a safe tilt threshold that is precisely adapted to the operating conditions, i.e., the maximum tilt angle threshold.

[0090] Optionally, Table 1 is a table showing the test results of an engine tilt test according to an embodiment of this application. As shown in Table 1, the current engine speed, such as the instantaneous speed signal (ne), is collected and combined with the oil level as an input parameter. Based on the multi-dimensional working condition mapping relationship established by a large number of bench tests and vehicle durability tests in the early stage, a set of nonlinear and asymmetric allowable tilt angle function models are pre-stored internally. This allowable tilt angle function model is derived from the measured data of gradually increasing the vehicle body tilt angle at different engine speeds (e.g., 2000 rpm, 3000 rpm, 4000 rpm, 5000 rpm) with different oil filling amounts (high, medium, and low levels) until lubrication interruption, valve noise, or oil pump cavitation occurs. Thus, it is determined that under low oil level conditions, as the engine speed increases, the fluidity of the oil in the oil pan weakens, the oil level fluctuation intensifies, and the tolerance to tilt decreases significantly. Especially under the combined working conditions of the X-axis longitudinal direction and the Y-axis lateral tilt direction, the maximum allowable tilt angle will gradually shrink. At high oil levels, it has greater tolerance and allows for larger tilt angles without affecting lubrication.

[0091] Optionally, Table 1 can be used to determine the tilt angles corresponding to different directions at different rotational speeds. The tilt angle threshold corresponding to each tilt angle can be directly determined from Table 1. The smallest tilt angle threshold can be selected to determine the maximum tilt angle threshold. Alternatively, the tilt angle thresholds corresponding to different angles can be determined in advance to further determine the maximum tilt angle threshold corresponding to the rotational speed.

[0092] For example, if the current speed is 2000 rpm, the tilt angle corresponding to different directions can be determined through Table 1. Then, the tilt angle threshold corresponding to different tilt angles can be determined. The minimum value among multiple tilt angle thresholds is determined as the maximum tilt angle threshold.

[0093] Table 1. Correspondence Table of Engine Tilt Test Results

[0094]

[0095] Optionally, by combining the current engine speed and oil level in real time, the maximum tilt angle threshold that the engine can safely withstand under the current condition can be dynamically queried or interpolated from a preset allowable tilt angle function model. For example, when the oil level is critically low and the engine speed rises to 4000 rpm, the allowable X-axis tilt threshold can be automatically lowered from 40° to 37° to avoid the risk of dry suction at the oil inlet caused by oil being thrown to the rear of the oil pan. At low speeds (e.g., 1500 rpm), even if the oil level is low, due to the stable oil pump suction and small oil disturbance, a tilt angle close to 40° can still be allowed, without being overly conservative.

[0096] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: by using the current speed and oil level as dual input variables, an allowable tilt angle function model that is closely coupled with the physical characteristics of the engine lubrication system is constructed, transforming the vehicle's spatial tilt angle from an abstract design parameter into a dynamic safety boundary that is jointly affected by oil level (e.g., engine oil level), speed, and oil circuit characteristics, significantly improving the engineering reliability of the control logic.

[0097] As an optional embodiment, step S108, adjusting the engine speed based on the vehicle speed and the current engine speed, includes: determining the engine speed and control time in response to the vehicle speed being less than or equal to a vehicle speed threshold and the current engine speed being less than or equal to a speed threshold; and adjusting the engine speed according to the engine speed and the control time.

[0098] In this embodiment, the aforementioned vehicle speed threshold can be a safe upper limit for vehicle speed, which can be represented by v0. The aforementioned engine speed threshold can be a safe upper limit for engine speed, which can be represented by ne0.

[0099] Provided that the oil level is below the height threshold and the spatial tilt angle is less than or equal to the maximum tilt angle threshold, the final decision-making stage before exhaust execution can be entered. That is, based on the joint judgment of vehicle speed and current engine speed, it is determined whether the driving environment conditions for exhaust action are met, and the engine speed is precisely adjusted accordingly.

[0100] Optionally, the current vehicle speed *v* and the current engine speed *ne* are collected and compared with two preset boundary thresholds: vehicle speed threshold *v0* and engine speed threshold *ne0*. When both vehicle speed *v* ≤ *v0* and engine speed *ne* ≤ *ne0*, the vehicle can be determined to be in a "low power demand condition," i.e., the driver is not pressing the accelerator pedal, and is not overtaking, climbing, or cruising at high speed—scenarios where there is an urgent need for power response. At this time, the engine load is relatively light, and the engine torque output margin is sufficient, providing room for exhaust operation. The exhaust execution logic can be activated, for example, actively increasing the engine speed and stabilizing it in the 1500–2000 rpm range for 40 seconds. This speed range has been extensively verified on bench tests and is an optimal power window for effectively flushing, breaking, and expelling air bubbles inside the hydraulic clearance adjuster.

[0101] Optionally, if the speed is too low, the oil flow rate will be insufficient to drive the air bubbles; if the speed is too high, the oil pressure will fluctuate violently, which may generate new cavitation or exacerbate the regeneration of air bubbles. At the same time, the 40-second duration ensures that the air bubbles have sufficient time to migrate from near the one-way valve to the oil pan, completing the venting loop.

[0102] Optionally, if the vehicle speed exceeds a speed threshold or the engine speed exceeds a speed threshold, the exhaust process can be refused immediately, and a delay waiting mechanism can be initiated. For example, the operating conditions can be continuously monitored for the next 100 seconds, and if the conditions are still not met, the counter can be automatically reset, terminating the current exhaust request.

[0103] Alternatively, while exhaust operation is designed to ensure long-term reliability, sudden intervention during critical moments such as acceleration, overtaking, or high-speed cornering, forcibly increasing engine speed, may cause sluggish power response, shift jerks, or throttle hesitation, severely impacting driving experience and safety. Therefore, by using a dual-threshold linkage of vehicle speed and engine speed, it is ensured that the exhaust function operates discreetly without affecting driving intentions.

[0104] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: upgrading the triggering condition of exhaust action from the mere existence of risk to the existence of risk + driving environment permission, marking a change in the control strategy from passive repair to active coordination, thereby not only prioritizing the satisfaction of power demand and only executing exhaust in non-emergency situations, but also improving the performance of the pressure gap regulator through rigorous threshold linkage and time window control.

[0105] According to one embodiment of this application, another method for venting a hydraulic clearance adjuster in a vehicle is also provided. Figure 2 This is a flowchart of another exhaust method for a hydraulic clearance adjuster in a vehicle provided in an embodiment of this application, as shown below. Figure 2 As shown, the method may include the following steps.

[0106] S202: Determine the oil level in the oil pan of the vehicle, the spatial tilt angle of the vehicle, and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine.

[0107] S204: In response to the oil level being lower than the height threshold and the spatial tilt angle being less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained.

[0108] S206: Adjusts engine speed based on vehicle speed and current engine speed.

[0109] S208: Using the adjusted rotational speed, the hydraulic clearance adjuster in the engine is controlled to discharge internal gas.

[0110] In this embodiment, the engine oil level H can be acquired, and a continuous level determination is initiated when H is less than H0. If the engine oil level is lower than H0 for two or more consecutive acquisitions, and the time interval between two adjacent triggering times is less than 5 sampling periods, the vehicle's three-dimensional acceleration data can be acquired, an acceleration vector can be synthesized, and a table can be consulted to determine whether the vehicle body tilt angle exceeds the maximum allowable tilt angle threshold of the engine at the current engine speed. If it does not exceed the threshold, the vehicle speed v and the current engine speed ne are acquired, and it is determined whether v ≤ v0 and ne ≤ ne0 are satisfied. If satisfied, an exhaust action is performed to control the engine speed to stabilize at 1500~2000 rpm for 40 seconds. After the exhaust action is completed, all counters and state variables are reset. In addition to the methods mentioned above, the oil level in the oil pan of the vehicle, the vehicle's tilt angle, and the maximum allowable tilt angle threshold of the engine at the current speed can also be obtained simultaneously. If the oil level is lower than the height threshold and the tilt angle is less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained. Based on the vehicle speed and the current speed, the engine speed is adjusted, thereby controlling the hydraulic clearance adjuster in the engine to expel internal gases. That is, the oil level can be judged first, and only if the oil level is lower than the height threshold can the vehicle's tilt angle be further judged to determine whether the engine speed needs to be adjusted. Alternatively, the oil level and tilt angle can be judged simultaneously. If both conditions are met, the vehicle speed is obtained to determine the engine speed.

[0111] The above-described optional embodiments of this application achieve the following beneficial effects: by determining the oil level in the oil pan of the vehicle, the vehicle's spatial tilt angle, and the maximum allowable tilt angle threshold of the engine at the current speed; when the oil level is below the height threshold and the spatial tilt angle is less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained; based on the vehicle speed and the current speed, the engine speed is adjusted to control the hydraulic clearance adjuster in the engine to discharge internal gas. Through the above steps, simultaneously determining the oil level in the oil pan of the vehicle, the vehicle's spatial tilt angle, and the maximum allowable tilt angle threshold of the engine at the current speed, then obtaining the vehicle speed, and adjusting the engine speed based on the vehicle speed and the current speed, gas is safely discharged from the hydraulic clearance adjuster, thereby solving the technical problem of performance degradation of the clearance adjuster and achieving the technical effect of improving the performance of the clearance adjuster.

[0112] Figure 3 This is a flowchart of a control method for a hydraulic clearance adjuster provided in an embodiment of this application, as shown below. Figure 3 As shown, the method may include the following steps.

[0113] Step S301: The oil level sensor acquires the oil level height data H, and the counter n0.

[0114] In this embodiment, the oil level data H can be obtained through an oil level sensor. Each time oil level data is acquired, the counter n0 increments by 1.

[0115] Step S302, H < H0.

[0116] In this embodiment, it can be determined whether H < H0. If H < H0, then step S303 is executed. If H ≥ H0, then return to the initial node, that is, return to step S301, and wait for the next trigger.

[0117] Step S303: Increment counter n1 by 1, and set variable K... n1 =n0.

[0118] In this embodiment, if H < H0, then the counter n1 is incremented by 1, and the variable K is set to... n1= n0. n0 can be used to represent the number of times a count is made.

[0119] Step S304, n1≥2.

[0120] In this embodiment, it can be determined whether n1 ≥ 2. If n1 ≥ 2, then step S205 is executed. If n1 < 2, then return to the initial node and wait for the next trigger.

[0121] Step S305, K n1 -Kn1-1 <5.

[0122] In this embodiment, if n1≥2, it can be further determined whether K is K. n1 -K n1-1 <5. If K n1 -K n1-1 If the value is less than 5, proceed to step S306; otherwise, proceed to step S301.

[0123] Optionally, K n1 -K n1-1 <5 can be used to determine the number of data collections corresponding to multiple time periods. Kn1 can be used to represent the number of valid data collections.

[0124] Step S306: The vehicle acceleration sensor acquires the acceleration.

[0125] In this embodiment, if K n1 -K n1-1 If the value is less than 5, then acceleration can be obtained through the vehicle's acceleration sensor. , , .

[0126] Step S307: Look up the table to determine if the vehicle body space tilt angle is less than the vehicle body space tilt angle threshold.

[0127] In this embodiment, a table can be consulted to determine whether the vehicle body tilt angle is less than the vehicle body tilt angle threshold, that is, If yes, proceed to step S308; otherwise, return to the initial node and wait for the next trigger.

[0128] Optionally, Can be used to represent , Common normal vector.

[0129] Step S308: Collect data and count n2.

[0130] In this embodiment, if Then, data collection is performed to obtain vehicle speed v and engine speed data (corresponding to the current speed) ne, and count n2.

[0131] Step S309, v≤v0, ne≤ne0.

[0132] In this embodiment, it can be determined whether v≤v0 and ne≤ne0. If yes, then step S313 is executed; otherwise, step S310 is executed.

[0133] Step S310, n2 < 5.

[0134] In this embodiment, if it is determined that v > v0 or ne > ne0, then it is further determined whether the counter n2 < 5. If yes, then step S208 is executed; otherwise, step S311 is executed.

[0135] Step S311: Reset counters n0, n1, n2, K.

[0136] In this embodiment, if n2≥5, then the counters n0, n1, n2, K are reset.

[0137] Step S312: Reset n0, n1, and K.

[0138] In this embodiment, if K n1 -K n1-1 If ≥5, then reset n0, n1, and K.

[0139] Step S313: Perform the exhaust action.

[0140] In this embodiment, if v≤v0 and ne≤ne0, then the exhaust action is performed to keep the engine speed ne at 1500~2000rpm for 40s.

[0141] In this embodiment, the purpose of acquiring and filtering the current engine oil level data is as follows: when the oil level is higher than the lower limit, it indicates that the current oil content meets the requirements for normal use and will not cause insufficient lubrication. When the oil level is lower than the limit, a series of judgment conditions are added to determine whether it is an occasional occurrence or a continuous occurrence. If it occurs only occasionally, it is considered that bleeding is not necessary; only continuous occurrences pose a risk.

[0142] In this embodiment of the application, the purpose of obtaining the current acceleration sensor data of the vehicle and performing a lookup table is to ensure that the spatial angle between the vehicle body and the X and Y planes does not exceed the allowable angle for the engine's tilt test. Otherwise, the engine oil may not be pumped to the critical area of ​​the lubrication system, resulting in high-temperature erosion.

[0143] In this embodiment of the application, the purpose of obtaining vehicle speed and engine speed and making a judgment is: if the vehicle speed and engine speed do not meet the boundary conditions of the exhaust function, the subsequent steps will not be executed.

[0144] In this embodiment, the function of performing the venting action is to execute the hydraulic clearance adjuster to perform the venting action and return to the initial node.

[0145] In summary, regarding the judgment of engine oil level and vehicle acceleration data, based on the tilt test data (different engine oil fill volumes and different tilt angles) under this powertrain configuration, the table should be consulted to evaluate whether there is insufficient oil pumping capacity. Regarding vehicle speed and engine speed, since the recommended exhaust boundary for the hydraulic clearance adjuster is 1500 rpm, but 1500 rpm may correspond to a higher vehicle speed, it is necessary to determine whether the current vehicle is under a strong power and torque demand. If so, the power and torque demand should be prioritized; otherwise, exhaust action can be considered.

[0146] This application embodiment addresses the issue of high oil gas content that may occur during vehicle operation by developing a control strategy for the hydraulic clearance adjuster, thereby avoiding performance loss and excessive noise caused by excessively low hydraulic stiffness of the hydraulic clearance adjuster.

[0147] This application also provides an exhaust device 40 for a hydraulic clearance adjuster in a vehicle. Please refer to [link / reference]. Figure 4 , Figure 4 This application provides an embodiment of an exhaust device for a hydraulic clearance adjuster in a vehicle. The exhaust device 40 for the hydraulic clearance adjuster in the vehicle includes: a first determining unit 402, a second determining unit 404, an acquiring unit 406, an adjusting unit 408, and a control unit 410.

[0148] The first determining unit 402 is used to determine the oil level of the engine oil stored in the oil pan of the vehicle.

[0149] The second determining unit 404 is used to determine the spatial tilt angle of the vehicle and the maximum tilt angle threshold allowed by the engine in the vehicle at the current speed in response to the oil level being lower than the height threshold, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine.

[0150] The acquisition unit 406 is used to acquire the vehicle speed in response to a spatial tilt angle being less than or equal to the maximum tilt angle threshold.

[0151] Adjustment unit 408 is used to adjust the engine speed based on vehicle speed and current speed.

[0152] Control unit 410 is used to control the discharge of internal gas from the hydraulic clearance adjuster in the engine using the adjusted rotational speed.

[0153] In this embodiment, the first determining unit 402 determines the oil level in the oil pan of the vehicle; the second determining unit 404 determines the vehicle's spatial tilt angle and the maximum allowable tilt angle threshold of the engine at the current speed in response to the oil level being lower than a height threshold, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine; the acquiring unit 406 acquires the vehicle speed in response to the spatial tilt angle being less than or equal to the maximum tilt angle threshold; the adjusting unit 408 adjusts the engine speed based on the vehicle speed and the current speed; and the control unit 410 uses the adjusted speed to control the hydraulic gap adjuster in the engine to discharge internal gas, thereby solving the technical problem of performance degradation of the hydraulic gap adjuster and achieving the technical effect of improving the performance of the hydraulic gap adjuster.

[0154] This application also provides an exhaust device 50 for a hydraulic clearance adjuster in a vehicle. Please refer to [link / reference]. Figure 5 , Figure 5 This application provides another embodiment of a vehicle hydraulic clearance adjuster exhaust device, comprising: a third determining unit 502, a first acquiring unit 504, a first adjusting unit 506, and a first control unit 508.

[0155] The third determining unit 502 is used to determine the oil level of the engine oil stored in the oil pan of the vehicle, the spatial tilt angle of the vehicle, and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed. The spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine.

[0156] The first acquisition unit 504 is used to acquire the vehicle speed in response to the oil level being lower than a height threshold and the spatial tilt angle being less than or equal to the maximum tilt angle threshold.

[0157] The first adjustment unit 506 is used to adjust the engine speed based on the vehicle speed and the current engine speed.

[0158] The first control unit 508 is used to control the hydraulic clearance adjuster in the engine to discharge internal gas using the adjusted rotational speed.

[0159] In this embodiment, the third determining unit 502 determines the oil level in the oil pan of the vehicle, the vehicle's spatial tilt angle, and the maximum allowable tilt angle threshold of the engine at the current speed. The spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine. The first acquiring unit 504 acquires the vehicle speed in response to the oil level being lower than the height threshold and the spatial tilt angle being less than or equal to the maximum tilt angle threshold. The first adjusting unit 506 adjusts the engine speed based on the vehicle speed and the current speed. The first control unit 508 uses the adjusted speed to control the hydraulic gap adjuster in the engine to discharge internal gas, thereby solving the technical problem of performance degradation of the gap adjuster and achieving the technical effect of improving the performance of the gap adjuster.

[0160] This application also provides an electronic device 60, please refer to... Figure 6 , Figure 6 This is a structural diagram of an electronic device provided in an embodiment of this application, including a processor 610 and a memory 620. The memory 610 is used to store computer programs; the processor 620 is used to execute the programs stored in the memory 610 to implement the methods described in any embodiment of this application.

[0161] Optionally, in this embodiment, the electronic device can be configured to perform the following steps via a computer program:

[0162] Step S1: Determine the oil level in the oil pan of the vehicle.

[0163] Step S2, in response to the oil level being lower than the height threshold, determine the spatial tilt angle of the vehicle and the maximum tilt angle threshold allowed by the engine in the vehicle at the current speed, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine.

[0164] Step S3: In response to the spatial tilt angle being less than or equal to the maximum tilt angle threshold, obtain the vehicle speed;

[0165] Step S4: Adjust the engine speed based on the vehicle speed and the current engine speed;

[0166] Step S5: Using the adjusted rotational speed, control the hydraulic clearance adjuster in the engine to discharge the internal gas.

[0167] The electronic device provided in this application achieves the following technical effects: By determining the oil level in the oil pan of the vehicle, when the oil level is below a height threshold, the spatial tilt angle of the vehicle and the maximum allowable tilt angle threshold of the engine at the current speed are determined. When the spatial tilt angle is less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained, and the engine speed is adjusted based on the vehicle speed and the current speed to control the hydraulic clearance adjuster in the engine to discharge internal gas. Through the above steps, four key pieces of information—oil level, dynamic vehicle tilt angle, inherent tilt resistance of the engine, and engine power demand—are logically coupled. When the oil level is low and the vehicle's spatial tilt angle does not exceed the engine's safe operating limit, it is further determined whether exhaust conditions are met. Subsequently, when the vehicle speed and engine speed indicate that the current operating condition is not high-power demand, the engine speed is actively increased to a controllable range and maintained for a sufficient duration to form a stable oil flow disturbance, prompting the gas to be safely discharged from the hydraulic clearance adjuster. This solves the technical problem of performance degradation of the hydraulic clearance adjuster and achieves the technical effect of improving the performance of the hydraulic clearance adjuster.

[0168] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in any embodiment of this application.

[0169] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0170] Step S1: Determine the oil level in the oil pan of the vehicle.

[0171] Step S2, in response to the oil level being lower than the height threshold, determine the spatial tilt angle of the vehicle and the maximum tilt angle threshold allowed by the engine in the vehicle at the current speed, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine.

[0172] Step S3: In response to the spatial tilt angle being less than or equal to the maximum tilt angle threshold, obtain the vehicle speed;

[0173] Step S4: Adjust the engine speed based on the vehicle speed and the current engine speed;

[0174] Step S5: Using the adjusted rotational speed, control the hydraulic clearance adjuster in the engine to discharge the internal gas.

[0175] The storage medium provided in this application embodiment achieves the following technical effects: By determining the oil level in the oil pan of the vehicle, when the oil level is below a height threshold, the vehicle's spatial tilt angle and the maximum allowable tilt angle threshold of the engine at the current speed are determined. When the spatial tilt angle is less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained, and based on the vehicle speed and current speed, the engine speed is adjusted to control the hydraulic clearance adjuster in the engine to discharge internal gas. Through the above steps, four key information types—oil level, vehicle dynamic tilt angle, engine inherent tilt resistance, and engine power demand—are logically coupled. When the oil level is low and the vehicle's spatial tilt angle does not exceed the engine's safe operating limit, it is further determined whether exhaust conditions are met. Subsequently, when the vehicle speed and engine speed indicate that the current operating condition is not high-power demand, the engine speed is actively increased to a controllable range and maintained for a sufficient duration to form a stable oil flow disturbance, prompting the gas to be safely discharged from the hydraulic clearance adjuster. This solves the technical problem of performance degradation of the hydraulic clearance adjuster and achieves the technical effect of improving the performance of the hydraulic clearance adjuster.

[0176] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0177] In this application, "multiple" refers to two or more.

[0178] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0179] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0180] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0181] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0182] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for venting a hydraulic clearance adjuster in a vehicle, characterized in that, include: Determine the oil level in the oil pan of the vehicle; In response to the oil level being lower than a height threshold, the spatial tilt angle of the vehicle and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed are determined, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine. In response to the spatial tilt angle being less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained; Based on the vehicle speed and the current engine speed, adjust the engine speed; The adjusted rotational speed is used to control the hydraulic clearance adjuster in the engine to discharge internal gas.

2. The method according to claim 1, characterized in that, The process of determining the vehicle's tilt angle and the maximum permissible tilt angle threshold for the engine at the current engine speed in response to the oil level being below a height threshold includes: In response to the oil level being lower than a height threshold, the counter count is increased. Obtain the first total count of the counter in the current time period, and the second total count of the counter in the previous time period; In response to the difference between the first total count and the second total count being less than a target value, the spatial tilt angle and the maximum tilt angle threshold are determined.

3. The method according to claim 2, characterized in that, Determining the spatial tilt angle of the vehicle includes: Acquire three-dimensional acceleration data of the vehicle, wherein the three-dimensional acceleration data is used to characterize the acceleration attitude of the vehicle in three-dimensional space, and includes acceleration data of the vehicle in multiple spatial directions; The multiple acceleration data are synthesized to obtain a spatial acceleration vector; The spatial acceleration vector is transformed to obtain the spatial tilt angle.

4. The method according to claim 2, characterized in that, Determining the maximum permissible tilt angle threshold of the engine in the vehicle at the current speed includes: Determine the current speed of the engine; Determine the maximum tilt angle threshold that matches the current rotational speed and the oil level.

5. The method according to claim 2, characterized in that, Adjusting the engine speed based on the vehicle speed and the current engine speed includes: In response to the vehicle speed being less than or equal to a vehicle speed threshold and the current engine speed being less than or equal to an engine speed threshold, the engine speed and control time are determined. The engine speed is adjusted according to the stated rotational speed and the stated control time.

6. A method for venting a hydraulic clearance adjuster in a vehicle, characterized in that, include: The oil level in the oil pan of the vehicle, the spatial tilt angle of the vehicle, and the maximum allowable tilt angle threshold of the engine in the vehicle at the current speed are determined, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine. In response to the oil level being lower than a height threshold and the spatial tilt angle being less than or equal to the maximum tilt angle threshold, the vehicle speed is obtained; Based on the vehicle speed and the current engine speed, adjust the engine speed; The adjusted rotational speed is used to control the hydraulic clearance adjuster in the engine to discharge internal gas.

7. An exhaust device for a hydraulic clearance adjuster in a vehicle, characterized in that, include: The first determining unit is used to determine the oil level of the engine oil stored in the oil pan of the vehicle; The second determining unit is used to determine the spatial tilt angle of the vehicle and the maximum tilt angle threshold allowed by the engine in the vehicle at the current speed in response to the oil level being lower than the height threshold, wherein the spatial tilt angle is used to characterize the tilt state of the vehicle body relative to the engine. The acquisition unit is used to acquire the vehicle speed in response to the spatial tilt angle being less than or equal to the maximum tilt angle threshold. An adjustment unit is used to adjust the engine speed based on the vehicle speed and the current engine speed; A control unit is used to control the discharge of internal gas from the hydraulic clearance adjuster in the engine using the adjusted rotational speed.

8. An electronic device, characterized in that, Including processor and memory, among which, Memory, used to store computer programs; A processor for executing a program stored in memory to implement the method described in any one of claims 1-6.

9. A vehicle, characterized in that, It includes the electronic device as described in claim 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method described in any one of claims 1-6.

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