Control method and apparatus for acceleration hysteresis, and vehicle, medium and program

Abstract

The present application relates to the technical field of vehicles, and in particular to a control method and apparatus for acceleration hysteresis, and a vehicle, a medium and a program. The method comprises: acquiring vehicle information of a vehicle during acceleration; if it is determined on the basis of the vehicle information that the vehicle has satisfied the condition for rapid pressure buildup, performing rapid pressure buildup during the acceleration of the vehicle by means of increasing at least one of a response speed of a demand torque, the combustion efficiency of an engine, and the exhaust gas flow of a turbine; and when it is detected that the rapid pressure buildup of the vehicle has been completed, exiting the rapid pressure buildup of the vehicle. Thus, the problems in the related art are solved, such as the structure being relatively complex, the cost being relatively high, a mechanical supercharging method causing loss to some of the kinetic energy of an engine, affecting an increase in a rotation speed, the noise being loud, and the user experience being relatively poor when a variable-geometry turbocharger system is used to solve the acceleration hysteresis of the engine.

Description

Acceleration-hysteresis control methods, devices, vehicles, media and procedures

[0001] Cross-references to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202410508322.0, filed on April 25, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, medium, and program for controlling acceleration hysteresis. Background Technology

[0004] As environmental pollution worsens and emission regulations become more stringent, with emission limits constantly decreasing, engines face increasing challenges. On the one hand, they must reduce emissions, and on the other hand, they must ensure good engine performance. Therefore, turbocharged engines are characterized by their small size, light weight, and high power. Compared with naturally aspirated engines, they have significantly increased power-to-weight ratio and better fuel economy, making them highly popular. They offer a "ready-to-drive" power delivery and a "push-back takeoff" sensation.

[0005] However, because turbocharged engines have turbochargers, when the accelerator is pressed, before the boost kicks in, the exhaust gases from the engine's previous operation must first push the turbine blades to a certain speed to generate boost and increase air pressure. This high-pressure air then fills the intake manifold and intercooler before entering the cylinders for combustion. This process takes time and is slightly slower than the accelerator input; this process is called "turbo lag." Many factors influence turbo lag, including turbo size, engine displacement, engine modification level, turbine shaft rotational inertia, turbo efficiency, intake losses, and exhaust back pressure. Generally, with a constant engine displacement, a larger turbocharger and a greater turbine shaft rotational inertia result in greater turbo lag.

[0006] In related technologies, variable geometry turbochargers are used. During engine acceleration, to improve the turbocharger's response speed, the nozzle annular cross-sectional area can be reduced, increasing the turbocharger speed and thus increasing boost pressure and intake volume to meet the intake requirements during transient operation. This significantly improves the engine's torque characteristics at low speeds and reduces turbo lag. However, the structure is more complex and the cost is higher, limiting its use to high-end models. Mechanical supercharging completely solves the problems of throttle response lag, turbo lag, and sudden power output, achieving instantaneous throttle response and linear power output with engine speed. However, it loses some engine kinetic energy. Mechanical supercharging is belt-driven, so the driving force ultimately comes from the engine. At high speeds, it generates a large amount of friction, affecting speed increase and resulting in higher noise levels.

[0007] Summary of the Invention

[0008] This application provides a method, device, vehicle, medium, and program for controlling acceleration lag, in order to solve the problems of related technologies that use variable geometry turbocharger systems to solve engine acceleration lag, but these systems are complex in structure and costly, and the mechanical supercharging method loses some of the engine's kinetic energy, affects the increase of engine speed, and produces a lot of noise, resulting in a poor user experience.

[0009] The first aspect of this application provides a method for controlling acceleration lag, comprising the following steps: acquiring vehicle information during vehicle acceleration; if it is determined from the vehicle information that the vehicle meets the conditions for rapid pressure build-up, then rapidly building up pressure during vehicle acceleration is performed by increasing at least one of the response speed of the required torque, the combustion efficiency of the engine, and the exhaust gas flow rate of the turbine; and exiting the rapid pressure build-up of the vehicle after detecting that the vehicle has completed rapid pressure build-up.

[0010] Optionally, the method to improve the response speed of the required torque includes: switching the vehicle's operating mode to power mode and turning off the vehicle's torque filtering function.

[0011] Optionally, the combustion efficiency of the engine can be improved by adjusting the valve overlap angle of the variable valve timing system to achieve a target overlap angle and by adjusting the air-fuel ratio of the engine to achieve a target concentration.

[0012] Optionally, the method for increasing the exhaust gas flow rate of the turbine includes: closing the valves of the exhaust gas recirculation system and the electronic exhaust valve of the turbocharger.

[0013] Optionally, the vehicle information includes at least one of engine speed, current vehicle speed, accelerator pedal opening, accelerator pedal change rate, and engine coolant temperature; the rapid pressure build-up conditions include one or more of the following: the engine speed is less than or equal to a preset speed threshold; the current vehicle speed is greater than or equal to a first preset threshold; the accelerator pedal opening is greater than or equal to a first preset opening threshold; the accelerator pedal change rate is greater than or equal to a second preset threshold; and the engine coolant temperature is greater than or equal to a preset temperature threshold.

[0014] Optionally, before exiting the rapid pressure build-up of the vehicle after detecting that the vehicle has completed rapid pressure build-up, the method further includes: identifying the accelerator pedal opening and detecting whether at least one of the variable valve timing system, turbocharger, exhaust gas recirculation system, and injector is in a fault state; if the accelerator pedal opening is less than or equal to a second preset opening threshold, or if at least one of the variable valve timing system, turbocharger, exhaust gas recirculation system, and injector is detected to be in a fault state, then the rapid pressure build-up of the vehicle is exited.

[0015] A second aspect of this application provides a control device for acceleration lag, comprising: an acquisition module for acquiring vehicle information during vehicle acceleration; a determination module for determining, if the vehicle is determined to meet the rapid pressure build-up conditions based on the vehicle information, then performing rapid pressure build-up during vehicle acceleration by increasing at least one of the response speed of the required torque, the combustion efficiency of the engine, and the exhaust gas flow rate of the turbine; and a detection module for detecting that the vehicle exits the rapid pressure build-up process after completing rapid pressure build-up.

[0016] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the acceleration lag control method as described in the above embodiments.

[0017] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the acceleration hysteresis control method as described in the above embodiments.

[0018] A fifth aspect of this application provides a computer program product, which, when executed, is used to implement the acceleration hysteresis control method as described in the above embodiments.

[0019] Therefore, this application has at least the following beneficial effects:

[0020] This application embodiment can determine that the vehicle meets the conditions for rapid pressure build-up based on vehicle information. Then, it can rapidly build up pressure during vehicle acceleration by improving at least one of the following: the response speed of the required torque, the combustion efficiency of the engine, and the exhaust gas flow rate of the turbine. After detecting that the vehicle has completed rapid pressure build-up, it can exit the rapid pressure build-up process, thereby solving the engine acceleration lag problem and improving the user experience.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0023] Figure 1 is a flowchart of an acceleration hysteresis control method according to an embodiment of this application;

[0024] Figure 2 is a schematic diagram of power mode switching according to an embodiment of this application;

[0025] Figure 3 is a schematic diagram of torque filter shutdown according to an embodiment of this application;

[0026] Figure 4 is a schematic diagram of VVT (Variable Valve Timing) opening according to an embodiment of this application;

[0027] Figure 5 is a schematic diagram of the electronic exhaust valve opening according to an embodiment of this application;

[0028] Figure 6 is a schematic diagram showing the effect of EGR (Exhaust Gas Recirculation) activation on exhaust temperature and intercooler temperature according to the embodiments of this application.

[0029] Figure 7 is a schematic diagram of torque processing after acceleration response exit according to an embodiment of this application;

[0030] Figure 8 is a control flowchart provided according to an embodiment of this application;

[0031] Figure 9 is a schematic diagram of an acceleration hysteresis control device provided according to an embodiment of this application;

[0032] Figure 10 is a structural schematic diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0033] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0034] The acceleration lag control method, apparatus, vehicle, storage medium, and program product of this application are described below with reference to the accompanying drawings. Addressing the problems mentioned in the background art where variable geometry turbochargers are used to solve engine acceleration lag, such as complex structures, high costs, loss of engine kinetic energy due to mechanical supercharging, reduced engine speed, high noise levels, and poor user experience, this application provides an acceleration lag control method. In this method, based on vehicle information, it is determined that the vehicle meets the conditions for rapid pressure build-up. Then, rapid pressure build-up during vehicle acceleration is achieved by increasing at least one of the following: the response speed of the required torque, the engine's combustion efficiency, and the turbine's exhaust gas flow rate. The rapid pressure build-up is discontinued after detecting that the vehicle has completed rapid pressure build-up, thereby solving the engine acceleration lag problem and improving the user experience. Thus, this solves the problems of complex structures, high costs, loss of engine kinetic energy, reduced engine speed, high noise levels, and poor user experience associated with using variable geometry turbochargers to solve engine acceleration lag in related technologies.

[0035] Specifically, Figure 1 is a flowchart illustrating an acceleration hysteresis control method provided in an embodiment of this application.

[0036] As shown in Figure 1, the acceleration hysteresis control method includes the following steps:

[0037] In step S101, vehicle information is obtained when the vehicle accelerates.

[0038] The vehicle information includes at least one of the following: engine speed, current vehicle speed, accelerator pedal opening, accelerator pedal change rate, and engine coolant temperature.

[0039] It is understood that the embodiments of this application can obtain vehicle information during vehicle acceleration in order to subsequently determine whether the vehicle information meets the conditions for rapid decompression.

[0040] In step S102, if it is determined from the vehicle information that the vehicle meets the conditions for rapid pressure build-up, then rapid pressure build-up during vehicle acceleration is achieved by increasing at least one of the following: the response speed of the required torque, the combustion efficiency of the engine, and the exhaust gas flow rate of the turbine.

[0041] The rapid pressure build-up conditions include one or more of the following: engine speed is less than or equal to a preset speed threshold; current vehicle speed is greater than or equal to a first preset threshold; accelerator pedal opening is greater than or equal to a first preset opening threshold; accelerator pedal change rate is greater than or equal to a second preset threshold; engine coolant temperature is greater than or equal to a preset temperature threshold.

[0042] The preset speed threshold can be 3000 r / min, the first preset threshold can be 0, the first preset opening threshold can be 80%, the second preset threshold can be 200% / s, and the preset temperature threshold can be 80℃. These can be set according to actual needs without specific limitations.

[0043] In this embodiment of the application, the method to improve the response speed of the required torque includes: switching the vehicle's operating mode to power mode and turning off the vehicle's torque filtering function.

[0044] It is understood that the embodiments of this application can improve the response speed of the required torque and achieve the effect of rapid boost by switching the vehicle's operating mode to power mode and turning off the vehicle's torque filtering function.

[0045] Specifically, as shown in Figure 2, the accelerator pedal characteristics quickly switch to power mode, meaning that at the same throttle opening, the target torque increases rapidly. Simultaneously, to quickly increase boost pressure, a certain timeframe is allowed, for example, 10 seconds (this value depends on engine reliability test results), allowing for further expansion of the torque and speed range, with the engine speed exceeding the maximum design speed by 200 r / min and the external characteristic torque exceeding the rated torque by 10%. As shown in Figure 3, when the fast acceleration response function is activated, the drivability torque filter is turned off, increasing torque by 10-15% and reducing acceleration time by more than 0.3 seconds. If the traditional system experiences significant torsional vibration, this can be turned off under specific operating conditions.

[0046] In this embodiment of the application, the method of improving the combustion efficiency of the engine includes: adjusting the valve overlap angle of the variable valve timing system to achieve a target overlap angle and the concentration of the air-fuel ratio of the engine to achieve a target concentration.

[0047] It is understood that the embodiments of this application can adjust the valve overlap angle of the variable valve timing system to achieve the target overlap angle and the air-fuel ratio of the engine to achieve the target concentration, thereby improving the combustion efficiency of the engine and achieving the effect of rapid boost.

[0048] Specifically, as shown in Figure 4, the VVT ​​quickly opens from the current position to the maximum overlap angle, increasing from the original 150° / s to 420° / s, while the intermediate transition state adopts gradient-free filtering; as shown in Figure 5, under transient operating conditions with power demand, torque can be increased by enriching the air-fuel ratio. In order to avoid the generation of large amounts of CO and PN, the enriched air-fuel ratio is controlled at around 0.95.

[0049] In this embodiment of the application, the method of increasing the exhaust gas flow rate of the turbine includes: closing the valve of the exhaust gas recirculation system and the electronic exhaust valve of the turbocharger.

[0050] It is understood that, in the embodiments of this application, the exhaust gas flow of the turbine can be increased by closing the valves of the exhaust gas recirculation system and the electronic exhaust valve of the turbocharger, thereby achieving the effect of rapid boosting.

[0051] Specifically, as shown in Figure 6, under partial load currently set to ≤4 bar, the EGR valve remains closed, effectively closing it completely in advance, allowing all exhaust gas to flow into the turbocharger turbine and build up boost pressure earlier. If the catalytic converter is heating, the EGR valve needs to be fully open to ensure rapid ignition, increasing the temperature of the gas flowing through it. Additionally, when the user selects Eco mode, the turbocharger's electronic EGR valve is fully open; as shown in Figure 7, introducing an excessively high EGR rate will reduce engine torque, affecting the engine's external torque characteristics. Data shows that disabling EGR increases exhaust temperature by 180°C. According to the energy equation, increasing exhaust temperature increases exhaust gas energy, rapidly driving the turbocharger turbine and increasing boost pressure. Furthermore, disabling EGR lowers the intercooler temperature by 20°C and increases intake volume by 3%. Combined with the ignition timing, this can achieve a 5% torque increase.

[0052] In step S103, it is detected that the vehicle has exited the rapid pressure building process after completing rapid pressure building.

[0053] It is understood that the embodiments of this application can exit the rapid pressure building of the vehicle after detecting that the vehicle has completed rapid pressure building, so as to ensure the smooth driving of the vehicle.

[0054] In this embodiment of the application, before exiting the rapid pressure build-up of the vehicle after detecting that the vehicle has completed rapid pressure build-up, the method further includes: identifying the accelerator pedal opening and detecting whether at least one of the variable valve timing system, turbocharger, exhaust gas recirculation system and fuel injector is in a fault state; if the accelerator pedal opening is less than or equal to a second preset opening threshold, or if at least one of the variable valve timing system, turbocharger, exhaust gas recirculation system and fuel injector is detected to be in a fault state, then the rapid pressure build-up of the vehicle is exited.

[0055] The second preset opening threshold can be 50%, and can be set according to actual needs without specific limitations.

[0056] It is understood that, in this embodiment of the application, if the opening of the accelerator pedal is less than or equal to a second preset opening threshold and at least one of the variable valve timing system, turbocharger, exhaust gas recirculation system and fuel injector is detected to be in a fault state, then the vehicle’s rapid pressure build-up will be stopped to ensure the smooth driving of the vehicle.

[0057] According to the acceleration lag control method proposed in the embodiments of this application, if the vehicle meets the rapid pressure build-up conditions based on vehicle information, rapid pressure build-up is achieved during vehicle acceleration by increasing at least one of the following: the response speed of the required torque, the combustion efficiency of the engine, and the exhaust gas flow rate of the turbine. After detecting that the vehicle has completed rapid pressure build-up, the rapid pressure build-up of the vehicle is discontinued, thereby solving the engine acceleration lag problem and improving the user experience.

[0058] The acceleration hysteresis control method of this application will be described in detail below with reference to Figure 8, as follows:

[0059] Phase 1: Accelerating Response Activation Conditions

[0060] (1) Engine speed ≤ 3000 r / min

[0061] (2) Vehicle speed ≥ 0

[0062] (3) Accelerator pedal opening ≥ 80%

[0063] (4) Accelerator pedal change rate ≥ 200% / s

[0064] (5) Water temperature ≥ 80℃

[0065] Phase Two: Accelerated Response Function Execution. All of the following strategies can be executed; alternatively, different response methods can be determined based on the torque demand level.

[0066] 1. The accelerator pedal quickly switches to power mode.

[0067] At the same throttle opening, the target torque increases rapidly. Simultaneously, to rapidly increase boost pressure, a certain timeframe (10 seconds, this value depends on engine reliability test results) is allowed for further expansion of the torque and speed range, with engine speed exceeding the maximum design speed by 200 rpm and external characteristic torque exceeding the rated torque by 10%.

[0068] 2. Turn off the drivability torque filter to quickly increase the target torque requirement.

[0069] When the fast acceleration response function is activated, disabling the drivability torque filter increases torque by 10-15%, reducing acceleration time by more than 0.3 seconds. If the traditional system experiences significant torsional vibration, it can be disabled under specific operating conditions.

[0070] 3. VVT quickly opens to the maximum overlap angle.

[0071] VVT rapidly activates from its current position to the maximum overlap angle, increasing from 150° / s to 420° / s, while gradient-free filtering is used in the intermediate transition state.

[0072] A larger valve overlap angle can increase the intake speed, enhance the intake swirl, achieve better mixing of the air-fuel mixture, more complete combustion, improve in-cylinder charging efficiency, and thus increase engine torque.

[0073] 4. Electronic exhaust valve control for turbocharger

[0074] At partial load, currently set to ≤4 bar, the exhaust valve remains closed, effectively closing it completely in advance, allowing all exhaust gas to flow into the turbocharger turbine and build up boost ahead of time. However, during catalytic converter heating, the exhaust valve needs to be fully open to ensure rapid ignition and increase the temperature of the gas flowing through the catalytic converter. Additionally, when the user selects Eco mode, the turbocharger's electronic exhaust valve control is fully open.

[0075] 5. EGR Quick Shutdown

[0076] Introducing an excessively high EGR rate will reduce engine torque, affecting the improvement of the engine's external torque characteristics. Data shows that disabling EGR increases exhaust temperature by 180°C. According to the energy equation, increasing exhaust temperature increases exhaust gas energy, rapidly driving the turbocharger turbine and increasing boost pressure. Additionally, disabling EGR reduces the intercooler temperature by 20°C and increases intake air volume by 3%. Combined with ignition timing, this can achieve a 5% torque increase.

[0077] 6. Increase the fuel injection volume appropriately.

[0078] In transient operating conditions where power is required, torque can be increased by enriching the air-fuel ratio. To avoid excessive CO and PN emissions, the enriched air-fuel ratio is controlled at around 0.95.

[0079] Phase 3: Accelerating the Exit from Demand

[0080] (1) Accelerator pedal opening ≤ 50%

[0081] (2) Fault reports from VVT, EGR, injectors, turbochargers, etc.

[0082] During the exit process, filtering is required to ensure a smooth torque transition.

[0083] In summary, this application is based on an advanced calibration strategy. It uses factors such as the rate of change of the accelerator pedal, the driver's required torque, vehicle speed, gradient, and engine speed as conditions to trigger the acceleration response. After the rapid boost response is activated, it sends commands to the electronic wastegate, VVT (variable valve timing), EGR, throttle, and fuel injectors to execute according to a predetermined control strategy, thereby achieving rapid pressure build-up and torque increase of the turbocharger during the acceleration phase.

[0084] Next, the acceleration hysteresis control device proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0085] Figure 9 is a block diagram of the acceleration hysteresis control device according to an embodiment of this application.

[0086] As shown in Figure 9, the acceleration hysteresis control device 10 includes: an acquisition module 100, a determination module 200, and a detection module 300.

[0087] The acquisition module 100 is used to acquire vehicle information during vehicle acceleration; the determination module 200 is used to determine if the vehicle meets the rapid pressure build-up conditions based on the vehicle information, and then to perform rapid pressure build-up during vehicle acceleration by increasing at least one of the following: the response speed of the required torque, the combustion efficiency of the engine, and the exhaust gas flow rate of the turbine; the detection module 300 is used to detect that the vehicle has completed rapid pressure build-up and then exits the rapid pressure build-up process.

[0088] In this embodiment of the application, the method to improve the response speed of the required torque includes: switching the vehicle's operating mode to power mode and turning off the vehicle's torque filtering function.

[0089] In this embodiment of the application, the method of improving the combustion efficiency of the engine includes: adjusting the valve overlap angle of the variable valve timing system to achieve a target overlap angle and the concentration of the air-fuel ratio of the engine to achieve a target concentration.

[0090] In this embodiment of the application, the method of increasing the exhaust gas flow rate of the turbine includes: closing the valve of the exhaust gas recirculation system and the electronic exhaust valve of the turbocharger.

[0091] In this embodiment of the application, the vehicle information includes at least one of engine speed, current vehicle speed, accelerator pedal opening, accelerator pedal change rate, and engine coolant temperature; the rapid pressure build-up conditions include one or more of the following: engine speed is less than or equal to a preset speed threshold; current vehicle speed is greater than or equal to a first preset threshold; accelerator pedal opening is greater than or equal to a first preset opening threshold; accelerator pedal change rate is greater than or equal to a second preset threshold; and engine coolant temperature is greater than or equal to a preset temperature threshold.

[0092] In this embodiment of the application, it further includes: an identification module, used to identify the accelerator pedal opening degree and detect whether at least one of the variable valve timing system, turbocharger, exhaust gas recirculation system and fuel injector is in a fault state; if the accelerator pedal opening degree is less than or equal to a second preset opening degree threshold, or if at least one of the variable valve timing system, turbocharger, exhaust gas recirculation system and fuel injector is detected to be in a fault state, then the vehicle's rapid pressure build-up is discontinued.

[0093] It should be noted that the foregoing explanation of the acceleration hysteresis control method embodiment also applies to the acceleration hysteresis control device of this embodiment, and will not be repeated here.

[0094] According to the acceleration lag control device proposed in the embodiments of this application, if the vehicle meets the rapid pressure build-up conditions based on vehicle information, then rapid pressure build-up is achieved during vehicle acceleration by increasing at least one of the following: the response speed of the required torque, the combustion efficiency of the engine, and the exhaust gas flow rate of the turbine. After detecting that the vehicle has completed rapid pressure build-up, the rapid pressure build-up of the vehicle is discontinued, thereby solving the engine acceleration lag problem and improving the user experience.

[0095] Figure 10 is a structural schematic diagram of a vehicle provided in an embodiment of this application. The vehicle may include:

[0096] The memory 1001, the processor 1002, and the computer program stored on the memory 1001 and capable of running on the processor 1002.

[0097] When the processor 1002 executes the program, it implements the acceleration hysteresis control method provided in the above embodiments.

[0098] Furthermore, the vehicle also includes:

[0099] Communication interface 1003 is used for communication between memory 1001 and processor 1002.

[0100] The memory 1001 is used to store computer programs that can run on the processor 1002.

[0101] The memory 1001 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0102] If the memory 1001, processor 1002, and communication interface 1003 are implemented independently, they can be interconnected via a bus to communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, only one thick line is used in Figure 10, but this does not indicate that there is only one bus or one type of bus.

[0103] Optionally, in a specific implementation, if the memory 1001, processor 1002, and communication interface 1003 are integrated on a single chip, then the memory 1001, processor 1002, and communication interface 1003 can communicate with each other through an internal interface.

[0104] The processor 1002 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0105] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described acceleration hysteresis control method.

[0106] This application also provides a computer program product, which, when executed, is used to implement the acceleration hysteresis control method as described in the above embodiments.

[0107] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0108] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0109] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0110] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0111] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware, and the program can be stored in a computer-readable storage medium. When executed, the program includes one or a combination of the steps of the method embodiments.

[0112] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for controlling acceleration hysteresis, characterized in that, Includes the following steps: Obtain vehicle information during vehicle acceleration; If the vehicle is determined to meet the conditions for rapid pressure build-up based on the vehicle information, then rapid pressure build-up during vehicle acceleration is achieved by increasing at least one of the following: the response speed of the required torque, the combustion efficiency of the engine, and the exhaust gas flow rate of the turbine. Once the vehicle has completed rapid pressure build-up, the rapid pressure build-up process is terminated.

2. The acceleration hysteresis control method according to claim 1, characterized in that, The methods to improve the response speed of the required torque include: Switch the vehicle's operating mode to power mode and turn off the vehicle's torque filtering function.

3. The acceleration hysteresis control method according to claim 1, characterized in that, The methods for improving the combustion efficiency of the engine include: The valve overlap angle of the variable valve timing system is adjusted to achieve the target overlap angle, and the air-fuel ratio of the engine is adjusted to achieve the target concentration.

4. The acceleration hysteresis control method according to claim 1, characterized in that, The methods for increasing the exhaust gas flow rate of the turbine include: Close the valves of the exhaust gas recirculation system and the electronic exhaust valve of the turbocharger.

5. The acceleration hysteresis control method according to claim 1, characterized in that, The vehicle information includes at least one of the following: engine speed, current vehicle speed, accelerator pedal opening, accelerator pedal change rate, and engine coolant temperature; the rapid pressure build-up conditions include one or more of the following: The engine speed is less than or equal to a preset speed threshold; The current vehicle speed is greater than or equal to a first preset threshold; The accelerator pedal opening degree is greater than or equal to the first preset opening threshold; The rate of change of the accelerator pedal is greater than or equal to the second preset threshold. The engine coolant temperature is greater than or equal to a preset temperature threshold.

6. The acceleration hysteresis control method according to claim 1, characterized in that, Before exiting the rapid pressurization of the vehicle after detecting that the vehicle has completed rapid pressurization, the process also includes: Identify the accelerator pedal opening and detect whether at least one of the variable valve timing system, turbocharger, exhaust gas recirculation system, and injector is in a faulty state; If the accelerator pedal opening is less than or equal to a second preset opening threshold, or if at least one of the variable valve timing system, the turbocharger, the exhaust gas recirculation system, and the fuel injector is detected to be in a fault state, then the vehicle's rapid pressure build-up is discontinued.

7. A control device for acceleration hysteresis, characterized in that, include: The acquisition module is used to acquire vehicle information during vehicle acceleration. The determination module is used to determine if the vehicle meets the rapid pressure build-up conditions based on the vehicle information, and then to perform rapid pressure build-up during vehicle acceleration by increasing at least one of the following: the response speed of the required torque, the combustion efficiency of the engine, and the exhaust gas flow rate of the turbine. The detection module is used to detect when the vehicle exits the rapid pressure building process after completing rapid pressure building.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the acceleration hysteresis control method as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the acceleration hysteresis control method as described in any one of claims 1-6.

10. A computer program product, characterized in that, When the computer program is executed, it is used to implement the acceleration hysteresis control method according to any one of claims 1-6.

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