阅读说明：本技术 车辆排气的控制方法、控制装置及车辆 (Vehicle exhaust control method and device and vehicle ) 是由 黄兴来 张凯 卜艳平 曾志新 王本超 钟广桦 于 2020-11-03 设计创作，主要内容包括：本申请公开车辆排气的控制方法、控制装置及车辆,其中方法包括,实时监测车辆的发动机功率和排气背压,将当前采样时刻的发动机功率和排气背压,与前一采样时刻的发动机功率和排气背压作差,并取绝对值,得到车辆当前的发动机功率的变化值绝对值和排气背压的变化值绝对值；从预设的电磁阀门控制映射表中,获取与车辆当前的发动机功率,以及发动机功率的变化值绝对值和排气背压的变化值绝对值对应的控制方案,并执行控制方案；其中,电磁阀门控制映射表为电磁阀门开度,与车辆当前的发动机功率,以及发动机功率的变化值绝对值和排气背压的变化值绝对值的对照表。通过上述方式,本申请可以根据排气背压去控制电磁阀门,从而实现发动机功率的最大化。(The application discloses a control method and a control device for vehicle exhaust and a vehicle, wherein the method comprises the steps of monitoring the engine power and the exhaust back pressure of the vehicle in real time, making a difference between the engine power and the exhaust back pressure at the current sampling moment and the engine power and the exhaust back pressure at the previous sampling moment, and taking an absolute value to obtain the absolute value of the change value of the current engine power and the absolute value of the change value of the exhaust back pressure of the vehicle; acquiring a control scheme corresponding to the current engine power of the vehicle, the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure from a preset electromagnetic valve control mapping table, and executing the control scheme; the electromagnetic valve control mapping table is a comparison table of the opening of the electromagnetic valve, the current engine power of the vehicle, and the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure. Through the mode, the electromagnetic valve can be controlled according to the exhaust back pressure, and therefore the maximization of the power of the engine is achieved.)

1. A control method of vehicle exhaust, characterized by comprising:

monitoring the engine power and the exhaust back pressure of the vehicle in real time, and subtracting the engine power and the exhaust back pressure at the current sampling moment from the engine power and the exhaust back pressure at the previous sampling moment, and taking an absolute value to obtain an absolute value of a change value of the current engine power and an absolute value of a change value of the exhaust back pressure of the vehicle;

acquiring a control scheme corresponding to the current engine power of the vehicle, the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure from a preset electromagnetic valve control mapping table, and executing the control scheme;

the electromagnetic valve control mapping table is a comparison table of the opening of an electromagnetic valve, the current engine power of the vehicle, and the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure.

2. The vehicle exhaust gas control method according to claim 1, characterized in that the control scheme corresponding to the current engine power of the vehicle, and the absolute value of the variation value of the engine power and the absolute value of the variation value of the exhaust back pressure is acquired from a preset solenoid valve control map, and is executed, including:

when the engine power at the current sampling moment is less than a first preset power, the control scheme is as follows: the opening of the electromagnetic valve is 0;

when the engine power at the current sampling moment is greater than or equal to a first preset power and less than a third preset power, the control scheme is as follows: the opening of the electromagnetic valve is more than 0 and less than 1;

when the engine power at the current sampling moment is greater than a third preset power, the control scheme is as follows: the opening of the electromagnetic valve is 1.

3. The control method of vehicle exhaust according to claim 2, characterized in that when the engine power at the current sampling timing is greater than or equal to a first preset power and less than a third preset power, the control scheme is: the opening of the electromagnetic valve is more than 0 and less than 1, and the method further comprises the following steps:

on the basis that the engine power at the current sampling moment is greater than the first preset power and less than a second preset power:

if the absolute value of the change value of the engine power is larger than or equal to a first preset value and the absolute value of the change value of the exhaust back pressure is smaller than or equal to a second preset value, the opening of the electromagnetic valve is changed at a first speed;

if the absolute value of the change value of the engine power is larger than or equal to a first preset value and the absolute value of the change value of the exhaust back pressure is larger than a second preset value, the opening of the electromagnetic valve is changed at a second speed;

wherein the first speed is less than the second speed.

4. The control method of vehicle exhaust according to claim 2, characterized in that when the engine power at the current sampling timing is greater than or equal to a first preset power and less than a third preset power, the control scheme is: the opening of the electromagnetic valve is more than 0 and less than 1, and the method further comprises the following steps:

on the basis that the engine power at the current sampling moment is greater than the second preset power and less than the third preset power:

if the absolute value of the change value of the engine power is larger than or equal to a first preset value and the absolute value of the change value of the exhaust back pressure is smaller than or equal to a third preset value, the opening of the electromagnetic valve is changed at the second speed;

if the absolute value of the change value of the engine power is greater than or equal to a first preset value and the absolute value of the change value of the exhaust back pressure is greater than a third preset value, the opening of the electromagnetic valve is changed at a third speed;

wherein the second speed is less than the third speed.

5. The control method of vehicle exhaust according to claim 2, characterized in that when the engine power at the current sampling timing is greater than or equal to a first preset power and less than a third preset power, the control scheme is: the opening of the electromagnetic valve is more than 0 and less than 1, and the method further comprises the following steps:

and when the absolute value of the change value of the engine power is smaller than a first preset value, maintaining the current opening degree of the electromagnetic valve.

6. The vehicle exhaust control method according to claim 2, characterized in that the vehicle includes at least a first exhaust line and a second exhaust line, wherein the second exhaust line is provided with the solenoid valve; the executing the control scheme includes:

when the opening of the electromagnetic valve is 0, the exhaust gas flow is exhausted through the first exhaust pipeline;

when the opening degree of the electromagnetic valve is larger than 0 and smaller than 1, the exhaust airflow is exhausted from the first exhaust pipeline and the second exhaust pipeline;

when the solenoid valve opening is 1, the exhaust gas flow is discharged from the second exhaust pipe.

7. The vehicle exhaust gas control method according to claim 2, characterized in that when the engine power at the present sampling timing is less than a first preset power and the solenoid valve opening is 0, the engine power and the exhaust back pressure at the present sampling timing are assigned to the engine power and the exhaust back pressure at the previous sampling timing, and the engine power and the exhaust back pressure of the vehicle at the present timing are sampled.

8. The vehicle exhaust control method according to claim 1, wherein before monitoring the engine power and the exhaust back pressure of the vehicle in real time, further comprising:

the vehicle is powered on, and initialization is completed;

the opening of the electromagnetic valve is set to be 0.

9. A control device for vehicle exhaust, characterized in that the control device comprises a memory and a processor, the memory being connected to the processor, the memory storing a computer program which, when executed by the processor, implements the control method according to any one of claims 1-8.

10. A vehicle characterized by comprising a vehicle body and the control device of claim 9.

Technical Field

The present application relates to the field of vehicle technologies, and in particular, to a method and a device for controlling vehicle exhaust, and a vehicle.

Background

With the improvement of living standard of people, the requirements of people on vehicles are changed from the original transportation tools to comfortable household necessities, so that the requirements on the noise of the vehicles are also improved besides the stricter requirements on the dynamic property of the vehicles, and the vehicles are required to have different sounds under different driving modes.

The exhaust system of the vehicle is an important component of the vehicle, the exhaust system discharges exhaust gas and brings combustion noise to the tail of the vehicle, order noise and friction noise with high sound pressure level are generated at the tail, and the exhaust noise is reduced and compensated to different degrees, so that the function of different sound quality of exhaust can be realized.

However, due to the influence of the exhaust with different sound qualities, the engine power cannot be maximized, and resources are wasted.

Disclosure of Invention

The application provides a vehicle exhaust control method, a vehicle exhaust control device and a vehicle, and aims to solve the problem that the engine power cannot be maximized in the prior art.

The application provides a control method of vehicle exhaust, comprising the following steps: monitoring the engine power and the exhaust back pressure of the vehicle in real time, and subtracting the engine power and the exhaust back pressure at the current sampling moment from the engine power and the exhaust back pressure at the previous sampling moment, and taking an absolute value to obtain an absolute value of a change value of the current engine power and an absolute value of a change value of the exhaust back pressure of the vehicle; acquiring a control scheme corresponding to the current engine power of the vehicle, the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure from a preset electromagnetic valve control mapping table, and executing the control scheme; the electromagnetic valve control mapping table is a comparison table of the opening of the electromagnetic valve, the current engine power of the vehicle, and the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure.

The application provides a control device for vehicle exhaust, which comprises a memory and a processor, wherein the memory is connected with the processor, the memory stores a computer program, and the computer program realizes the control method when being executed by the processor.

The application provides a vehicle, including vehicle body and foretell controlling means.

The method and the device have the advantages that the engine power and the exhaust back pressure of the vehicle are monitored in real time, the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure at the current sampling moment are obtained, and the opening of the electromagnetic valve is controlled according to the preset electromagnetic valve control mapping table to realize vehicle exhaust control. The method and the device control the exhaust of the vehicle according to the power and the exhaust back pressure of the engine, and are suitable for exhaust systems with different sound quality functions; and considering the influence of exhaust back pressure on the power of the engine, a control mapping table of the electromagnetic valve is made, so that the maximization of the power of the engine can be realized.

Drawings

In order to more clearly illustrate the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

FIG. 1 is a schematic flow chart diagram of an embodiment of a vehicle exhaust control method of the present application;

FIG. 2 is a schematic block diagram of an embodiment of a vehicle exhaust system of the present application;

FIG. 3 is a schematic flow chart diagram of another embodiment of a vehicle exhaust control method of the present application;

FIG. 4 is a schematic flow chart diagram of yet another embodiment of a vehicle exhaust control method of the present application;

FIG. 5 is a schematic structural diagram of an embodiment of a vehicle exhaust control apparatus according to the present application;

FIG. 6 is a schematic structural diagram of an embodiment of the subject vehicle.

Detailed Description

In order to make those skilled in the art better understand the technical solution of the present application, the following describes the control method, control device and vehicle of the vehicle exhaust provided by the invention in further detail with reference to the accompanying drawings and the detailed description.

Referring to fig. 1, fig. 1 is a schematic flowchart illustrating a vehicle exhaust control method according to an embodiment of the present application. The control method of the embodiment specifically includes the following steps:

s11: and monitoring the engine power and the exhaust back pressure of the vehicle in real time, and subtracting the engine power and the exhaust back pressure at the current sampling moment from the engine power and the exhaust back pressure at the previous sampling moment, and taking an absolute value to obtain an absolute value of a change value of the current engine power and an absolute value of a change value of the exhaust back pressure of the vehicle.

The Control method of the present application may be implemented by an Electronic Control Unit (ECU) in a vehicle. The electronic control unit may connect the engine and the solenoid valve in the vehicle to achieve control. Specifically, referring to fig. 2, fig. 2 is a schematic structural diagram of an embodiment of a vehicle exhaust system according to the present application. In the present embodiment, the vehicle exhaust system may include an electronic control unit 10, a solenoid valve 11, a first exhaust line 12, a second exhaust line 13, an exhaust system 14, an engine 15, and a muffler 16. The solenoid valve 10 may be an acoustic solenoid valve, among others.

One end of the exhaust system 14 is connected to the engine 15, and the other end of the exhaust system 14 is connected to the first exhaust line 12 and the second exhaust line 13; the muffler 16 is disposed at a junction where the other end of the exhaust system is connected to the first exhaust line 12 and the second exhaust line 13, and may be used to remove exhaust noise of the vehicle.

The solenoid valve 11 may be arranged on the second exhaust line 13. The gas flow cross-sectional area of the second exhaust line 13 can be controlled according to the valve opening of the electromagnetic valve 11.

Therefore, when the opening of the solenoid valve is 0, that is, the solenoid valve 11 is closed, and the second exhaust pipe 13 is not conductive, the exhaust gas flow generated by the engine 15 can be discharged through the first exhaust pipe 12;

when the opening of the electromagnetic valve is larger than 0 and smaller than 1, namely the electromagnetic valve 11 is not completely closed, and the second exhaust pipeline 13 is partially communicated, the exhaust airflow generated by the engine 15 can be exhausted through the first exhaust pipeline 12 and the second exhaust pipeline 13;

when the second exhaust line 13 is open when the solenoid valve opening is 1, i.e., the solenoid valve 11 is open, the exhaust gas flow generated by the engine 15 can be discharged through the second exhaust line 13.

The electronic control unit 10 can be electrically connected with the engine 15 and the electromagnetic valve 11 respectively so as to obtain engine power and exhaust back pressure, and control of vehicle exhaust is realized by controlling the opening of the electromagnetic valve.

Specifically, the electronic control unit 10 can monitor the engine power and the exhaust back pressure of the vehicle in real time. The exhaust back pressure is a resistance pressure of the exhaust gas of the engine 15. When the exhaust back pressure rises, the engine 15 is not smoothly exhausted, which affects the dynamic property of the engine 15, resulting in an increase in the fuel consumption rate of the engine 15 and a decrease in the exhaust emission quality due to insufficient in-cylinder combustion.

The ecu 10 may collect the engine power and the exhaust back pressure of the vehicle at a plurality of times, and take the absolute value of the difference between the engine power and the exhaust back pressure at the current sampling time and the engine power and the exhaust back pressure at the previous sampling time, thereby obtaining the absolute value of the current engine power variation and the absolute value of the exhaust back pressure variation of the vehicle.

From this, the following formula can be obtained:

Δ P | Pc-Pi | … … (1)

Delta EP (I EPc-EPi I … … (2)

Wherein, Δ P is the absolute value of the variation value of the engine power, Pc is the engine power at the current sampling moment, and Pi is the engine power at the previous sampling moment; Δ EP is an absolute value of a change value of the exhaust back pressure, EPc is the exhaust back pressure at the current sampling time, and EPi is the exhaust back pressure at the previous sampling time.

S12: and acquiring a control scheme corresponding to the current engine power of the vehicle, the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure from a preset electromagnetic valve control mapping table, and executing the control scheme.

The electromagnetic valve control mapping table is a comparison table of the opening of the electromagnetic valve, the current engine power of the vehicle, and the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure. The exhaust back pressure is added into the electromagnetic valve control mapping table to serve as a parameter to adjust the relation between the engine power and the opening of the electromagnetic valve, the adaptability is good, and under the electromagnetic valve control mapping table, the engine power can be utilized to the maximum.

The map of the solenoid valve control may be preset in the electronic control unit 10, and when the electronic control unit 10 obtains the current engine power of the vehicle, the corresponding control scheme may be found and executed according to the current engine power of the vehicle, the absolute value of the variation value of the engine power and the absolute value of the variation value of the exhaust back pressure.

The control scheme may include the opening degree of the electromagnetic valve and the change speed of the opening degree of the electromagnetic valve, that is, the electronic control unit 10 may control the electromagnetic valve 11 to reach the corresponding opening degree at the corresponding change speed according to the current engine power of the vehicle, and the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure.

Specifically, the opening degree of the electromagnetic valve is related to the current engine power of the vehicle, and when the current engine power of the vehicle is in a preset value, the opening degree of the electromagnetic valve is 0.

The change speed of the opening of the electromagnetic valve is related to the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure:

when the absolute value of the change value of the engine power is relatively low and the absolute value of the change value of the exhaust back pressure is relatively high, the change speed of the opening of the electromagnetic valve is relatively high;

when the absolute value of the change value of the engine power is relatively low and the absolute value of the change value of the exhaust back pressure is relatively low, the change speed of the opening of the electromagnetic valve is relatively slow;

when the absolute value of the change value of the engine power is relatively high and the absolute value of the change value of the exhaust back pressure is relatively high, the change speed of the opening of the electromagnetic valve is fastest;

when the absolute value of the variation value of the engine power is relatively high and the absolute value of the variation value of the exhaust back pressure is relatively low, the variation speed of the opening degree of the electromagnetic valve is also relatively fast.

According to the embodiment, the engine power, the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure at the current sampling moment can be obtained by monitoring the engine power and the exhaust back pressure of the vehicle in real time, and the opening of the electromagnetic valve is controlled according to the preset electromagnetic valve control mapping table so as to realize vehicle exhaust control. The control of the vehicle exhaust is carried out according to the power of the engine and the exhaust back pressure, and the control method can be suitable for exhaust systems with different sound quality functions; and considering the influence of exhaust back pressure on the power of the engine, a control mapping table of the electromagnetic valve is made, so that the maximization of the power of the engine can be realized.

Referring to fig. 3, fig. 3 is a schematic flow chart of another embodiment of a vehicle exhaust control method according to the present application. The same parts of this embodiment as those of the above embodiment are not described herein again, and the control method of this embodiment may include the following steps:

s21: and monitoring the engine power and the exhaust back pressure of the vehicle in real time, and subtracting the engine power and the exhaust back pressure at the current sampling moment from the engine power and the exhaust back pressure at the previous sampling moment, and taking an absolute value to obtain an absolute value of a change value of the current engine power and an absolute value of a change value of the exhaust back pressure of the vehicle.

S221: and when the engine power at the current sampling moment is less than the first preset power, controlling the opening of the electromagnetic valve to be 0.

In the method of the present embodiment, it is necessary to compare the engine power at the current sampling timing with the preset power. In this embodiment, a total of three preset powers are set, which are the first preset power, the second preset power and the third preset power.

The first preset power is a power critical point which does not cause extra power loss when the current electromagnetic valve is closed and the exhaust airflow is increased; the second preset power is a power critical point which does not cause extra power loss when the electromagnetic valve is opened slowly and the exhaust airflow is increased; the third predetermined power is a power threshold at which the exhaust gas flow increases without causing additional power loss when the solenoid valve is rapidly opened.

Therefore, in step S221, it is first determined whether the engine power at the current sampling time is less than the first preset power, if so, the opening of the electromagnetic valve is controlled to be 0, the second exhaust pipe is not conducted, and the exhaust gas flow is exhausted from the first exhaust pipe.

If the engine power at the current sampling time is greater than or equal to the first preset power, step S222 is executed.

S222: and when the power of the engine at the current sampling moment is greater than or equal to the first preset power and less than the second preset power, controlling the opening of the electromagnetic valve to be greater than 0 and less than 1.

In this case, the opening of the solenoid valve is greater than 0 and less than 1, i.e., the solenoid valve is partially open, the second exhaust line is partially open, and the exhaust gas flow is discharged from the first exhaust line and the second exhaust line.

Further, the speed of the change of the opening of the electromagnetic valve may be controlled according to the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure, and specifically, the method may include steps S2221 to S2222, as follows:

s2221: if the absolute value of the variation value of the engine power is greater than or equal to a first preset value and the absolute value of the variation value of the exhaust back pressure is less than or equal to a second preset value, the opening of the electromagnetic valve is changed at a first speed.

And judging the relation between the absolute value of the change value of the engine power and the first preset value, and the relation between the absolute value of the change value of the exhaust back pressure and the second preset value and the third preset value. The first preset value can be used for judging the power change speed, and the first preset value can take the percentage of the rated power of the engine as a value. In this embodiment, the first preset value may be set to 0.1% to 5% of the rated power of the engine.

The second preset value and the third preset value can be used for presetting whether the back pressure rapidly rises when the power changes, namely whether the back pressure hinders the power rise. And the second preset value is smaller than the third preset value.

In this step, the absolute value of the variation value of the engine power is greater than or equal to the first preset value, and the absolute value of the variation value of the exhaust back pressure is less than or equal to the second preset value, so the opening degree of the electromagnetic valve can be varied at the first speed. Specifically, the speed of change of the opening degree of the electromagnetic valve may be represented by an increase value Δ Op of the opening degree of the electromagnetic valve, in which case the first speed corresponds to an increase value of the opening degree of the electromagnetic valve of: Δ Op is 1 × Δ P, and the opening degree of the electromagnetic valve at this time is calculated as Op + ═ Δ Op.

Wherein as1 is the valve opening increasing coefficient, and is more than 0 and less than or equal to 0.1 of as 1. For example, as1 may take on values of 0.05, 0.1, and so on.

S2222: if the absolute value of the variation value of the engine power is greater than or equal to a first preset value and the absolute value of the variation value of the exhaust back pressure is greater than a second preset value, the opening of the electromagnetic valve is changed at a second speed.

In this step, the absolute value of the variation value of the engine power is greater than or equal to the first preset value, and the absolute value of the variation value of the exhaust back pressure is greater than the second preset value, so the opening degree of the electromagnetic valve can be varied at the second speed. In this case, the opening degree of the electromagnetic valve corresponding to the second speed is increased by: Δ Op is 2 × Δ P, and the opening degree of the electromagnetic valve at this time is calculated as Op + ═ Δ Op.

Wherein as2 is the valve opening increasing coefficient, and is more than or equal to 0.1 and less than or equal to 0.3 of as 1. For example, as1 may take on values of 0.15, 0.2, etc.

Since as1 is less than or equal to as2, the first speed is basically considered to be lower than the second speed, that is, the electromagnetic valve is considered to be opened at a faster speed when the change of the exhaust back pressure is large under the condition of meeting the change of the engine power; when the variation of the exhaust back pressure is small, the solenoid valve is opened at a slow speed.

S223: and when the engine power at the current sampling moment is greater than the second preset power and less than the third preset power, controlling the opening of the electromagnetic valve to be greater than 0 and less than 1.

Steps S223 to S2232 are different from steps S222 to S2222 in the above embodiment in that the engine power at the current sampling time is greater than the second preset power and less than the third preset power. The parts of steps S223 to S2232 that are the same as steps S222 to S2222 in the above embodiment are not described again, and different parts are described below:

s2231: and if the absolute value of the change value of the engine power is greater than or equal to the first preset value and the absolute value of the change value of the exhaust back pressure is less than or equal to the third preset value, the opening of the electromagnetic valve is changed at a second speed.

In this step, the absolute value of the variation value of the engine power is greater than or equal to the first preset value, and the absolute value of the variation value of the exhaust back pressure is less than or equal to the third preset value, so the opening degree of the electromagnetic valve can be varied at the second speed.

S2232: and if the absolute value of the change value of the engine power is greater than or equal to the first preset value and the absolute value of the change value of the exhaust back pressure is greater than a third preset value, the opening of the electromagnetic valve is changed at a third speed.

In this step, the absolute value of the variation value of the engine power is greater than or equal to the first preset value, and the absolute value of the variation value of the exhaust back pressure is greater than the third preset value, so the opening degree of the electromagnetic valve can be varied at the third speed. In this case, the increase value of the opening degree of the electromagnetic valve corresponding to the third speed is: Δ Op is 3 × Δ P, and the opening degree of the electromagnetic valve at this time is calculated as Op + ═ Δ Op.

Wherein as3 is the valve opening increasing coefficient, and is more than or equal to 0.3 and less than or equal to 0.5 of as 1. For example, as1 may take on values of 0.35, 0.4, and so on.

Since as2 is less than or equal to as3, the second speed is basically considered to be lower than the third speed, that is, the electromagnetic valve is considered to be opened at a faster speed when the change of the exhaust back pressure is large under the condition of meeting the change of the engine power; when the variation of the exhaust back pressure is small, the solenoid valve is opened at a slow speed.

Therefore, the solenoid valve can be opened to the corresponding opening of the solenoid valve at different speeds according to the judgment of the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure.

It should be noted that, in the case that the absolute value of the variation value of the engine power is smaller than the first preset value, the current opening degree of the electromagnetic valve may be maintained.

S224: and when the engine power at the current sampling moment is greater than the third preset power, controlling the opening of the electromagnetic valve to be 1.

In the step, the power of the engine at the current sampling moment is greater than the third preset power, and the opening of the electromagnetic valve is controlled to be 1 at the moment, so that the electromagnetic valve is completely opened at the fastest speed. And when the solenoid valve is fully opened, the second exhaust pipeline is fully communicated, and the exhaust airflow can be exhausted from the second exhaust pipeline.

In this embodiment, a control scheme according to a preset electromagnetic valve control mapping table is further described, specifically, a speed change of the opening degree of the electromagnetic valve is controlled according to an absolute value of a change value of the engine power and an absolute value of a change value of the exhaust back pressure. Under the condition that the engine power at the current sampling moment meets the preset condition, when the absolute value of the change value of the engine power is relatively low and the absolute value of the change value of the exhaust back pressure is relatively low, the change speed of the opening of the electromagnetic valve is relatively slow; when the absolute value of the change value of the engine power is relatively low and the absolute value of the change value of the exhaust back pressure is relatively high, or when the absolute value of the change value of the engine power is relatively high and the absolute value of the change value of the exhaust back pressure is relatively low, the change speed of the opening of the electromagnetic valve is relatively high; when the absolute value of the change value of the engine power is relatively high and the absolute value of the change value of the exhaust back pressure is relatively high, the opening of the electromagnetic valve is changed at the fastest speed.

Referring to fig. 4, fig. 4 is a schematic flow chart illustrating a vehicle exhaust control method according to another embodiment of the present application. The same portions of this embodiment as those of the above embodiments will not be described herein again. The method of the embodiment comprises the following steps:

s410: it is determined whether the power-on flag is equal to 1.

When the control method starts, firstly, whether the vehicle is powered on is judged, if yes, step S420 is executed; if not, the control method is ended.

S420: the initialization is completed.

At this time, the vehicle is powered on and the vehicle initialization is completed.

S430: the opening degree Op of the electromagnetic valve is set to be 0.

The solenoid valve opening is set to 0, i.e. the solenoid valve 11 is closed.

S440: the engine power Pi at the previous sampling timing is set to a0, and the exhaust back pressure EPi at the previous sampling timing is set to E0.

S450: the engine power Pc and the exhaust back pressure EPc at the current sampling timing are obtained.

S460: it is determined whether Pc is equal to 0.

If yes, go to step S410; if not, go to step S470.

S470: it is determined whether Pc is less than a 1.

If yes, go to step S471; if not, go to step S480.

Where a1 is the first predetermined power.

S471: and controlling the opening Op of the electromagnetic valve to be 0.

S472: Pi-Pc and Epi-EPc, and the process returns to step S450.

Pi is equal to Pc, Epi is equal to EPc, namely, the engine power Pc at the current sampling time is assigned to the engine power Pi at the previous sampling time, the exhaust back pressure EPc at the current sampling time is assigned to the exhaust back pressure Epi at the previous sampling time, and the engine power Pc and the exhaust back pressure EPc at the current sampling time are obtained again.

S480: it is determined whether Pc is less than a 2.

If yes, go to step S481; if not, go to step S490.

Wherein, A2 is the second preset power.

S481: calculating the delta P as | Pc-Pi |; Δ EP ═ EPc-Epi |.

Calculating the absolute value delta P of the change value of the current engine power of the vehicle and the absolute value delta EP of the change value of the exhaust back pressure; wherein Δ P ═ Pc-Pi |, and Δ EP ═ EPc-Epi |.

S482: it is judged whether or not Δ P is greater than or equal to B1.

If yes, go to step S483, otherwise go to step S487.

Wherein, B1 is a first preset value.

S483: it is judged whether Δ EP is less than or equal to C1.

If yes, go to step S484; if not, executing step S485.

Wherein, C1 is the second preset value.

S484: the solenoid valve opening degree is increased by Δ Op as1 Δ P, and step S486 is executed.

S485: the solenoid valve opening degree is increased by Δ Op as2 Δ P, and step S486 is executed.

S486: the solenoid valve opening Op + ═ Δ Op, and step S472 is executed.

S487: the opening Op of the solenoid valve is not changed, and step S472 is executed.

S490: it is determined whether Pc is less than a 3.

If yes, go to step S491; if not, go to step S495.

Where a3 is the third predetermined power.

S491: calculating the delta P as | Pc-Pi |; Δ EP ═ EPc-Epi |.

Calculating the absolute value delta P of the change value of the current engine power of the vehicle and the absolute value delta EP of the change value of the exhaust back pressure; wherein Δ P ═ Pc-Pi |, and Δ EP ═ EPc-Epi |.

S492: it is judged whether or not Δ P is greater than or equal to B1.

If yes, step S493 is executed, and if no, step S487 is executed.

S493: it is judged whether Δ EP is less than or equal to C2.

If yes, executing step S485; if not, go to step S494.

Wherein C2 is the third preset value.

S494: the solenoid valve opening degree is increased by Δ Op as3 Δ P, and step S486 is executed.

S495: the solenoid valve opening Op is controlled to 1, and step S472 is executed.

In the present embodiment, the engine power Pc at the current sampling time is first determined, and then the absolute value Δ P of the change value of the engine power and the absolute value Δ EP of the change value of the exhaust back pressure are calculated. When the engine power Pc is less than the first preset power a1, the opening Op of the solenoid valve is 0, and it is not necessary to calculate Δ P and Δ EP, so that the calculation can be simplified and the calculation capability can be saved.

It should be noted that the engine power P is proportional to the rotation speed n and the torque M, for example, P ═ n × M/9550, and therefore, in some embodiments, the method may be implemented by replacing the engine power P with the rotation speed n.

Based on the vehicle exhaust control method, the application also provides a vehicle exhaust control device. Referring to fig. 5, fig. 5 is a schematic structural diagram of an embodiment of a vehicle exhaust control device according to the present application.

The control device 500 may comprise a memory 51 and a processor 52, the memory 51 being connected to the processor 52, the memory 51 storing a computer program, the computer program implementing the method of any of the above embodiments when executed by the processor 52. The steps and principles thereof have been described in detail in the above method and will not be described in detail herein.

In the present embodiment, the processor 52 may also be referred to as a Central Processing Unit (CPU). Processor 52 may be an integrated circuit chip having signal processing capabilities. The processor 52 may also be a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

Based on the control method for vehicle exhaust, the application also provides a vehicle. Referring to fig. 6, fig. 6 is a schematic structural diagram of an embodiment of a vehicle according to the present application. In this embodiment, the vehicle 600 may include a vehicle body 601 and the control device 500 described above, wherein the control device may be the electronic control unit 10 in the above embodiment, and the control device 500 is connected to the vehicle body 601 and may control the exhaust of the vehicle body 601.

The application discloses a control method and a control device for vehicle exhaust and a vehicle, wherein the method comprises the steps of monitoring the engine power and the exhaust back pressure of the vehicle in real time, making a difference between the engine power and the exhaust back pressure at the current sampling moment and the engine power and the exhaust back pressure at the previous sampling moment, and taking an absolute value to obtain the absolute value of the change value of the current engine power and the absolute value of the change value of the exhaust back pressure of the vehicle; acquiring a control scheme corresponding to the current engine power of the vehicle, the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure from a preset electromagnetic valve control mapping table, and executing the control scheme; the electromagnetic valve control mapping table is a comparison table of the opening of the electromagnetic valve, the current engine power of the vehicle, and the absolute value of the change value of the engine power and the absolute value of the change value of the exhaust back pressure. Through the mode, the power maximization under different engine rotating speeds can be realized according to the comparison between the exhaust back pressure and the engine power change, so that the performance of the whole vehicle is improved; in addition, still say in this application that engine power section subdivides, can make things convenient for the better control of exhaust noise to promote the sound quality.

It is to be understood that the specific embodiments described herein are merely illustrative of the application and are not limiting of the application. In addition, for convenience of description, only a part of structures related to the present application, not all of the structures, are shown in the drawings. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

The terms "first", "second", etc. in this application are used to distinguish between different objects and not to describe a particular order. Furthermore, the terms "include" and "have," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements listed, but may alternatively include other steps or elements not listed, or inherent to such process, method, article, or apparatus.

Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.

The above description is only for the purpose of illustrating embodiments of the present application and is not intended to limit the scope of the present application, and all modifications of equivalent structures and equivalent processes, which are made by the contents of the specification and the drawings of the present application or are directly or indirectly applied to other related technical fields, are also included in the scope of the present application.