WO2024259826A1 - 排气声浪阀控制方法及装置、电子设备、存储介质 - Google Patents

排气声浪阀控制方法及装置、电子设备、存储介质 Download PDF

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Publication number
WO2024259826A1
WO2024259826A1 PCT/CN2023/123882 CN2023123882W WO2024259826A1 WO 2024259826 A1 WO2024259826 A1 WO 2024259826A1 CN 2023123882 W CN2023123882 W CN 2023123882W WO 2024259826 A1 WO2024259826 A1 WO 2024259826A1
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WIPO (PCT)
Prior art keywords
exhaust sound
valve assembly
exhaust
sound valve
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2023/123882
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English (en)
French (fr)
Inventor
刘伟强
连学通
白振霄
吕超
石皓
秦岭
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Publication of WO2024259826A1 publication Critical patent/WO2024259826A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/12—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle exterior
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present application relates to the field of vehicle technology, and more specifically, to an exhaust noise valve control method and device, electronic equipment, and storage medium.
  • the embodiments of the present application provide an exhaust sound valve control method and device, an electronic device, and a storage medium, which aim to solve the technical problem that the driver has no exhaust sound valve control requirements but also shows ice blockage failure.
  • an exhaust sound valve control method comprising:
  • the exhaust valve ice blockage display status is displayed in the designated display area of the vehicle.
  • determining the exhaust valve ice blockage display state according to the current ambient temperature and the control intention includes:
  • the exhaust valve ice blockage display status is determined based on the timing status, current ambient temperature and control intent.
  • determining the exhaust valve ice blockage display state according to the timing state, the current ambient temperature and the control intention includes:
  • detecting the driver's control intention with respect to the exhaust sound valve assembly includes:
  • the exhaust sound valve assembly includes a left exhaust sound valve and a right exhaust sound valve, and before the exhaust sound valve assembly of the vehicle is detected to have a fault, the current ambient temperature is obtained, and the driver's control intention for the exhaust sound valve assembly is detected, the method further includes:
  • the method before obtaining the current ambient temperature and detecting the driver's control intention for the exhaust sound valve assembly if a fault of the exhaust sound valve assembly of the vehicle is detected, the method further includes:
  • the current driving mode is obtained, and the control state of the exhaust sound valve assembly is determined according to the current driving mode
  • control state indicates that the exhaust sound valve assembly is not controllable, obtaining a preset exhaust sound valve assembly state corresponding to the current driving mode, and displaying the preset exhaust sound valve assembly state corresponding to the current driving mode in a designated display area;
  • control state indicates that the exhaust sound valve assembly is controllable, check whether the central control signal for the exhaust sound valve assembly is obtained.
  • the exhaust noise valve assembly is controlled according to the central control signal.
  • the exhaust sound valve assembly is controlled according to the central control signal, including:
  • the exhaust sound valve assembly is controlled according to the central control signal.
  • an exhaust sound valve control device comprising:
  • a determination module configured to determine an exhaust valve ice blockage display state according to a current ambient temperature and a control intention
  • an electronic device comprising: one or more processors; a storage device for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the electronic device implements the exhaust sound valve control method as described above.
  • a computer program product or a computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium.
  • a processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the exhaust sound valve control method provided in the above various optional embodiments.
  • the current ambient temperature and the driver's control intention for the exhaust sound valve assembly are obtained, and whether the exhaust sound valve assembly is likely to be iced and blocked can be determined based on the current ambient temperature, and the control intention can characterize whether the driver has a control demand for the exhaust sound valve assembly, and the exhaust valve ice blockage display state is determined comprehensively based on the current ambient temperature and the control intention, and the determined exhaust valve ice blockage display state can characterize whether the exhaust sound valve assembly is iced and blocked, and at the same time, the determined exhaust valve ice blockage display state corresponds to the driver's control demand, and the determined exhaust valve ice blockage display state is displayed in a designated display area of the vehicle, so that the driver can understand in the designated display area whether the exhaust sound valve assembly is iced and blocked, thereby avoiding unnecessary trouble to the driver.
  • FIG1 is a schematic diagram of a usage scenario involved in the present application.
  • FIG4 is a flow chart of step S220 in an embodiment of the present application.
  • FIG5 is a schematic diagram of the algorithm flow of the Ascet rising edge delay module
  • FIG6 is a flow chart of step S420 in an embodiment of the present application.
  • FIG8 is a flow chart of an exhaust sound valve control method according to another embodiment of the present application.
  • FIG10 is a schematic diagram of a central control signal involved in the present application.
  • FIG. 13 shows a schematic diagram of the structure of a computer system of an electronic device suitable for implementing an embodiment of the present application.
  • Fig. 2 is a flow chart of an exhaust sound valve control method according to an exemplary embodiment. The method can be applied to the use scenario shown in Fig. 1 .
  • the exhaust sound valve control method may include steps S210 to S230, which are described in detail as follows:
  • Step S210 if it is detected that the exhaust sound valve assembly of the vehicle is faulty, the current ambient temperature is obtained, and the driver's control intention for the exhaust sound valve assembly is detected.
  • an exhaust sound valve assembly is provided on the vehicle to detect whether the exhaust sound valve assembly fails.
  • the exhaust sound valve assembly has multiple fault states, including a blocking fault and a non-blocking fault.
  • the current ambient temperature of the vehicle's environment is obtained, and the driver's control intention on the exhaust sound valve assembly is detected.
  • the current ambient temperature can be obtained through a temperature sensor set on the vehicle or through a weather forecast.
  • the above control intention represents the driver's intention to open or close the exhaust sound valve assembly.
  • step S210 the driver's control intention for the exhaust sound valve assembly is detected, including steps S310 to S340 , which are described in detail as follows:
  • Step S310 obtaining the current driving mode, and determining the control state of the exhaust sound valve assembly according to the current driving mode.
  • a driving mode signal is obtained from the CAN bus (Controller Area Network), and the current driving mode is determined according to the driving mode signal.
  • the vehicle is provided with a variety of driving modes, including Ecology Conservation Optimization (ECO), Sport+, Comfort, Sport, and Individual.
  • ECO Ecology Conservation Optimization
  • Sport+ Sport+
  • Comfort Sport
  • Sport Individual
  • a corresponding control state is pre-set for each driving mode, and the control state indicates whether the exhaust sound valve assembly can be regulated in the corresponding driving mode.
  • control state corresponding to the economy mode and extreme sports mode can be set as an uncontrollable exhaust noise valve assembly, that is, it cannot be adjusted by the central control signal; while the control state corresponding to the comfort mode, sports mode and personal mode is an adjustable exhaust noise valve assembly, that is, the exhaust noise valve assembly can be adjusted by the central control signal.
  • the corresponding preset exhaust noise valve assembly state is the exhaust noise valve assembly closed, and in the extreme sports mode, the corresponding preset exhaust noise valve assembly state is the exhaust noise valve assembly opened.
  • the control state corresponding to each driving mode can be set as needed, and this application does not limit this.
  • Step S320 If the control state indicates that the exhaust sound valve assembly is not controllable, determine the control intention for the exhaust sound valve assembly according to the current driving mode.
  • the corresponding preset exhaust noise valve assembly state is obtained, and the control intention is determined according to the preset exhaust noise valve assembly state. If the current driving mode is the economy mode, and the corresponding preset exhaust noise valve assembly state is that the exhaust noise valve assembly is closed, the corresponding control intention is to control the exhaust noise valve assembly to be closed.
  • Step S330 if the control state indicates that the exhaust sound valve assembly is controllable, it is detected whether a central control signal for the exhaust sound valve assembly is obtained.
  • the control state corresponding to the current driving mode indicates that the exhaust sound valve assembly is controllable, it is detected whether a central control signal for the exhaust sound valve assembly is obtained from the CAN bus, and the central control signal is generated by manual control of the driver.
  • corresponding exhaust sound valve assembly control states are set for a variety of driving modes.
  • the corresponding control intention is determined by the corresponding preset exhaust sound valve assembly state in the driving mode, and when in a driving mode where the exhaust sound valve assembly is controllable, the corresponding control intention is determined by the received central control signal.
  • Step S220 determining the exhaust valve ice blockage display state according to the current ambient temperature and the control intention.
  • the exhaust valve ice blockage display state is determined according to the current ambient temperature and control intention, and the exhaust valve ice blockage display state includes an exhaust sound valve component non-ice blockage fault and an exhaust sound valve component ice blockage fault.
  • whether the exhaust noise valve assembly may be blocked by ice can be determined according to the current ambient temperature, and the control intention can indicate whether the driver has a control demand for the exhaust noise valve assembly. If the current ambient temperature is less than the set temperature threshold, and the control intention is to change the operating state of the exhaust noise valve assembly, the exhaust valve ice blockage display state is determined to be an exhaust noise valve assembly ice blockage fault; if the current ambient temperature is greater than or equal to the set temperature threshold or the control intention is not to change the operating state of the exhaust noise valve assembly, the exhaust valve ice blockage display state is determined to be an exhaust noise valve assembly non-ice blockage fault.
  • Step S410 obtaining the current control cumulative time for the exhaust sound valve control, and determining the timing state according to the current control cumulative time.
  • a timing module with rising edge delay is provided to record the accumulated time of exhaust sound valve control once.
  • the accumulated time of the timing module with rising edge delay within a time step is reset to zero to ensure the robustness of the displayed exhaust valve ice blockage display state.
  • the current control accumulated time is further obtained based on the current ambient temperature and control intention, and the timing state is determined according to the current control accumulated time.
  • the timing state can characterize the relationship between the current control accumulated time and the preset accumulated time threshold.
  • Step S420 determining the exhaust valve ice blockage display state according to the timing state, the current ambient temperature and the control intention.
  • the exhaust valve ice blockage display state is determined based on the timing state, the current ambient temperature and the control intention. In the embodiment of the present application, the exhaust valve ice blockage display state is determined based on the current ambient temperature and the control intention, which can more accurately determine the exhaust valve ice blockage display state.
  • the timing module uses the Ascet rising edge delay module to delay the output of the ice blockage fault judgment result, as shown in Figure 5, which is a schematic diagram of the algorithm flow of the Ascet rising edge delay module.
  • Ascet rising edge delay module In order to ensure the stability of the set delay time and the robustness of the Ascet generated code operation, it is set to clear the current control cumulative time of the rising edge delayed timing module when entering the exhaust sound valve control process for the first time to accurately meet the delay time requirements.
  • the current control cumulative time of the timing module delayed by the rising edge of the last exhaust sound valve control process is not If it is reset, the current control accumulated time in the exhaust sound valve control process will continue to accumulate based on the previous accumulated time, or even without the current control accumulated time, and an ice blockage fault will be directly reported, which increases the probability of false alarm of ice blockage fault and reduces user experience.
  • the present application resets the current control accumulated time of the timing module that delays the rising edge of each exhaust sound valve control process, which can reduce the probability of false alarm of ice blockage fault and improve user experience.
  • step S420 the exhaust valve ice blockage display state is determined according to the timing state, the current ambient temperature and the control intention, including steps S610 and S620 , which are described in detail as follows:
  • Step S610 if the timing status indicates that the current control cumulative time is less than the preset cumulative time threshold, and the current ambient temperature is less than the set temperature threshold, the control intention is to change the operating state of the exhaust sound valve assembly, and determine that the exhaust valve ice blockage display state is an exhaust sound valve assembly ice blockage fault.
  • an estimated cumulative time threshold and a set temperature threshold are pre-set. If the current control cumulative time is less than the preset cumulative time threshold, the current ambient temperature is less than the set temperature threshold, and the control intention is to change the operating state of the exhaust sound valve assembly, then the exhaust valve ice blockage display state is directly determined to be an exhaust sound valve assembly ice blockage fault.
  • the exhaust valve ice blockage display state is determined to be an exhaust sound valve assembly ice blockage fault, and then the exhaust sound valve assembly ice blockage fault is displayed in the designated display area of the vehicle.
  • the exhaust sound valve assembly When the current ambient temperature is less than the set temperature threshold, the exhaust sound valve assembly may be iced and blocked, and when the current ambient temperature is greater than or equal to the set temperature threshold, the possibility of ice blockage is small; when the control intention is to control the operating state of the exhaust sound valve assembly to change, it indicates the driver's subjective or objective exhaust sound valve assembly control demand, and only when the driver has a demand, the exhaust sound valve assembly ice blockage fault will be reported; and when the current control cumulative time is less than the preset cumulative time threshold, it indicates that the current control cumulative time in the last exhaust sound valve control process has been reset, which ensures the consistency of timing, reduces the probability of false reporting of ice blockage faults, and improves user experience. Because the larger the set temperature threshold, the easier it is to report an ice blockage fault, so the above-mentioned set temperature threshold is generally set to a value less than 0°C.
  • the operating state of the exhaust noise valve assembly includes an open state and a closed state
  • controlling the operating state of the exhaust noise valve assembly to change includes changing the exhaust noise valve from an open state to a closed state, or changing the exhaust noise valve from a closed state to an open state.
  • Step S620 if the timing status indicates that the current control cumulative time is greater than or equal to the preset cumulative time threshold, the current ambient temperature is greater than or equal to the set temperature threshold, or the control intention is to not control the operating state of the exhaust sound valve assembly to change, it is determined that the exhaust valve ice blockage display state is an exhaust sound valve assembly non-ice blockage fault.
  • the exhaust valve ice blockage display state is a non-ice blockage fault of the exhaust sound valve assembly.
  • Step S230 displaying the exhaust valve ice blockage status in a designated display area of the vehicle.
  • the determined exhaust valve ice blockage display status is displayed in a designated display area of the vehicle.
  • the designated display area may include a dashboard of the vehicle.
  • the control intention can indicate whether the driver has a control demand for the exhaust sound wave valve assembly.
  • the exhaust valve ice blockage display state is determined by comprehensively determining the exhaust valve ice blockage display state through the current ambient temperature and the control intention.
  • the determined exhaust valve ice blockage display state can indicate whether the exhaust sound wave valve assembly is blocked by ice.
  • Ice blockage The confirmed exhaust valve ice blockage status will be displayed in the designated display area of the vehicle, so that the driver can understand whether the exhaust sound valve assembly is ice blocked in the designated display area, avoiding unnecessary trouble to the driver.
  • the exhaust sound valve assembly includes a left exhaust sound valve and a right exhaust sound valve. If it is detected that the exhaust sound valve assembly of the vehicle fails in step S210, the current ambient temperature is obtained, and before the driver's control intention for the exhaust sound valve assembly is detected, the exhaust sound valve control method further includes steps S710 to S730, which are described in detail as follows:
  • Step S710 detecting whether the left exhaust sound valve and the right exhaust sound valve are faulty.
  • the exhaust noise valve assembly includes a left exhaust noise valve and a right exhaust noise valve, and simultaneously detects whether the left exhaust noise valve and the right exhaust noise valve are faulty.
  • Step S720 If either the left exhaust sound valve or the right exhaust sound valve fails, it is determined that the exhaust sound valve assembly of the vehicle fails.
  • Step S730 if neither the left exhaust sound valve nor the right exhaust sound valve fails, determine that the exhaust valve ice blockage display state is an exhaust sound valve component non-ice blockage fault, and display the exhaust valve ice blockage display state in a designated display area of the vehicle.
  • the exhaust valve ice blockage display status is directly determined to be a non-ice blockage fault of the exhaust sound valve assembly, and the exhaust valve ice blockage display status is displayed in the designated display area of the vehicle, so that the driver can know that the exhaust sound valve assembly is not currently ice-blocked.
  • the exhaust sound valve control method further includes steps S810 to S850, which are described in detail as follows:
  • Step S810 detecting whether the vehicle's engine management system, LIN bus and exhaust sound valve assembly are faulty.
  • EMS vehicle's engine management system
  • LIN Local Interconnect Network
  • the automobile engine management system optimizes and controls the engine ignition, fuel injection, air-to-fuel ratio, exhaust gas, etc. through electronic control means, so that the engine works in the best working condition, achieving the purpose of improving performance, safety, energy saving, and reducing exhaust emissions.
  • the LIN bus is a low-cost serial communication network defined for automobile distributed electronic systems. It is a supplement to other automobile multi-channel networks such as the controller area network. It is suitable for applications that do not have excessive requirements for network bandwidth, performance or fault tolerance.
  • the LIN bus is based on the SCI (UART) data format and adopts a single master controller/multiple slave device mode. It is a special case of UART. In situations where the bandwidth and multi-function of the CAN bus are not required, such as communication between smart sensors and brake devices, using the LIN bus can save costs.
  • Step S820 if the vehicle's engine management system, LIN bus and exhaust sound valve assembly are not faulty, obtain the current driving mode and determine the control state of the exhaust sound valve assembly according to the current driving mode.
  • the current driving mode is obtained, and the control state of the exhaust sound valve assembly is determined according to the current driving mode.
  • the corresponding control state is consistent with that described in the aforementioned step S310 and will not be described in detail here.
  • Step S830 if the control state indicates that the exhaust sound valve assembly is not controllable, obtain the preset exhaust sound valve assembly state corresponding to the current driving mode, and display the preset exhaust sound valve assembly state corresponding to the current driving mode in the designated display area.
  • the preset exhaust sound valve assembly state corresponding to the current driving mode is obtained, and the obtained preset exhaust sound valve assembly state is directly displayed in the designated display area, so that the driver can know the state of the exhaust sound valve assembly in the current state.
  • the current driving mode is the extreme sports mode
  • the corresponding preset exhaust sound valve assembly state is that the exhaust sound valve assembly is open, and the driver can know that the exhaust sound valve assembly is currently in the open state.
  • Step S840 If the control state indicates that the exhaust sound valve assembly is controllable, it is detected whether a central control signal for the exhaust sound valve assembly is obtained.
  • control state indicates that the exhaust sound valve assembly is controllable, it is detected whether a central control signal for the exhaust sound valve assembly is obtained.
  • Step S850 If a central control signal is obtained, the exhaust sound valve assembly is controlled according to the central control signal.
  • the exhaust sound valve assembly is directly controlled according to the central control signal.
  • step S850 the exhaust sound valve assembly is controlled according to the central control signal, including steps S910 to S930 , which are described in detail as follows:
  • Step S910 obtaining the request state of the central control signal at the request time.
  • Figure 10 is a schematic diagram of the central control signal
  • the central control signal is an event-type signal.
  • Figure 10 shows three central control signals in normal states and a central control signal formed by continuous pressing.
  • the host will send a control state signal of 3 to 5 cycles (50 to 100ms) as the central control signal.
  • the central control signal After the host sends the central control signal, it will immediately return to zero.
  • the central control signal does not have time to return to zero and switches continuously between the open and closed states.
  • the request state of the central control signal at the request time is obtained, and the request time is the time when the central control signal is generated.
  • Step S920 Detect whether the central control signal is caused by an accidental touch according to the request status.
  • a rising edge trigger module is used to detect whether the request state jumps from state 0, so as to detect whether the central control signal is caused by a false touch. If the request state does not jump from state 0, it can be determined that the central control signal is caused by a false touch. If the request state jumps from state 0, it can be determined that the central control signal is not caused by a false touch.
  • Step S930 If the central control signal is not caused by an accidental touch, the exhaust sound valve assembly is controlled according to the central control signal.
  • the exhaust sound valve assembly is directly controlled according to the central control signal.
  • no changes are made to the memory intermediate variables corresponding to the driving mode.
  • the driver's very fast manipulation of the exhaust sound valve is considered to be an erroneous operation, or a meaningless continuous key press, and the system will not respond, which is beneficial to improving the user experience.
  • the type of the memory intermediate variable corresponding to the driving mode is the Ascet non-erasable type, that is, the memory intermediate variable is stored in the non-erasable memory. Except for the space, it will not be cleared when the vehicle is powered on or off.
  • the Ascet rising edge trigger and the basic logic module are used to filter out continuous and rapid abnormal key presses, that is, only the first rising edge in a series of rapid signals is recognized.
  • the driver makes an error operation or presses the key continuously with emotion, only the first control intention can be recognized, which is more humane.
  • FIG. 11 is a flow chart of an exhaust sound valve control method according to an exemplary embodiment.
  • the exhaust sound valve control method may include steps S1101 to S1108, which are described in detail as follows:
  • Step S1101 detecting whether any of the vehicle's engine management system, LIN bus and exhaust sound valve assembly fails.
  • the engine management system and the exhaust sound valve assembly exchange signals through the LIN bus.
  • a communication failure occurs, it will be transmitted to the engine management system in the form of a logical quantity, and the fault status of the left and right exhaust sound valves of the exhaust sound valve assembly will be transmitted to the engine management system in the form of a state quantity.
  • Step S1102 if any of the engine management system, LIN bus and exhaust sound valve assembly of the vehicle fails, detect whether the exhaust sound valve assembly fails.
  • the fault status signals corresponding to the left and right exhaust sound valves are obtained, and the fault status signals corresponding to the left and right exhaust sound valves are respectively equal to states 1 and 3 to obtain 4 output results.
  • the 4 output results are subjected to an "or" operation. If the output is set, it is considered that a blockage fault has occurred and the next step is entered. If the output is reset, it is considered that there is no blockage fault.
  • Step S1103 if the exhaust sound valve assembly has not failed, the first memory logic value corresponding to the opening or closing of the exhaust sound valve assembly is reset, the exhaust valve non-blocking fault state is determined, and the exhaust valve non-blocking fault state is displayed in a designated display area of the vehicle.
  • the first memory logic quantity corresponding to the opening or closing of the exhaust sound valve assembly is reset, that is, the first memory logic quantity is assigned a value of false.
  • the exhaust valve non-blocking fault state is determined, and the exhaust valve non-blocking fault state is displayed in a designated display area of the vehicle, so that the driver can understand the current state of the exhaust sound valve assembly in the designated display area.
  • Step S1104 if the exhaust sound valve assembly fails, obtain the timing status, current ambient temperature and control intent, and determine the exhaust valve ice blockage display status based on the timing status, current ambient temperature and control intent, and display the exhaust valve ice blockage display status in the designated display area of the vehicle.
  • the exhaust valve ice blockage display state is determined based on the acquired timing state, current ambient temperature and control intent.
  • a bus driving mode signal is received to determine the current driving mode, and Get the control state of the exhaust sound valve assembly corresponding to the current driving mode. If the control state indicates that the exhaust sound valve assembly cannot be controlled in the current driving mode, get the corresponding preset exhaust sound valve assembly state, assign the open/closed state in the preset exhaust sound valve assembly state corresponding to the current driving mode to the request variable corresponding to the opening or closing of the exhaust sound valve assembly, and then display the preset exhaust sound valve assembly state corresponding to the current driving mode in the designated display area.
  • the central control signal is received, the central control signal is subjected to a "not equal to” logic operation with state 0, and a rising edge detection is performed, and an "equal to” logic operation is performed with state 1 or state 2 at the same time, and an “and” logic operation is performed on the rising edge detection output result and the "equal to” logic result.
  • the opening state or closing state of the sound valve is assigned to the memory intermediate variable corresponding to the driving mode, and finally the memory intermediate variable corresponding to the driving mode is assigned to the request variable corresponding to the opening or closing of the exhaust sound valve component, and sent to the designated display area for display.
  • Ascet bilateral trigger module to perform bilateral trigger detection on the upper and lower edges of the request variable corresponding to the opening or closing of the exhaust sound valve component and state 2 through the "equal" comparison logic, output the bilateral trigger detection logic quantity to the input port of the Ascet latch module, and latch the request variable corresponding to the opening or closing of the exhaust sound valve component at the output port for output.
  • a "less than” comparison logic operation is performed on the current ambient temperature and the set temperature threshold to obtain a comparison result logic quantity, and the comparison result logic quantity is inverted to obtain a negative logic quantity, which will be used to reset the latch; a negative logic operation is performed on the first memory logic quantity corresponding to the opening or closing of the exhaust sound valve component, and a logical "OR” operation is performed with the aforementioned negative logic quantity, and the logic result after the "OR” operation is output to the reset port of the Ascet latch.
  • the bilateral trigger detection can determine whether the driver has the control intention to open or close the exhaust sound valve assembly. Regardless of whether the control intention is a subjective request from the driver through the central control signal or a switch request caused by the driving mode switch, it can be detected by the bilateral trigger. In specific applications, even if it is determined that the exhaust sound valve assembly may have an ice blockage fault based on the current ambient temperature, the control intention indicates that the driver has no control requirements for manipulating the exhaust sound valve assembly, and the exhaust sound valve assembly ice blockage fault will not be displayed in the designated display area, because as the exhaust temperature rises, the ice blockage will gradually disappear, and there is no need to report the fault unnecessarily, causing trouble to the driver.
  • Step S1105 if the vehicle's engine management system, LIN bus and exhaust sound valve assembly are not faulty, the first memory logic quantity corresponding to the opening or closing of the exhaust sound valve assembly is reset, and the second memory logic quantity corresponding to the ice blockage fault of the exhaust sound valve assembly is reset.
  • a first memory logic value and a second memory logic value are preset, and the first memory logic value and the second memory logic value are reset, that is, the first memory logic value and the second memory logic value are assigned to false.
  • the logic quantity and the second memory logic quantity are reset to avoid entering the ice blockage fault judgment again.
  • the first memory logic quantity is reset.
  • the output of the latch is reset once using the logic quantity, so that the output of the Ascet latch output logic quantity branch is reset.
  • the latch output will be set only when the driver's subjective or objective control demand for the exhaust valve failure is detected, otherwise it is considered that the ice blockage failure is not sent to the instrument display to avoid interference to the driver.
  • the latch can latch the driver's exhaust sound valve assembly control requirements.
  • the Ascet latch has an input port, a reset port, an output port, and an inverted output port. Once the input port detects a set position, the output port latches the set position, unless the reset port detects a set signal, at which time the output port is reset. It is worth noting that when the input port and the reset port are set at the same time, the latch output is reset.
  • the second memory logic quantity is reset, and when the ice blockage fault judgment is entered again, the timing module with the rising edge delay is cleared within a time step to ensure the robustness of the delay time of the ice blockage fault instrument display.
  • the request variable corresponding to the opening or closing of the exhaust sound valve component is defined, and the driver's sound valve control intention is latched in combination with the Ascet bilateral trigger detection and latch module. This is used as one of the conditions for judging the ice blockage fault. When it is detected that the driver intends to control the sound valve, the ice blockage fault is considered to be reported to avoid unnecessary trouble to the driver.
  • Step S1106 obtaining the current driving mode, and determining whether the exhaust sound valve assembly is adjustable according to the adjustment state corresponding to the current driving mode.
  • the current driving mode is obtained, and it is determined whether the exhaust sound valve assembly is adjustable according to the control state corresponding to the current driving mode, that is, it is determined whether the exhaust sound valve assembly can be adjusted by the central control signal.
  • Step S1107 if the exhaust sound valve assembly is adjustable, the exhaust sound valve assembly is controlled according to the obtained central control signal, and the driving parameters of the driver in the current driving mode are memorized.
  • the exhaust sound valve assembly is adjustable, the exhaust sound valve assembly is directly controlled according to the acquired central control signal, and the driving parameters of the driver in the current driving mode are memorized.
  • the memorized driving parameters can characterize the driving habits of the driver in the current driving mode.
  • Step S1108 if the exhaust sound valve assembly is not adjustable, the exhaust sound valve assembly is controlled according to a preset exhaust sound valve assembly state corresponding to the current driving mode, and the preset exhaust sound valve assembly state is displayed in a designated display area.
  • the exhaust sound valve assembly after determining that the exhaust sound valve assembly cannot be adjusted, the exhaust sound valve assembly is directly controlled according to the preset exhaust sound valve assembly state corresponding to the current driving mode, and then the preset exhaust sound valve assembly state is displayed in the designated display area.
  • the first memory logic quantity and its variable properties are defined, and the ambient temperature comparison logic fetching reset latch is designed to meet the above complex usage scenarios, making the exhaust sound valve assembly ice blockage fault reporting more intelligent and humanized;
  • the defined second memory logic quantity ensures that each time the ice blockage fault judgment is entered, the cumulative timing of the rising edge delay module is reset, which improves the robustness of the code operation at the Ascet software level, and reduces the probability of false ice blockage faults from the user experience level.
  • FIG. 12 is an exhaust sound valve control device according to an exemplary embodiment, including:
  • the acquisition module 1210 is configured to acquire the current ambient temperature and detect the driver's control intention on the exhaust sound valve assembly if a fault is detected in the exhaust sound valve assembly of the vehicle;
  • a determination module 1220 configured to determine an exhaust valve ice blockage display state according to a current ambient temperature and a control intention
  • the display module 1230 is configured to display the exhaust valve ice blockage status in a designated display area of the vehicle.
  • the determination module 1220 includes:
  • a first acquisition submodule is configured to acquire a current control cumulative time for exhaust sound valve control and determine a timing state according to the current control cumulative time;
  • the first determination submodule is configured to determine the exhaust valve ice blockage display state according to the timing state, the current ambient temperature and the control intention.
  • determining a submodule includes:
  • the first determination unit is configured to determine that the exhaust valve ice blockage display state is an exhaust valve assembly ice blockage fault if the timing state indicates that the current control cumulative time is less than a preset cumulative time threshold, the current ambient temperature is less than a set temperature threshold, and the control intention is to control the operation state of the exhaust sound valve assembly to change;
  • the second determination unit is configured to determine that the exhaust valve ice blockage display state is a non-ice blockage fault of the exhaust sound valve assembly if the timing state indicates that the current control cumulative time is greater than or equal to a preset cumulative time threshold, the current ambient temperature is greater than or equal to a set temperature threshold, or the control intention is to change the operating state of the exhaust sound valve assembly without controlling the exhaust sound valve assembly.
  • the acquisition module 1210 includes:
  • a second acquisition submodule configured to acquire a current driving mode and determine a control state of the exhaust sound valve assembly according to the current driving mode
  • a second determination submodule is configured to determine a control intention for the exhaust sound valve assembly according to a current driving mode if the control state indicates that the exhaust sound valve assembly is not controllable;
  • a detection submodule configured to detect whether a central control signal for the exhaust sound valve assembly is obtained if the control state indicates that the exhaust sound valve assembly is controllable
  • the third determination submodule is configured to determine the control intention for the exhaust sound valve assembly according to the central control signal if the central control signal is obtained.
  • the exhaust sound valve assembly includes a left exhaust sound valve and a right exhaust sound valve
  • the exhaust sound valve control device further includes:
  • a first detection unit is configured to detect whether a left exhaust sound valve and a right exhaust sound valve are faulty
  • a third determination unit is configured to determine that an exhaust sound valve assembly of the vehicle is faulty if either the left exhaust sound valve or the right exhaust sound valve is faulty;
  • the fourth determination unit is configured to determine that the exhaust valve ice blockage display status is a non-ice blockage fault of the exhaust sound valve assembly if neither the left exhaust sound valve nor the right exhaust sound valve has failed, and display the exhaust valve ice blockage display status in a designated display area of the vehicle.
  • the exhaust sound valve control device further includes:
  • a second detection unit is configured to detect whether an engine management system, a LIN bus, and an exhaust sound valve assembly of the vehicle are faulty;
  • a first acquisition unit is configured to acquire a current driving mode if no failure occurs in an engine management system, a LIN bus, and an exhaust sound valve assembly of the vehicle, and determine a control state of the exhaust sound valve assembly according to the current driving mode;
  • a second acquisition unit is configured to acquire a preset exhaust sound valve assembly state corresponding to a current driving mode if the control state indicates that the exhaust sound valve assembly is not controllable, and display the preset exhaust sound valve assembly state corresponding to the current driving mode in a designated display area;
  • a third detection unit is configured to detect whether a central control signal for the exhaust sound valve assembly is obtained if the control state indicates that the exhaust sound valve assembly is controllable;
  • the control unit is configured to control the exhaust sound valve assembly according to the central control signal if the central control signal is obtained.
  • control unit includes:
  • An acquisition subunit configured to acquire a request state of a central control signal at a request time
  • a detection subunit configured to detect whether the central control signal is caused by an accidental touch according to the request state
  • the control subunit is configured to control the exhaust sound valve assembly according to the central control signal if the central control signal is not caused by an accidental touch.
  • An embodiment of the present application also provides an electronic device, comprising: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by the one or more processors, the electronic device implements the exhaust sound valve control method provided in the above-mentioned embodiments.
  • FIG. 13 shows a schematic diagram of the structure of a computer system of an electronic device suitable for implementing an embodiment of the present application.
  • the computer system 1300 includes a central processing unit (CPU) 1301, which can perform various appropriate actions according to a program stored in a read-only memory (ROM) 1302 or a program loaded from a storage part 1308 to a random access memory (RAM) 1303.
  • the CPU 1301, the ROM 1302 and the RAM 1303 are connected to each other via a bus 1304.
  • An input/output (I/O) interface 1305 is also connected to the bus 1304.
  • the following components are connected to the I/O interface 1305: an input section 1306 including a keyboard, a mouse, etc.; an output section 1307 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 1308 including a hard disk, etc.; and a communication section 1309 including a network interface card such as a LAN (Local Area Network) card, a modem, etc.
  • the communication section 1309 performs communication processing via a network such as the Internet.
  • a drive 1310 is also connected to the I/O interface 1305 as needed.
  • a removable medium 1311 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 1310 as needed so that a computer program read therefrom is installed into the storage section 1308 as needed.
  • an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart.
  • the computer program can be downloaded and installed from a network through a communication section 1309, and/or installed from a removable medium 1311.
  • CPU central processing unit
  • the computer-readable medium shown in the embodiment of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two.
  • the computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above.
  • Computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.
  • a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device.
  • a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable computer program. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above.
  • Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, which may send, propagate, or transmit programs for use by or in conjunction with an instruction execution system, apparatus, or device.
  • the computer program contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.
  • each box in the flowchart or block diagram may represent a module, a program segment, or a portion of a code, and the module, program segment, or a portion of a code contains one or more executable instructions for implementing a specified logical function.
  • the functions marked in the boxes may also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession may actually be executed substantially in parallel, and they may sometimes be executed in the opposite order, depending on the functions involved.
  • the units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor.
  • the names of these units do not, in some cases, constitute limitations on the units themselves.
  • Another aspect of the present application also provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the method described above is implemented.
  • the computer-readable storage medium may be included in the electronic device described in the above embodiment, or may exist independently without being assembled into the electronic device.
  • Another aspect of the present application also provides a computer program product or a computer program, which includes a computer instruction stored in a computer-readable storage medium.
  • a processor of a computer device reads the computer instruction from the computer-readable storage medium, and the processor executes the computer instruction, so that the computer device executes the method provided in each of the above embodiments.

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Abstract

一种排气声浪阀控制方法及装置、电子设备、存储介质，方法包括：若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对排气声浪阀组件的控制意图；根据当前环境温度和控制意图确定排气阀冰堵显示状态；将排气阀冰堵显示状态显示在车辆的指定显示区域。

Description

排气声浪阀控制方法及装置、电子设备、存储介质
本申请要求于2023年06月19日提交中国专利局，申请号为202310733742.4，发明名称为“排气声浪阀控制方法及装置、电子设备、存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆技术领域，具体而言，涉及一种排气声浪阀控制方法及装置、电子设备、存储介质。
背景技术
随着车辆配置逐渐运动化、年轻化，越来越多的汽车产品开始配备排气声浪阀，以满足用户的个性化需求，然而汽车的使用场景复杂多样，不同驾驶员的操作习惯千变万化，以至于排气声浪阀的控制需求也日趋复杂，尤其针对气温较低地域用户，排气声浪阀易发生结冰堵塞故障。现有技术中，确定出排气声浪阀发生结冰堵塞故障后，便会显示，以便于驾驶员知晓，但存在驾驶员没有排气声浪阀的控制需求也显示出结冰堵塞故障的情况，给驾驶员带来一定的困扰。
发明内容
为解决上述技术问题，本申请的实施例提供了一种排气声浪阀控制方法及装置、电子设备、存储介质，旨在解决驾驶员没有排气声浪阀的控制需求也显示出结冰堵塞故障的技术问题。
本申请的其他特性和优点将通过下面的详细描述变得显然，或部分地通过本申请的实践而习得。
根据本申请实施例的一个方面，提供了一种排气声浪阀控制方法，包括：
若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对排气声浪阀组件的控制意图；
根据当前环境温度和控制意图确定排气阀冰堵显示状态；
将排气阀冰堵显示状态显示在车辆的指定显示区域。
在另外的实施例中，根据当前环境温度和控制意图确定排气阀冰堵显示状态，包括：
获取针对排气声浪阀控制的当前控制累积时间，并根据当前控制累积时间确定计时状态；
根据计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态。
在另外的实施例中，根据计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态，包括：
若计时状态表征当前控制累积时间小于预设累积时间阈值，当前环境温度小于设定温度阈值，控制意图为控制排气声浪阀组件的运行状态进行变更，确定排气阀冰堵显示状态为排气声浪阀组件冰堵故障；
若计时状态表征当前控制累积时间大于等于预设累积时间阈值、当前环境温度大于等于设定温度阈值或控制意图为不控制排气声浪阀组件的运行状态进行变更，确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障。
在另外的实施例中，检测驾驶员针对排气声浪阀组件的控制意图，包括：
获取当前驾驶模式，并根据当前驾驶模式确定排气声浪阀组件的调控状态；
若调控状态表征排气声浪阀组件不可调控，根据当前驾驶模式确定针对排气声浪阀组件的控制意图；
若调控状态表征排气声浪阀组件可调控，检测是否获取到针对排气声浪阀组件的中控信号；
若获取到中控信号，根据中控信号确定针对排气声浪阀组件的控制意图。
在另外的实施例中，排气声浪阀组件包括左排气声浪阀和右排气声浪阀，在若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对排气声浪阀组件的控制意图之前，方法还包括：
检测左排气声浪阀和右排气声浪阀是否发生故障；
若左排气声浪阀或右排气声浪阀任一发生故障，确定车辆的排气声浪阀组件发生故障；
若左排气声浪阀和右排气声浪阀均未发生故障，确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障，并将排气阀冰堵显示状态显示在车辆的指定显示区域。
在另外的实施例中，在若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对排气声浪阀组件的控制意图之前，方法还包括：
检测车辆的发动机管理系统、LIN总线和排气声浪阀组件是否发生故障；
若车辆的发动机管理系统、LIN总线和排气声浪阀组件均未发生故障，获取当前驾驶模式，并根据当前驾驶模式确定排气声浪阀组件的调控状态；
若调控状态表征排气声浪阀组件不可调控，获取当前驾驶模式对应的预设排气声浪阀组件状态，并将当前驾驶模式对应的预设排气声浪阀组件状态显示在指定显示区域；
若调控状态表征排气声浪阀组件可调控，检测是否获取到针对排气声浪阀组件的中控信号，
若获取到中控信号，根据中控信号对排气声浪阀组件进行控制。
在另外的实施例中，根据中控信号对排气声浪阀组件进行控制，包括：
获取中控信号在请求时刻的请求状态；
根据请求状态检测中控信号检测是否由误触引发；
若中控信号不是由误触引发，根据中控信号对排气声浪阀组件进行控制。
根据本申请实施例的一个方面，提供了一种排气声浪阀控制装置，包括：
获取模块，配置为若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对排气声浪阀组件的控制意图；
确定模块，配置为根据当前环境温度和控制意图确定排气阀冰堵显示状态；
显示模块，配置为将排气阀冰堵显示状态显示在车辆的指定显示区域。
根据本申请实施例的一个方面，提供了一种电子设备，包括：一个或多个处理器；存储装置，用于存储一个或多个程序，当一个或多个程序被一个或多个处理器执行时，使得电子设备实现如前的排气声浪阀控制方法。
根据本申请实施例的一个方面，提供了一种计算机可读存储介质，其上存储有计算机可读指令，当计算机可读指令被计算机的处理器执行时，使计算机执行如上的排气声浪阀控制方法。
根据本申请实施例的一个方面，提供了一种计算机程序产品或计算机程序，该计算机程序产品或计算机程序包括计算机指令，该计算机指令存储在计算机可读存储介质中。计算机设备的处理器从计算机可读存储介质读取该计算机指令，处理器执行该计算机指令，使得该计算机设备执行上述各种可选实施例中提供的排气声浪阀控制方法。
在本申请的实施例所提供的技术方案中，在检测到排气声浪阀组件发生故障后，获取当前环境温度和驾驶员对排气声浪阀组件的控制意图，根据当前环境温度能够确定排气声浪阀组件是否可能发生结冰堵塞，而控制意图能够表征驾驶员是否具有排气声浪阀组件的控制需求，通过当前环境温度和控制意图综合确定排气阀冰堵显示状态，确定的排气阀冰堵显示状态能够表征排气声浪阀组件是否发生冰堵，同时，确定的排气阀冰堵显示状态与驾驶员的控制需求对应，将确定的排气阀冰堵显示状态显示在车辆的指定显示区域，使得驾驶员可以在指定显示区域中了解到排气声浪阀组件是否发生冰堵，避免对驾驶员造成不必要困扰。
应当理解的是，以上的一般描述和后文的细节描述仅是示例性和解释性的，并不能限制本申请。
附图说明
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本申请的实施例，并与说明书一起用于解释本申请的原理。显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术者来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。在附图中：
图1是本申请涉及的一种使用场景的示意图；
图2是本申请涉及的一种排气声浪阀控制方法的流程图；
图3是本申请涉及的一个实施例中步骤S210的流程图；
图4是本申请涉及的一个实施例中步骤S220的流程图；
图5是Ascet上升沿延迟模块的算法流程示意图；
图6是本申请涉及的一个实施例中步骤S420的流程图；
图7是本申请涉及的另一个实施例中一种排气声浪阀控制方法的流程图；
图8是本申请涉及的另一个实施例中一种排气声浪阀控制方法的流程图；
图9是本申请涉及的一个实施例中步骤S850的流程图；
图10是本申请涉及的中控信号的示意图；
图11是本申请涉及的另一个实施例中一种排气声浪阀控制方法的流程图；
图12是本申请涉及的一种排气声浪阀控制装置的框图；
图13示出了适于用来实现本申请实施例的电子设备的计算机系统的结构示意图。
具体实施方式
这里将详细地对示例性实施例执行说明，其示例表示在附图中。下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施例中所描述的实施方式并不代表与本申请相一致的所有实施方式。相反，它们仅是与如所附权利要求书中所详述的、本申请的一些方面相一致的装置和方法的例子。
附图中所示的方框图仅仅是功能实体，不一定必须与物理上独立的实体相对应。即，可以采用软件形式来实现这些功能实体，或在一个或多个硬件模块或集成电路中实现这些功能实体，或在不同网络和/或处理器装置和/或微控制器装置中实现这些功能实体。
附图中所示的流程图仅是示例性说明，不是必须包括所有的内容和操作/步骤，也不是必须按所描述的顺序执行。例如，有的操作/步骤还可以分解，而有的操作/步骤可以合并或部分合并，因此实际执行的顺序有可能根据实际情况改变。
还需要说明的是：在本申请中提及的“多个”是指两个或者两个以上。“和/或”描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。字符“/”一般表示前后关联对象是一种“或”的关系。
请参阅图1，图1是本申请涉及的一种排气声浪阀控制方法的使用场景的示意图，该使用场景包括正常状态和故障状态。
在正常状态下，通过为多个驾驶模式设置有对应的调控状态，使得将排气声浪阀组件的状态与驾驶模式进行绑定；通过设置的事件型的中控信号，利用Ascet上升沿触发与基础逻辑模块，实现对连续快速非正常按键的过滤；通过设置的Ascet非擦除类型的与驾驶模式对应的记忆中间变量，在车辆上下电的时候不复位，能够记忆驾驶员在不同驾驶模式下对排气声浪阀组件的控制习惯。
在故障状态下，通过设置的双边触发模块结合锁存器模块检测驾驶员对排气声浪阀组件的控制意图；通过定义的排气声浪阀组件开启或关闭所对应的第一记忆逻辑量，使得在排气声浪阀组件故障消失后，再次进入排气声浪阀控制流程时，清空驾驶员的控制意图；通过定义逻辑量在车辆上下电后自动复位，使得车辆在上下电后，清空驾驶员的控制意图；通过设置的将当前环境温度与设定温度阈值比较所对应的锁存器，使得根据当前环境温度与设定温度阈值确定排气声浪阀组件是否可能发生冰堵；通过定义的排气声浪阀组件冰堵故障所对应的第二记忆逻辑量，当再一次进入冰堵故障判断时，将上升沿延迟的计时模块在一个时间步长内清零，以保证冰堵故障仪表显示的延迟时间鲁棒性。
图2是根据一示例性实施例示出的一种排气声浪阀控制方法的流程图。该方法可以应用于图1所示的使用场景。
如图2所示，在一示例性实施例中，该排气声浪阀控制方法可以包括步骤S210至步骤S230，详细介绍如下：
步骤S210，若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对排气声浪阀组件的控制意图。
本申请实施例中，车辆上设置有排气声浪阀组件，检测排气声浪阀组件是否发生故障，排气声浪阀组件具有多种故障状态，包括堵塞故障和非堵塞故障。
在排气声浪阀组件发生故障时，获取车辆所处环境的当前环境温度，以及检测驾驶员对排气声浪阀组件的控制意图。当前环境温度可通过车辆上设置的温度传感器或通过天气预报等方式获取。上述控制意图表征驾驶员对排气声浪阀组件开启或关闭的意图。
在本申请的一示例性实施例中，请参阅图3，在步骤S210中检测驾驶员针对排气声浪阀组件的控制意图，包括步骤S310至步骤S340，详细介绍如下：
步骤S310，获取当前驾驶模式，并根据当前驾驶模式确定排气声浪阀组件的调控状态。
本申请实施例中，从CAN总线(Controller Area Network，控制器区域网络)中获取驾驶模式信号，根据驾驶模式信号确定当前驾驶模式。车辆设置有多种驾驶模式，包括经济模式(Ecology Conservation Optimization，ECO)、极限运动模式(Sport+)、舒适模式(Comfort)、运动模式(Sport)和个人模式(Individual)。预先为每种驾驶模式设置有对应的调控状态，调控状态表征在对应驾驶模式下，排气声浪阀组件是否可以进行调控。
具体的，可设置经济模式和极限运动模式对应的调控状态为不可调控排气声浪阀组件，即不可通过中控信号调节；而舒适模式、运动模式和个人模式对应的调控状态为可调控排气声浪阀组件，即可通过中控信号调节排气声浪阀组件。在经济模式中，其对应的预设排气声浪阀组件状态为排气声浪阀组件关闭，在极限运动模式中，其对应的预设排气声浪阀组件状态为排气声浪阀组件开启。在其他实施例中，各个驾驶模式所对应的调控状态可根据需要进行设置，本申请对此不进行限制。
本申请实施例中，通过为不同驾驶模式设置对应的调控状态，有利于驾驶员形成固定的驾驶风格印象。
步骤S320，若调控状态表征排气声浪阀组件不可调控，根据当前驾驶模式确定针对排气声浪阀组件的控制意图。
本申请实施例中，若当前驾驶模式所对应的调控状态表征排气声浪阀组件不可调控，获取其对应的预设排气声浪阀组件状态，根据预设排气声浪阀组件状态确定控制意图。如当前驾驶模式为经济模式，其对应的预设排气声浪阀组件状态为排气声浪阀组件关闭，则对应的控制意图即为控制排气声浪阀组件关闭。
步骤S330，若调控状态表征排气声浪阀组件可调控，检测是否获取到针对排气声浪阀组件的中控信号。
本申请实施例中，若当前驾驶模式所对应的调控状态表征排气声浪阀组件可调控，检测从CAN总线中是否获取到针对排气声浪阀组件的中控信号，该中控信号为驾驶员手动控制而产生的。
步骤S340，若获取到中控信号，根据中控信号确定针对排气声浪阀组件的控制意图。
本申请实施例中，若获取到中控信号，直接根据中控信号确定针对排气声浪阀组件的控制意图，如中控信号表征开启排气声浪阀组件，则对应的控制意图即为控制排气声浪阀组件开启。
本申请实施例中，为多种驾驶模式设置有对应的排气声浪阀组件的调控状态，处于排气声浪阀组件不可调控的驾驶模式时，其对应的控制意图由该驾驶模式下对应的预设排气声浪阀组件状态确定，而处于排气声浪阀组件可调控的驾驶模式时，其对应的控制意图由接收到的中控信号确定。
步骤S220，根据当前环境温度和控制意图确定排气阀冰堵显示状态。
本申请实施例中，根据当前环境温度和控制意图确定排气阀冰堵显示状态，排气阀冰堵显示状态包括排气声浪阀组件非冰堵故障和排气声浪阀组件冰堵故障。
具体的，根据当前环境温度能够确定排气声浪阀组件是否可能发生结冰堵塞，而控制意图能够表征驾驶员是否具有排气声浪阀组件的控制需求。若当前环境温度小于设定温度阈值，控制意图为控制排气声浪阀组件的运行状态进行变更，则确定排气阀冰堵显示状态为排气声浪阀组件冰堵故障；若当前环境温度大于等于设定温度阈值或控制意图为不控制排气声浪阀组件的运行状态进行变更，则确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障。
在本申请的一示例性实施例中，请参阅图4，在步骤S220中根据当前环境温度和控制意图确定排气阀冰堵显示状态，包括步骤S410和步骤S420，详细介绍如下：
步骤S410，获取针对排气声浪阀控制的当前控制累积时间，并根据当前控制累积时间确定计时状态。
本申请实施例中，设置有上升沿延迟的计时模块，用于记录一次在进行排气声浪阀控制的累积时间，在每一次进入冰堵故障判断时，将上升沿延迟的计时模块在一个时间步长内的累积时间清零，以保证显示的排气阀冰堵显示状态的鲁棒性。在确定排气阀冰堵显示状态时，在当前环境温度和控制意图的基础上，进一步获取当前控制累积时间，并根据当前控制累积时间确定计时状态，计时状态能够表征当前控制累积时间与预设累积时间阈值的关系。
步骤S420，根据计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态。
本申请实施例中，根据计时状态、当前环境温度和控制意图共同确定排气阀冰堵显示状态。本申请实施例中，在当前环境温度和控制意图的基础上进一步增加了及时状态来确定排气阀冰堵显示状态，能够更加准确的确定出排气阀冰堵显示状态。
本申请实施例中，计时模块采用Ascet上升沿延迟模块对冰堵故障判断结果延迟输出，如图5所示，图5为Ascet上升沿延迟模块的算法流程示意图。为了保证设定延迟时间的稳定性，以及Ascet生成代码运行鲁棒性，设置为首次进入排气声浪阀控制流程时，均对上升沿延迟的计时模块的当前控制累积时间进行清零，以精确满足延迟时间要求。
具体的，若在上一次排气声浪阀控制流程的上升沿延迟的计时模块的当前控制累积时间没 有清零，则此次排气声浪阀控制流程中的当前控制累积时间会继续在前一次累积时间的基础上继续累加，甚至没有当前控制累积时间，直接报出冰堵故障，这增加了误报冰堵故障的概率，降低用户体验，而本申请将每一次排气声浪阀控制流程的上升沿延迟的计时模块的当前控制累积时间清零，能够降低误报冰堵故障的概率，提高用户体验。
在本申请的一示例性实施例中，请参阅图6，在步骤S420中根据计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态，包括步骤S610和步骤S620，详细介绍如下：
步骤S610，若计时状态表征当前控制累积时间小于预设累积时间阈值，当前环境温度小于设定温度阈值，控制意图为控制排气声浪阀组件的运行状态进行变更，确定排气阀冰堵显示状态为排气声浪阀组件冰堵故障。
本申请实施例中，预先设置有预计累积时间阈值和设定温度阈值，若当前控制累积时间小于预设累积时间阈值，当前环境温度小于设定温度阈值，同时控制意图为控制排气声浪阀组件的运行状态进行变更，则直接确定排气阀冰堵显示状态为排气声浪阀组件冰堵故障。
本申请实施例中，上述三项条件同时成立时，才确定排气阀冰堵显示状态为排气声浪阀组件冰堵故障，进而才在车辆的指定显示区域显示排气声浪阀组件冰堵故障。在当前环境温度小于设定温度阈值时，排气声浪阀组件才可能发生结冰堵塞，而当前环境温度大于等于设定温度阈值时，发生结冰堵塞的可能性较小；控制意图为控制排气声浪阀组件的运行状态进行变更时表示驾驶员的主观或者客观的排气声浪阀组件控制需求，只有在驾驶员有需求时，才将排气声浪阀组件冰堵故障报出；而当前控制累积时间小于预设累积时间阈值则表明上一次排气声浪阀控制流程中的当前控制累积时间进行过清零，保证了计时一致性，降低误报冰堵故障的概率，提高用户体验。因设定温度阈值越大，越容易报出冰堵故障，故上述设定温度阈值一般设置为小于0℃的数值。
上述排气声浪阀组件的运行状态包括开启状态和关闭状态，控制排气声浪阀组件的运行状态进行变更包括将排气声浪阀由开启状态变更为关闭状态，或将排气声浪阀由关闭状态变更为开启状态。
步骤S620，若计时状态表征当前控制累积时间大于等于预设累积时间阈值、当前环境温度大于等于设定温度阈值或控制意图为不控制排气声浪阀组件的运行状态进行变更，确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障。
本申请实施例中，若当前控制累积时间大于等于预设累积时间阈值、当前环境温度大于等于设定温度阈值或控制意图为不控制排气声浪阀组件的运行状态进行变更中任意一项满足时，则可确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障。
步骤S230，将排气阀冰堵显示状态显示在车辆的指定显示区域。
本申请实施例中，将确定出的排气阀冰堵显示状态显示在车辆的指定显示区域，具体的，指定显示区域可包括车辆的仪表盘。
本申请实施例中，根据当前环境温度能够确定排气声浪阀组件是否可能发生结冰堵塞，控制意图能够表征驾驶员是否具有排气声浪阀组件的控制需求，通过当前环境温度和控制意图综合确定出排气阀冰堵显示状态，确定的排气阀冰堵显示状态能够表征排气声浪阀组件是否发生 冰堵，将确定的排气阀冰堵显示状态显示在车辆的指定显示区域，使得驾驶员可以在指定显示区域中了解到排气声浪阀组件是否发生冰堵，避免对驾驶员造成不必要困扰。
在本申请的一示例性实施例中，请参阅图7，排气声浪阀组件包括左排气声浪阀和右排气声浪阀，在步骤S210若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对排气声浪阀组件的控制意图之前，排气声浪阀控制方法还包括步骤S710至步骤S730，详细介绍如下：
步骤S710，检测左排气声浪阀和右排气声浪阀是否发生故障。
本申请实施例中，排气声浪阀组件包括左排气声浪阀和右排气声浪阀，同时检测左排气声浪阀和右排气声浪阀是否发生故障。
步骤S720，若左排气声浪阀或右排气声浪阀任一发生故障，确定车辆的排气声浪阀组件发生故障。
本申请实施例中，当左排气声浪阀和右排气声浪阀中任意一个排气声浪阀发生故障，即可确定排气声浪阀组件发生故障。
步骤S730，若左排气声浪阀和右排气声浪阀均未发生故障，确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障，并将排气阀冰堵显示状态显示在车辆的指定显示区域。
本申请实施例中，若左排气声浪阀和右排气声浪阀均未发生故障，则直接确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障，并将排气阀冰堵显示状态显示在车辆的指定显示区域，驾驶员即可知晓排气声浪阀组件在当前未发生冰堵。
在本申请的一示例性实施例中，请参阅图8，在步骤S210若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对排气声浪阀组件的控制意图之前，排气声浪阀控制方法还包括步骤S810至步骤S850，详细介绍如下：
步骤S810，检测车辆的发动机管理系统、LIN总线和排气声浪阀组件是否发生故障。
本申请实施例中，检测车辆的发动机管理系统(Engine Management System，EMS)、LIN(Local Interconnect Network，局域互联网络)总线和排气声浪阀组件是否发生故障。
汽车发动机管理系统通过电子控制手段对发动机点火、喷油、空气与燃油的比率、排放废气等进行优化控制，使发动机工作在最佳工况，达到提高性能、安全、节能、降低废气排放的目的。LIN总线是针对汽车分布式电子系统而定义的一种低成本的串行通讯网络，是对控制器区域网络等其它汽车多路网络的一种补充，适用于对网络的带宽、性能或容错功能没有过高要求的应用。LIN总线是基于SCI(UART)数据格式，采用单主控制器/多从设备的模式，是UART中的一种特殊情况。在不需要CAN总线的带宽和多功能的场合，比如智能传感器和制动装置之间的通讯使用LIN总线可节省成本。
步骤S820，若车辆的发动机管理系统、LIN总线和排气声浪阀组件均未发生故障，获取当前驾驶模式，并根据当前驾驶模式确定排气声浪阀组件的调控状态。
本申请实施例中，若车辆的发动机管理系统、LIN总线和排气声浪阀组件均未发生故障，获取当前驾驶模式，并根据当前驾驶模式确定排气声浪阀组件的调控状态，当前驾驶模式以及 对应的调控状态与前述步骤S310中所描述的一致，在此不进行赘述。
步骤S830，若调控状态表征排气声浪阀组件不可调控，获取当前驾驶模式对应的预设排气声浪阀组件状态，并将当前驾驶模式对应的预设排气声浪阀组件状态显示在指定显示区域。
本申请实施例中，若调控状态表征排气声浪阀组件不可调控，获取当前驾驶模式对应的预设排气声浪阀组件状态，并直接将获取到的预设排气声浪阀组件状态显示在指定显示区域，以便于驾驶员知晓当前状态下排气声浪阀组件的状态，如当前驾驶模式为极限运动模式，其对应的预设排气声浪阀组件状态为排气声浪阀组件开启，驾驶员即可知晓排气声浪阀组件在当前是处于开启状态。
步骤S840，若调控状态表征排气声浪阀组件可调控，检测是否获取到针对排气声浪阀组件的中控信号。
本申请实施例中，若调控状态表征排气声浪阀组件可调控，检测是否获取到针对排气声浪阀组件的中控信号。
步骤S850，若获取到中控信号，根据中控信号对排气声浪阀组件进行控制。
本申请实施例中，若获取到中控信号，直接根据中控信号对排气声浪阀组件进行控制。
本申请实施例中，发动机管理系统、LIN总线和排气声浪阀组件均未发生故障，直接根据当前驾驶模式对应的排气声浪阀组件调控状态进行相应的处理。
在本申请的一示例性实施例中，请参阅图9，在步骤S850中根据中控信号对排气声浪阀组件进行控制，包括步骤S910至步骤S930，详细介绍如下：
步骤S910，获取中控信号在请求时刻的请求状态。
本申请实施例中，请参阅图10，图10是中控信号示意图，中控信号为事件型信号。如图10所示，图10中展示有3个正常状态下的中控信号和连续按键所形成中控信号，在正常状态下，驾驶员按下针对排气声浪阀组件的控制按键后，主机将发送3～5个周期(50～100ms)的控制状态信号作为中控信号，主机发送中控信号后，随即归零。而在驾驶员非正常连续按键时，中控信号来不及归零，在开启与关闭状态之间连续切换。为了避免中控信号在短时间内连续切换状态，在获取到中控信号后，获取中控信号在请求时刻的请求状态，请求时刻即为产生中控信号的时刻。
步骤S920，根据请求状态检测中控信号是否由误触引发。
本申请实施例中，使用上升沿触发模块检测请求状态是否由状态0跳变而来，以实现检测中控信号是否由误触引发，若请求状态不是由状态0跳变而来，则可确定中控信号是由误触引发，若请求状态是由状态0跳变而来，则可确定中控信号不是由误触引发。
步骤S930，若中控信号不是由误触引发，根据中控信号对排气声浪阀组件进行控制。
本申请实施例中，若中控信号不是由误触引发，直接根据中控信号对排气声浪阀组件进行控制。同时，对驾驶模式对应的记忆中间变量不做任何改变。具体的，驾驶员非常快速的操控排气声浪阀被认为是误操作，或是无意义的连续按键，系统都不予响应，有利于提升用户体验。驾驶模式对应的记忆中间变量的类型为Ascet非擦除类型，即该记忆中间变量存储在内存的非擦 除空间，不会随着车辆的上下电被清除，这使得不仅可以在车辆上电状态时记忆各个驾驶模式下的声浪阀开关状态，车辆下电之后再次上电，仍然可以保持记忆功能，通过记忆上电状态各驾驶模式下的驾驶员对排气声浪阀组件开启或关闭习惯，更进一步的保留驾驶员下电停机再次启动时的习惯，有利于记录驾驶员个性化习惯，提升使用体验。
本申请实施例中，针对中控信号为事件型信号的发送特征，利用Ascet上升沿触发与基础逻辑模块，实现对连续快速非正常按键的过滤，即只识别一系列快速信号中的第一个上升沿，能够在驾驶员误操作，或是带有情绪的连续按键时，只识别第一次控制意图，更具人性化。
在本申请的一示例性实施例中，请参阅图11，图11是根据一示例性实施例示出的一种排气声浪阀控制方法的流程图。如图11所示，在一示例性实施例中，该排气声浪阀控制方法可以包括步骤S1101至步骤S1108，详细介绍如下：
步骤S1101，检测车辆的发动机管理系统、LIN总线和排气声浪阀组件任一是否发生故障。
本申请实施例中，检测车辆的发动机管理系统、LIN总线和排气声浪阀组件中任一是否发生故障，发动机管理系统与排气声浪阀组件通过LIN总线交互信号，通讯故障时会以逻辑量的形式传递给发动机管理系统，排气声浪阀组件的左右两个排气声浪阀的故障状态会以状态量形式传递给发动机管理系统。
步骤S1102，若车辆的发动机管理系统、LIN总线和排气声浪阀组件任一发生故障，检测排气声浪阀组件是否发生故障。
本申请实施例中，当发动机管理系统、LIN总线和排气声浪阀组件任意一个发生故障时，进一步检测是否是排气声浪阀组件发生故障。
具体的，获取左右排气声浪阀各自对应的故障状态信号，将左右排气声浪阀对应的故障状态信号与状态1、3分别取“等于”操作，得到4路输出结果，将4路输出结果进行“或”操作，若输出置位，认为发生堵塞故障，进入下一步骤，若输出复位，认为没有堵塞故障。
步骤S1103，若排气声浪阀组件未发生故障，将排气声浪阀组件开启或关闭所对应的第一记忆逻辑量复位，确定排气阀非堵塞故障状态，并将排气阀非堵塞故障状态显示在车辆的指定显示区域。
本申请实施例中，若排气声浪阀组件未发生故障，将排气声浪阀组件开启或关闭所对应的第一记忆逻辑量复位，即将第一记忆逻辑量赋值为false。确定排气阀非堵塞故障状态，并将排气阀非堵塞故障状态显示在车辆的指定显示区域，以使得驾驶员可在指定显示区域中了解排气声浪阀组件的当前状态。
步骤S1104，若排气声浪阀组件发生故障，获取计时状态、当前环境温度和控制意图，并根据计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态，并将排气阀冰堵显示状态显示在车辆的指定显示区域。
本申请实施例中，在检测到排气声浪阀组件发生故障时，根据获取到的计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态。
具体的，在确定排气阀冰堵显示状态时，接收总线驾驶模式信号，确定当前驾驶模式，并 获取当前驾驶模式对应的排气声浪阀组件的调控状态，若该调控状态表征当前驾驶模式下，排气声浪阀组件不可调控，获取其对应的预设排气声浪阀组件状态，将该当前驾驶模式下对应的预设排气声浪阀组件状态中的开启/关闭状态赋值给排气声浪阀组件开启或关闭所对应请求变量，再将当前驾驶模式对应的预设排气声浪阀组件状态显示在指定显示区域。
若该调控状态表征当前驾驶模式下，排气声浪阀组件可调控，接收中控信号，将中控信号与状态0取“不等于”逻辑操作，并进行上升沿检测，同时与状态1或状态2进行“等于”逻辑操作，将上升沿检测输出结果与“等于”逻辑结果进行“与”逻辑操作，如果输出置位，将则将声浪阀开启状态或关闭状态赋值给驾驶模式对应的记忆中间变量，最终将驾驶模式对应的记忆中间变量赋值给排气声浪阀组件开启或关闭所对应请求变量，发送至指定显示区域显示。
使用Ascet双边触发模块对排气声浪阀组件开启或关闭所对应请求变量与状态2通过“等于”比较逻辑后进行上下沿双边触发检测，将双边触发检测逻辑量输出给到Ascet的锁存器模块的输入端口，将排气声浪阀组件开启或关闭所对应请求变量锁存在输出端口输出。
将当前环境温度与设定温度阈值进行“小于”的比较逻辑操作，得到比较结果逻辑量，将比较结果逻辑量取反操作，得到取反逻辑量，取反逻辑量将用于锁存器复位；将排气声浪阀组件开启或关闭所对应的第一记忆逻辑量进行取反逻辑操作，与前述的取反逻辑量进行逻辑“或”操作，将“或”操作后的逻辑结果输出给到Ascet锁存器的复位端口。
判断当前环境温度小于设定温度阈值所对应的第一逻辑支路、控制意图为控制排气声浪阀组件的运行状态进行变更所对应的第二逻辑支路和计时状态表征当前控制累积时间小于预设累积时间阈值所对应的第三逻辑支路是否同时成立，即将上述三条逻辑支路进行“与”操作，判断三者是否同时成立，输出逻辑量；将第一记忆逻辑量置位，以便只在进入冰堵故障判断时进行一次锁存器复位，随后正常检测驾驶员的控制意图，再将判断前述3条逻辑支路是否同时成立得到的逻辑量输出给到Ascet上升沿延迟模块，得到Ascet上升沿延迟模块输出逻辑量；判断Ascet上升沿延迟模块输出逻辑量是否置位，若置位，则确定排气阀冰堵显示状态为排气声浪阀组件冰堵故障，并发送指定显示区域进行显示，若未置位，则确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障，并发送指定显示区域进行显示。
本申请实施例中，双边触发检测能够判断驾驶员有无开启或者关闭排气声浪阀组件的控制意图，无论该控制意图是驾驶员主观的通过中控信号请求还是因驾驶模式切换导致的开关请求，都可被双边触发检测到。在具体应用时，即使根据当前环境温度确定排气声浪阀组件可能发生冰堵故障，但控制意图表征驾驶员没有操纵排气声浪阀组件的控制需求，便不在指定显示区域显示排气声浪阀组件冰堵故障，因为随着排气温度的上升，冰堵会逐渐消失，不需要无谓的报出故障，给驾驶员造成困扰。
步骤S1105，若车辆的发动机管理系统、LIN总线和排气声浪阀组件均未发生故障，将排气声浪阀组件开启或关闭所对应的第一记忆逻辑量复位，以及将排气声浪阀组件冰堵故障所对应的第二记忆逻辑量复位。
本申请实施例中，预先设置有第一记忆逻辑量和第二记忆逻辑量，对第一记忆逻辑量和第二记忆逻辑量进行复位，即将第一记忆逻辑量和第二记忆逻辑量赋值为false。通过将第一记忆 逻辑量和第二记忆逻辑量进行复位，避免再次进入到冰堵故障判断时，驾驶员无针对排气声浪阀组件的控制需求，而锁存器输出置位，同时上升沿延迟模块未从0开始计时。
具体的，当由于排气声浪阀故障消失而退出根据当前环境温度和控制意图确定排气阀冰堵显示状态，或退出根据计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态的判断逻辑时，将第一记忆逻辑量复位，当再次进入根据当前环境温度和控制意图确定排气阀冰堵显示状态，或进入根据计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态时，对锁存器的输出利用该逻辑量进行一次复位，使得Ascet锁存器输出逻辑量支路输出复位。在排气声浪阀组件故障消失并再次进入冰堵故障判断时，应检测到驾驶员的主观或者客观的对排气声浪阀组件的控制需求时，锁存器输出才会置位，否则认为不发送冰堵故障到仪表显示，避免对驾驶员造成干扰。
锁存器能够锁存驾驶员的排气声浪阀组件的控制需求，Ascet锁存器具有一个输入端口、一个复位端口、一个输出端口、一个取反输出端口，当输入端口一旦检测到一次置位时，输出端口即锁存该次置位，除非复位端口检测到置位信号，此时输出端口被复位，值得注意的是当输入端口与复位端口同时置位时，锁存器输出复位。
在当因排气声浪阀组件故障消失而退出根据当前环境温度和控制意图确定排气阀冰堵显示状态，或退出根据计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态的判断逻辑时，将第二记忆逻辑量复位，当再一次进入冰堵故障判断时，将上升沿延迟的计时模块在一个时间步长内清零，以保证冰堵故障仪表显示的延迟时间鲁棒性。
本申请实施例中，定义的排气声浪阀组件开启或关闭所对应请求变量，结合Ascet双边触发检测与锁存器模块，对驾驶员声浪阀控制意图进行锁存，作为冰堵故障判断条件之一，当检测到驾驶员有控制声浪阀意图时，才考虑报出冰堵故障，避免对驾驶员造成不必要困扰。
步骤S1106，获取当前驾驶模式，并根据当前驾驶模式对应的调控状态确定排气声浪阀组件是否可调控。
本申请实施例中，将第一记忆逻辑量和第二记忆逻辑量进行复位后，获取当前驾驶模式，根据当前驾驶模式对应的调控状态确定排气声浪阀组件是否可调控，即确定是否可以通过中控信号对排气声浪阀组件进行调控。
步骤S1107，若排气声浪阀组件可调控，根据获取到的中控信号对排气声浪阀组件进行控制，并记忆当前驾驶模式下驾驶员的驾驶参数。
本申请实施例中，若排气声浪阀组件可调控，直接根据获取到的中控信号对排气声浪阀组件进行控制，并记忆当前驾驶模式下驾驶员的驾驶参数，记忆的驾驶参数能够表征当前驾驶模式下驾驶员的驾驶习惯。
步骤S1108，若排气声浪阀组件不可调控，根据当前驾驶模式对应的预设排气声浪阀组件状态对排气声浪阀组件进行控制，并将预设排气声浪阀组件状态显示在指定显示区域。
本申请实施例中，在确定出排气声浪阀组件不可调控后，直接根据当前驾驶模式对应的预设排气声浪阀组件状态对排气声浪阀组件进行控制，再将预设排气声浪阀组件状态显示在指定显示区域。
本申请实施例中，当排气声浪阀组件故障消失后，再一次进入冰堵故障判断时，需要清空上一次可能存在的驾驶员的控制意图，即重置锁存器；当处于冰堵故障判断支路，而驾驶员下电停机并再次上电时，也需要清空下电前的驾驶员的控制意图；由于环境温度相对稳定，因此由于环境温度小于设定温度阈值而报出的冰堵故障与驾驶员的控制意图不宜过长，否则将造成用户困扰。针对以上场景，定义了第一记忆逻辑量极其变量属性，设计了环境温度比较逻辑取反复位锁存器，满足上述复杂的使用场景，使得排气声浪阀组件冰堵故障报出更为智能化与人性化；定义的第二记忆逻辑量保证每次进入冰堵故障判断，复位上升沿延迟模块的累积计时，在Ascet软件层面，提高了代码运行的鲁棒性，从用户体验层面，降低了误报冰堵故障的概率。
在本申请的一个示例性实施例中，请参阅图12，图12是根据一示例性实施例示出的一种排气声浪阀控制装置，包括：
获取模块1210，配置为若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对排气声浪阀组件的控制意图；
确定模块1220，配置为根据当前环境温度和控制意图确定排气阀冰堵显示状态；
显示模块1230，配置为将排气阀冰堵显示状态显示在车辆的指定显示区域。
在本申请的一个示例性实施例中，确定模块1220，包括：
第一获取子模块，配置为获取针对排气声浪阀控制的当前控制累积时间，并根据当前控制累积时间确定计时状态；
第一确定子模块，配置为根据计时状态、当前环境温度和控制意图确定排气阀冰堵显示状态。
在本申请的一个示例性实施例中，确定子模块，包括：
第一确定单元，配置为若计时状态表征当前控制累积时间小于预设累积时间阈值，当前环境温度小于设定温度阈值，控制意图为控制排气声浪阀组件的运行状态进行变更，确定排气阀冰堵显示状态为排气声浪阀组件冰堵故障；
第二确定单元，配置为若计时状态表征当前控制累积时间大于等于预设累积时间阈值、当前环境温度大于等于设定温度阈值或控制意图为不控制排气声浪阀组件的运行状态进行变更，确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障。
在本申请的一个示例性实施例中，获取模块1210，包括：
第二获取子模块，配置为获取当前驾驶模式，并根据当前驾驶模式确定排气声浪阀组件的调控状态；
第二确定子模块，配置为若调控状态表征排气声浪阀组件不可调控，根据当前驾驶模式确定针对排气声浪阀组件的控制意图；
检测子模块，配置为若调控状态表征排气声浪阀组件可调控，检测是否获取到针对排气声浪阀组件的中控信号；
第三确定子模块，配置为若获取到中控信号，根据中控信号确定针对排气声浪阀组件的控制意图。
在本申请的一个示例性实施例中，排气声浪阀组件包括左排气声浪阀和右排气声浪阀，排气声浪阀控制装置还包括：
第一检测单元，配置为检测左排气声浪阀和右排气声浪阀是否发生故障；
第三确定单元，配置为若左排气声浪阀或右排气声浪阀任一发生故障，确定车辆的排气声浪阀组件发生故障；
第四确定单元，配置为若左排气声浪阀和右排气声浪阀均未发生故障，确定排气阀冰堵显示状态为排气声浪阀组件非冰堵故障，并将排气阀冰堵显示状态显示在车辆的指定显示区域。
在本申请的一个示例性实施例中，排气声浪阀控制装置还包括：
第二检测单元，配置为检测车辆的发动机管理系统、LIN总线和排气声浪阀组件是否发生故障；
第一获取单元，配置为若车辆的发动机管理系统、LIN总线和排气声浪阀组件均未发生故障，获取当前驾驶模式，并根据当前驾驶模式确定排气声浪阀组件的调控状态；
第二获取单元，配置为若调控状态表征排气声浪阀组件不可调控，获取当前驾驶模式对应的预设排气声浪阀组件状态，并将当前驾驶模式对应的预设排气声浪阀组件状态显示在指定显示区域；
第三检测单元，配置为若调控状态表征排气声浪阀组件可调控，检测是否获取到针对排气声浪阀组件的中控信号；
控制单元，配置为若获取到中控信号，根据中控信号对排气声浪阀组件进行控制。
在本申请的一个示例性实施例中，控制单元，包括：
获取子单元，配置为获取中控信号在请求时刻的请求状态；
检测子单元，配置为根据请求状态检测中控信号是否由误触引发；
控制子单元，配置为若中控信号不是由误触引发，根据中控信号对排气声浪阀组件进行控制。
需要说明的是，上述实施例所提供的装置与上述实施例所提供的方法属于同一构思，其中各个模块和单元执行操作的具体方式已经在方法实施例中进行了详细描述，此处不再赘述。
本申请的实施例还提供了一种电子设备，包括：一个或多个处理器；存储装置，用于存储一个或多个程序，当所述一个或多个程序被所述一个或多个处理器执行时，使得所述电子设备实现上述各个实施例中提供的排气声浪阀控制方法。
图13示出了适于用来实现本申请实施例的电子设备的计算机系统的结构示意图。
需要说明的是，图13示出的电子设备的计算机系统1300仅是一个示例，不应对本申请实施例的功能和使用范围带来任何限制。
如图13所示，计算机系统1300包括中央处理单元(Central Processing Unit，CPU)1301，其可以根据存储在只读存储器(Read-Only Memory，ROM)1302中的程序或者从储存部分1308加载到随机访问存储器(Random Access Memory，RAM)1303中的程序而执行各种适当的动作 和处理，例如执行上述实施例中所述的方法。在RAM 1303中，还存储有系统操作所需的各种程序和数据。CPU 1301、ROM 1302以及RAM 1303通过总线1304彼此相连。输入/输出(Input/Output，I/O)接口1305也连接至总线1304。
以下部件连接至I/O接口1305：包括键盘、鼠标等的输入部分1306；包括诸如阴极射线管(Cathode Ray Tube，CRT)、液晶显示器(Liquid Crystal Display，LCD)等以及扬声器等的输出部分1307；包括硬盘等的储存部分1308；以及包括诸如LAN(Local Area Network，局域网)卡、调制解调器等的网络接口卡的通信部分1309。通信部分1309经由诸如因特网的网络执行通信处理。驱动器1310也根据需要连接至I/O接口1305。可拆卸介质1311，诸如磁盘、光盘、磁光盘、半导体存储器等等，根据需要安装在驱动器1310上，以便于从其上读出的计算机程序根据需要被安装入储存部分1308。
特别地，根据本申请的实施例，上文参考流程图描述的过程可以被实现为计算机软件程序。例如，本申请的实施例包括一种计算机程序产品，其包括承载在计算机可读介质上的计算机程序，该计算机程序包含用于执行流程图所示的方法的计算机程序。在这样的实施例中，该计算机程序可以通过通信部分1309从网络上被下载和安装，和/或从可拆卸介质1311被安装。在该计算机程序被中央处理单元(CPU)1301执行时，执行本申请的系统中限定的各种功能。
需要说明的是，本申请实施例所示的计算机可读介质可以是计算机可读信号介质或者计算机可读存储介质或者是上述两者的任意组合。计算机可读存储介质例如可以是电、磁、光、电磁、红外线、或半导体的系统、装置或器件，或者任意以上的组合。计算机可读存储介质的更具体的例子可以包括但不限于：具有一个或多个导线的电连接、便携式计算机磁盘、硬盘、随机访问存储器(RAM)、只读存储器(ROM)、可擦式可编程只读存储器(Erasable Programmable Read Only Memory，EPROM)、闪存、光纤、便携式紧凑磁盘只读存储器(Compact Disc Read-Only Memory，CD-ROM)、光存储器件、磁存储器件、或者上述的任意合适的组合。在本申请中，计算机可读存储介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行系统、装置或者器件使用或者与其结合使用。而在本申请中，计算机可读的信号介质可以包括在基带中或者作为载波一部分传播的数据信号，其中承载了计算机可读的计算机程序。这种传播的数据信号可以采用多种形式，包括但不限于电磁信号、光信号或上述的任意合适的组合。计算机可读的信号介质还可以是计算机可读存储介质以外的任何计算机可读介质，该计算机可读介质可以发送、传播或者传输用于由指令执行系统、装置或者器件使用或者与其结合使用的程序。计算机可读介质上包含的计算机程序可以用任何适当的介质传输，包括但不限于：无线、有线等等，或者上述的任意合适的组合。
附图中的流程图和框图，图示了按照本申请各种实施例的系统、方法和计算机程序产品的可能实现的体系架构、功能和操作。其中，流程图或框图中的每个方框可以代表一个模块、程序段、或代码的一部分，上述模块、程序段、或代码的一部分包含一个或多个用于实现规定的逻辑功能的可执行指令。也应当注意，在有些作为替换的实现中，方框中所标注的功能也可以以不同于附图中所标注的顺序发生。例如，两个接连地表示的方框实际上可以基本并行地执行，它们有时也可以按相反的顺序执行，这依所涉及的功能而定。也要注意的是，框图或流程图中 的每个方框、以及框图或流程图中的方框的组合，可以用执行规定的功能或操作的专用的基于硬件的系统来实现，或者可以用专用硬件与计算机指令的组合来实现。
描述于本申请实施例中所涉及到的单元可以通过软件的方式实现，也可以通过硬件的方式来实现，所描述的单元也可以设置在处理器中。其中，这些单元的名称在某种情况下并不构成对该单元本身的限定。
本申请的另一方面还提供了一种计算机可读存储介质，其上存储有计算机程序，该计算机程序被处理器执行时实现如前所述的方法。该计算机可读存储介质可以是上述实施例中描述的电子设备中所包含的，也可以是单独存在，而未装配入该电子设备中。
本申请的另一方面还提供了一种计算机程序产品或计算机程序，该计算机程序产品或计算机程序包括计算机指令，该计算机指令存储在计算机可读存储介质中。计算机设备的处理器从计算机可读存储介质读取该计算机指令，处理器执行该计算机指令，使得该计算机设备执行上述各个实施例中提供的方法。
上述内容，仅为本申请的较佳示例性实施例，并非用于限制本申请的实施方案，本领域普通技术人员根据本申请的主要构思和精神，可以十分方便地进行相应的变通或修改，故本申请的保护范围应以权利要求书所要求的保护范围为准。

Claims (10)

  1. 一种排气声浪阀控制方法，其特征在于，包括：
    若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对所述排气声浪阀组件的控制意图；
    根据所述当前环境温度和所述控制意图确定排气阀冰堵显示状态；
    将所述排气阀冰堵显示状态显示在所述车辆的指定显示区域。
  2. 如权利要求1所述的方法，其特征在于，所述根据所述当前环境温度和所述控制意图确定排气阀冰堵显示状态，包括：
    获取针对排气声浪阀控制的当前控制累积时间，并根据所述当前控制累积时间确定计时状态；
    根据所述计时状态、所述当前环境温度和所述控制意图确定所述排气阀冰堵显示状态。
  3. 如权利要求2所述的方法，其特征在于，所述根据所述计时状态、所述当前环境温度和所述控制意图确定所述排气阀冰堵显示状态，包括：
    若所述计时状态表征所述当前控制累积时间小于预设累积时间阈值，所述当前环境温度小于设定温度阈值，所述控制意图为控制排气声浪阀组件的运行状态进行变更，确定所述排气阀冰堵显示状态为排气声浪阀组件冰堵故障；
    若所述计时状态表征所述当前控制累积时间大于等于预设累积时间阈值、所述当前环境温度大于等于设定温度阈值或所述控制意图为不控制排气声浪阀组件的运行状态进行变更，确定所述排气阀冰堵显示状态为排气声浪阀组件非冰堵故障。
  4. 如权利要求1所述的方法，其特征在于，所述检测驾驶员针对所述排气声浪阀组件的控制意图，包括：
    获取当前驾驶模式，并根据所述当前驾驶模式确定所述排气声浪阀组件的调控状态；
    若所述调控状态表征所述排气声浪阀组件不可调控，根据所述当前驾驶模式确定针对所述排气声浪阀组件的控制意图；
    若所述调控状态表征所述排气声浪阀组件可调控，检测是否获取到针对所述排气声浪阀组件的中控信号；
    若获取到所述中控信号，根据所述中控信号确定针对所述排气声浪阀组件的控制意图。
  5. 如权利要求1至4中任一项所述的方法，其特征在于，所述排气声浪阀组件包括左排气声浪阀和右排气声浪阀，在所述若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对所述排气声浪阀组件的控制意图之前，所述方法还包括：
    检测所述左排气声浪阀和所述右排气声浪阀是否发生故障；
    若所述左排气声浪阀或所述右排气声浪阀任一发生故障，确定所述车辆的排气声浪阀组件发生故障；
    若所述左排气声浪阀和所述右排气声浪阀均未发生故障，确定所述排气阀冰堵显示状态为排气声浪阀组件非冰堵故障，并将所述排气阀冰堵显示状态显示在所述车辆的指定显示区域。
  6. 如权利要求1至4中任一项所述的方法，其特征在于，在所述若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对所述排气声浪阀组件的控制意图之前，所述方法还包括：
    检测所述车辆的发动机管理系统、LIN总线和所述排气声浪阀组件是否发生故障；
    若所述车辆的发动机管理系统、LIN总线和所述排气声浪阀组件均未发生故障，获取当前驾驶模式，并根据所述当前驾驶模式确定所述排气声浪阀组件的调控状态；
    若所述调控状态表征所述排气声浪阀组件不可调控，获取当前驾驶模式对应的预设排气声浪阀组件状态，并将当前驾驶模式对应的预设排气声浪阀组件状态显示在指定显示区域；
    若所述调控状态表征所述排气声浪阀组件可调控，检测是否获取到针对排气声浪阀组件的中控信号；
    若获取到所述中控信号，根据所述中控信号对所述排气声浪阀组件进行控制。
  7. 如权利要求6所述的方法，其特征在于，所述根据所述中控信号对所述排气声浪阀组件进行控制，包括：
    获取所述中控信号在请求时刻的请求状态；
    根据所述请求状态检测所述中控信号检测是否由误触引发；
    若所述中控信号不是由误触引发，根据所述中控信号对所述排气声浪阀组件进行控制。
  8. 一种排气声浪阀控制装置，其特征在于，包括：
    获取模块，配置为若检测到车辆的排气声浪阀组件发生故障，则获取当前环境温度，以及检测驾驶员针对所述排气声浪阀组件的控制意图；
    确定模块，配置为根据所述当前环境温度和所述控制意图确定排气阀冰堵显示状态；
    显示模块，配置为将所述排气阀冰堵显示状态显示在所述车辆的指定显示区域。
  9. 一种电子设备，其特征在于，包括：
    一个或多个处理器；
    存储装置，用于存储一个或多个程序，当所述一个或多个程序被所述一个或多个处理器执行时，使得所述电子设备实现如权利要求1至7中任一项所述的排气声浪阀控制方法。
  10. 一种计算机可读存储介质，其特征在于，其上存储有计算机可读指令，当所述计算机可 读指令被计算机的处理器执行时，使计算机执行权利要求1至7中任一项所述的排气声浪阀控制方法。
PCT/CN2023/123882 2023-06-19 2023-10-11 排气声浪阀控制方法及装置、电子设备、存储介质 Ceased WO2024259826A1 (zh)

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JP2009210245A (ja) * 2008-03-06 2009-09-17 Panasonic Corp 器具監視装置
CN106555687A (zh) * 2015-09-30 2017-04-05 上海汽车集团股份有限公司 车辆发动机节气门阀板控制方法及装置
CN109695486A (zh) * 2017-10-24 2019-04-30 福特全球技术公司 用于可变位置排气调谐气门诊断的方法
CN218098289U (zh) * 2022-08-19 2022-12-20 苏州中汽检测技术服务有限公司 一种排气声浪阀的试验装置

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DE10348108A1 (de) * 2003-10-16 2005-05-19 Bayerische Motoren Werke Ag Verfahren zur Überwachung von Vorgängen im Kraftfahrzeug
KR102764297B1 (ko) * 2020-08-18 2025-02-07 현대자동차주식회사 엔진 배기음 주행 모드 연동 방법 및 스마트 차량 배기 시스템

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JP2009210245A (ja) * 2008-03-06 2009-09-17 Panasonic Corp 器具監視装置
CN106555687A (zh) * 2015-09-30 2017-04-05 上海汽车集团股份有限公司 车辆发动机节气门阀板控制方法及装置
CN109695486A (zh) * 2017-10-24 2019-04-30 福特全球技术公司 用于可变位置排气调谐气门诊断的方法
CN218098289U (zh) * 2022-08-19 2022-12-20 苏州中汽检测技术服务有限公司 一种排气声浪阀的试验装置

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