An EGR rate correction method, device, equipment and storage medium

Abstract

Embodiments of the present application disclose an EGR rate correction method, device, equipment and storage medium, wherein the EGR rate correction method comprises: obtaining a critical temperature of a manifold; the critical temperature is the highest manifold temperature when the engine works stably with the EGR rate being 0; querying a calibrated manifold temperature table based on the current engine speed and engine load to obtain a current corresponding theoretical manifold temperature; if the current actual manifold temperature is less than the critical temperature and greater than the theoretical manifold temperature, determining an EGR rate correction coefficient based on a first difference between the actual manifold temperature and the theoretical manifold temperature and a second difference between the critical temperature and the theoretical manifold temperature; the EGR correction coefficient is the ratio of the first difference to the second difference; correcting the ideal EGR rate based on the EGR rate correction coefficient to obtain a target EGR rate; the ideal EGR rate is the EGR rate under the standard condition corresponding to the current engine speed and engine load.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to an EGR rate correction method, apparatus, device, and storage medium. Background Technology

[0002] To meet increasingly stringent fuel consumption and emission regulations, various new engine technologies are being continuously applied. Among them, exhaust gas recirculation (EGR) technology, as an effective measure to improve the thermal efficiency of traditional internal combustion engines and reduce overall vehicle fuel consumption and emissions, has gradually become one of the popular fuel-saving technologies for gasoline engines. EGR technology refers to a technology where a portion of the engine exhaust gas enters the engine intake system, mixes with fresh air, and then returns to the engine cylinders for re-combustion. At low loads, EGR technology can reduce pumping losses; at medium to high loads, it suppresses knocking and improves combustion phase by lowering the compression final temperature; and at high speeds and high loads, it achieves fuel savings by lowering exhaust temperature. Therefore, EGR technology can improve engine fuel economy and reduce nitrogen oxide emissions. The ratio of recirculated exhaust gas to the total intake air volume, i.e., the EGR rate, is crucial in its calculation.

[0003] In actual driving scenarios, the operating conditions of EGR also need to be considered. If the temperature of the intake manifold is too high, it can easily cause a decrease in EGR flow, accompanied by unstable engine combustion, thereby increasing the vehicle's fuel consumption. Summary of the Invention

[0004] This application aims to provide an EGR rate correction method, apparatus, device, and storage medium.

[0005] The technical solution of this application is implemented as follows:

[0006] An embodiment of the first aspect of this application provides an EGR rate correction method, including:

[0007] Obtain the critical temperature of the manifold; the critical temperature is the highest manifold temperature at which the engine can operate stably with an EGR rate of 0.

[0008] Based on the current engine speed and engine load, query the calibrated manifold temperature table to obtain the corresponding theoretical manifold temperature.

[0009] If the current actual manifold temperature is less than the critical temperature but greater than the theoretical manifold temperature, an EGR rate correction factor is determined based on a first difference between the actual manifold temperature and the theoretical manifold temperature and a second difference between the critical temperature and the theoretical manifold temperature; the EGR correction factor is the ratio of the first difference to the second difference.

[0010] The ideal EGR rate is corrected based on the EGR rate correction coefficient to obtain the target EGR rate; the ideal EGR rate is the EGR rate under standard conditions corresponding to the current engine speed and engine load.

[0011] Optionally, the EGR rate is calibrated based on engine speed and engine load to obtain an EGR rate table under standard conditions;

[0012] Based on the current engine speed and engine load, the EGR rate table is consulted to determine the ideal EGR rate.

[0013] Optionally, if the current actual manifold temperature is less than the theoretical manifold temperature, the ideal EGR rate is obtained by querying the EGR rate table based on the current engine speed and engine load.

[0014] The ideal EGR rate is determined as the target EGR rate.

[0015] Optionally, if the current actual manifold temperature is greater than the critical temperature, the EGR rate is adjusted to 0.

[0016] A second aspect of this application provides an EGR rate correction device, comprising:

[0017] The first acquisition module is used to acquire the critical temperature of the manifold; the critical temperature is the highest manifold temperature at which the engine can operate stably when the EGR rate is 0.

[0018] The second acquisition module is used to query the calibrated manifold temperature table based on the current engine speed and engine load to obtain the corresponding theoretical manifold temperature.

[0019] The determination module is configured to determine an EGR rate correction coefficient based on a first difference between the actual manifold temperature and the theoretical manifold temperature and a second difference between the critical temperature and the theoretical manifold temperature if the current actual manifold temperature is less than the critical temperature and greater than the theoretical manifold temperature; the EGR correction coefficient is the ratio of the first difference to the second difference.

[0020] The correction module is used to correct the ideal EGR rate based on the EGR rate correction coefficient to obtain the target EGR rate; the ideal EGR rate is the EGR rate under standard conditions corresponding to the current engine speed and engine load.

[0021] Optionally, it also includes a third acquisition module, the third acquisition module being used for...

[0022] The EGR rate is calibrated based on engine speed and engine load to obtain the EGR rate table under standard conditions.

[0023] Based on the current engine speed and engine load, the EGR rate table is consulted to determine the ideal EGR rate.

[0024] Optionally, the determining module is further configured to:

[0025] If the current actual manifold temperature is lower than the theoretical manifold temperature, the ideal EGR rate is obtained by querying the EGR rate table based on the current engine speed and engine load.

[0026] The ideal EGR rate is determined as the target EGR rate.

[0027] Optionally, the determining module is further configured to:

[0028] If the current actual manifold temperature is greater than the critical temperature, adjust the EGR rate to 0.

[0029] A third aspect of this application provides an electronic device including a memory and a processor, the memory storing a computer program, which, when executed by the processor, performs the steps of the method described in the first aspect.

[0030] An embodiment of the fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the processor performs the steps of the method described in the first aspect.

[0031] This application provides an EGR rate correction method, apparatus, device, and storage medium. The EGR rate correction method includes: obtaining a critical manifold temperature; the critical temperature being the highest manifold temperature at which the engine can stably operate with an EGR rate of 0; querying a calibrated manifold temperature table based on the current engine speed and engine load to obtain the corresponding theoretical manifold temperature; if the current actual manifold temperature is less than the critical temperature but greater than the theoretical manifold temperature, determining an EGR rate correction coefficient based on a first difference between the actual and theoretical manifold temperatures and a second difference between the critical and theoretical manifold temperatures; the EGR correction coefficient being the ratio of the first difference to the second difference; correcting the ideal EGR rate based on the EGR rate correction coefficient to obtain a target EGR rate; the ideal EGR rate being the EGR rate under standard conditions corresponding to the current engine speed and engine load. By adopting the technical solution of this application, the EGR rate is corrected when the actual manifold temperature is lower than the critical temperature but higher than the theoretical manifold temperature, by comparing the relationship between the current actual manifold temperature and the theoretical manifold temperature. This makes the EGR rate more suitable for the current operating conditions, ensuring the stability of engine combustion and reducing vehicle fuel consumption. Attached Figure Description

[0032] Figure 1 A flowchart illustrating an EGR rate correction method provided in this application embodiment;

[0033] Figure 2 A schematic diagram of an EGR rate correction device provided in an embodiment of this application;

[0034] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0035] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0036] Furthermore, the accompanying drawings are merely illustrative of this application and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0037] The flowchart shown in the attached diagram is merely an illustrative example and does not necessarily include all steps. For example, some steps may be broken down, while others may be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0038] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. When used herein, the singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising” and / or “including,” when used in this specification, identify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups. When used herein, the term “and / or” includes any and all combinations of the associated listed items.

[0039] In some embodiments, please refer to Figure 1 , Figure 1 This application provides a flowchart illustrating an EGR rate correction method; the EGR rate correction method includes:

[0040] Step S110: Obtain the critical temperature of the manifold; the critical temperature is the highest manifold temperature at which the engine can operate stably when the EGR rate is 0.

[0041] In this embodiment, when the manifold temperature exceeds a certain critical temperature, EGR activation would cause unstable engine combustion. As the manifold temperature rises, the EGR rate needs to be gradually reduced until it reaches 0 to ensure stable engine operation. The highest manifold temperature at which the engine can stably operate with an EGR rate of 0 is defined as the critical temperature. If the manifold temperature continues to rise, EGR activation would cause unstable engine combustion; that is, when the temperature exceeds the critical temperature, the EGR valve closes, and the EGR rate remains at 0.

[0042] Step S120: Based on the current engine speed and engine load, query the calibrated manifold temperature table to obtain the corresponding theoretical manifold temperature.

[0043] In this embodiment, the current engine speed and engine load can be measured using appropriate detection equipment. Based on the measured engine speed and load, a calibrated manifold temperature table can be consulted to obtain the theoretical manifold temperature corresponding to the current engine speed and load. Since the current operating conditions often differ from standard conditions, the theoretical manifold temperature here often differs from the actual manifold temperature.

[0044] In an optional embodiment, before step S120, the method further includes: calibrating the manifold temperature based on engine speed and engine load to obtain a manifold temperature table. Here, the engine's operating parameters can be sampled using a median prototype to obtain multiple sets of engine speed data, engine load data, and corresponding manifold temperature data. Then, the manifold temperature is calibrated using these multiple sets of engine speed and load data, thereby obtaining a mapping table between engine speed, engine load, and manifold temperature, i.e., the manifold temperature table. It should be noted that the manifold temperature calibration is performed under standard conditions, defined here as an ambient temperature of 25°C, humidity of 50%, and atmospheric pressure of standard atmospheres.

[0045] Step S130: If the current actual manifold temperature is less than the critical temperature but greater than the theoretical manifold temperature, determine the EGR rate correction coefficient based on the first difference between the actual manifold temperature and the theoretical manifold temperature and the second difference between the critical temperature and the theoretical manifold temperature; the EGR correction coefficient is the ratio of the first difference to the second difference.

[0046] In this embodiment, the actual manifold temperature may differ from the theoretical manifold temperature due to the influence of ambient temperature, humidity, and atmospheric pressure. If the current actual manifold temperature does not exceed the critical temperature, then EGR can be activated normally without affecting the stable operation of the engine. If the actual manifold temperature is greater than the theoretical manifold temperature, the current EGR rate can be further corrected to obtain the target EGR rate.

[0047] In one example, the EGR rate correction factor μ satisfies:

[0048]

[0049] Where T1 is the actual manifold temperature, T2 is the critical temperature, and T0 is the theoretical manifold temperature.

[0050] Step S140: Correct the ideal EGR rate based on the EGR rate correction coefficient to obtain the target EGR rate; the ideal EGR rate is the EGR rate under standard conditions corresponding to the current engine speed and engine load.

[0051] In one example, the target EGR rate α satisfies:

[0052]

[0053] Where α0 is the ideal EGR rate corresponding to standard conditions.

[0054] This embodiment corrects the current EGR rate based on the actual manifold temperature, making the target EGR rate more compatible with the current operating conditions. Without affecting the stable operation of the engine, it achieves fine control of the EGR rate, improves fuel efficiency, and reduces vehicle fuel consumption.

[0055] In some embodiments, the EGR rate is calibrated based on engine speed and engine load to obtain an EGR rate table under standard conditions;

[0056] Based on the current engine speed and engine load, the EGR rate table is consulted to determine the ideal EGR rate.

[0057] In this embodiment, the EGR rate is calibrated using multiple sets of engine speed data and engine load data, resulting in a mapping table between engine speed, engine load, and EGR rate, i.e., an EGR rate table. A specific example can be found in the manifold temperature gauge calibration process described above, which will not be repeated here. It should be noted that this calibration of the EGR rate is based on engine speed and engine load under standard conditions. After obtaining the current engine speed and engine load, the calibrated EGR rate table can be consulted to obtain the ideal EGR rate α0 corresponding to the standard conditions. Combined with the EGR correction coefficient determined in the above embodiment, a more accurate target EGR rate can be obtained.

[0058] In some embodiments, if the current actual manifold temperature is less than the theoretical manifold temperature, the ideal EGR rate is obtained by querying the EGR rate table based on the current engine speed and engine load.

[0059] Determine the target EGR rate from the ideal EGR rate.

[0060] In this embodiment, the current actual manifold temperature is lower than the theoretical manifold temperature. At this point, the difference between the ideal EGR rate α0 and the target EGR rate is small. Therefore, the ideal EGR rate α0 is directly used as the current target EGR rate, without the need for additional EGR rate correction. Here, the ideal EGR rate α0 is sufficient for stable engine operation.

[0061] In some embodiments, if the current actual manifold temperature is greater than the critical temperature, the EGR rate is adjusted to 0.

[0062] In this embodiment, the current actual manifold temperature is greater than the critical temperature. At this time, turning on EGR will cause unstable combustion in the engine. Therefore, it is necessary to turn off EGR directly, that is, adjust the EGR rate to 0, to ensure stable engine operation.

[0063] This application embodiment compares the current actual manifold temperature with the theoretical manifold temperature and the critical temperature. When the actual manifold temperature is lower than the critical temperature but higher than the theoretical manifold temperature, the EGR rate is corrected so that the EGR rate is more suitable for the current operating conditions, ensuring the stability of engine combustion and reducing vehicle fuel consumption.

[0064] In some embodiments, this application provides an EGR rate correction device; see [link to relevant documentation]. Figure 2 , Figure 2 This is a schematic diagram of an EGR rate correction device provided in an embodiment of this application; the EGR rate correction device 200 includes:

[0065] The first acquisition module 210 is used to acquire the critical temperature of the manifold; the critical temperature is the highest manifold temperature at which the engine can operate stably when the EGR rate is 0.

[0066] The second acquisition module 220 is used to query the calibrated manifold temperature table based on the current engine speed and engine load to obtain the corresponding theoretical manifold temperature.

[0067] The determining module 230 is configured to determine an EGR rate correction coefficient based on a first difference between the actual manifold temperature and the theoretical manifold temperature and a second difference between the critical temperature and the theoretical manifold temperature if the current actual manifold temperature is less than the critical temperature and greater than the theoretical manifold temperature; the EGR correction coefficient is the ratio of the first difference to the second difference.

[0068] The correction module 240 is used to correct the ideal EGR rate based on the EGR rate correction coefficient to obtain the target EGR rate; the ideal EGR rate is the EGR rate under standard conditions corresponding to the current engine speed and engine load.

[0069] In this embodiment, when the manifold temperature exceeds a certain critical temperature, EGR activation would cause unstable engine combustion. As the manifold temperature rises, the EGR rate needs to be gradually reduced until it reaches 0 to ensure stable engine operation. The highest manifold temperature at which the engine can stably operate with an EGR rate of 0 is defined as the critical temperature. If the manifold temperature continues to rise, EGR activation would cause unstable engine combustion; that is, when the temperature exceeds the critical temperature, the EGR valve closes, and the EGR rate remains at 0.

[0070] Using appropriate testing equipment, the current engine speed and load can be measured. Based on these measurements, a calibrated manifold temperature table can be consulted to obtain the theoretical manifold temperature corresponding to the current engine speed and load. However, since the current operating conditions often differ from standard conditions, the theoretical manifold temperature will frequently differ from the actual manifold temperature.

[0071] Due to the influence of ambient temperature, humidity, and atmospheric pressure, the actual manifold temperature may differ from the theoretical manifold temperature. If the current actual manifold temperature does not exceed the critical temperature, then EGR can be activated normally without affecting the stable operation of the engine. If the actual manifold temperature is greater than the theoretical manifold temperature, the current ideal EGR rate can be further corrected to obtain the target EGR rate.

[0072] In some embodiments, the EGR rate correction device 200 further includes a third acquisition module, which is configured to:

[0073] The EGR rate is calibrated based on engine speed and engine load to obtain the EGR rate table under standard conditions.

[0074] Based on the current engine speed and engine load, the EGR rate table is consulted to determine the ideal EGR rate.

[0075] In this embodiment, the EGR rate is calibrated using multiple sets of engine speed data and engine load data, resulting in a mapping table between engine speed, engine load, and EGR rate, i.e., an EGR rate table. A specific example can be found in the manifold temperature gauge calibration process described above, which will not be repeated here. It should be noted that this calibration of the EGR rate is based on engine speed and engine load under standard conditions. After obtaining the current engine speed and engine load, the calibrated EGR rate table can be consulted to obtain the theoretical EGR rate α0 corresponding to the standard conditions. Combined with the EGR correction coefficient determined in the above embodiment, a more accurate target EGR rate can be obtained.

[0076] In some embodiments, the determining module 230 is further configured to:

[0077] If the current actual manifold temperature is lower than the theoretical manifold temperature, the ideal EGR rate is obtained by consulting the EGR rate table based on the current engine speed and engine load.

[0078] Determine the target EGR rate from the ideal EGR rate.

[0079] In this embodiment, the current actual manifold temperature is lower than the theoretical manifold temperature. At this point, the difference between the ideal EGR rate α0 and the target EGR rate is small. Therefore, the ideal EGR rate α0 is directly used as the current target EGR rate, without the need for additional EGR rate correction. Here, the ideal EGR rate α0 is sufficient for stable engine operation.

[0080] In some embodiments, the determining module 230 is further configured to:

[0081] If the current actual manifold temperature is greater than the critical temperature, adjust the EGR rate to 0.

[0082] In this embodiment, the current actual manifold temperature is greater than the critical temperature. At this time, turning on EGR will cause unstable combustion in the engine. Therefore, it is necessary to turn off EGR directly, that is, adjust the EGR rate to 0, to ensure stable engine operation.

[0083] This application embodiment compares the relationship between the current actual manifold temperature, the theoretical manifold temperature, and the critical temperature. When the actual manifold temperature is lower than the critical temperature but higher than the theoretical manifold temperature, the EGR rate is corrected to make the EGR rate more suitable for the current operating conditions, ensuring the stability of engine combustion and reducing vehicle fuel consumption.

[0084] It should be noted that the description of the above EGR rate correction device embodiments is similar to the description of the above EGR rate correction method embodiments, and has similar beneficial effects. For technical details not disclosed in the EGR rate correction device embodiments of this application, please refer to the description of the EGR rate correction method embodiments of this application for understanding, and will not be repeated here.

[0085] An embodiment of the third aspect of this application provides an electronic device, see [link to relevant documentation]. Figure 3 , Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device includes a memory and a processor. The memory stores a computer program. When the computer program is executed by the processor, the processor performs the steps of the above-described EGR rate correction method.

[0086] The electronic device can be a terminal, server, or similar computing device. It can vary significantly in configuration and performance, and may include one or more Central Processing Units (CPUs), including but not limited to microprocessors (MCUs) or programmable logic devices (FPGAs), memory for storing data, and one or more storage media (e.g., one or more mass storage devices) for storing applications or data. The memory and storage media can be temporary or persistent storage. The program stored on the storage media may include one or more modules, each module including a series of instruction operations on the electronic device. Furthermore, the CPU may be configured to communicate with the storage media and execute the series of instruction operations stored on the storage media on the electronic device. The electronic device may also include one or more power supplies, one or more wired or wireless network interfaces, one or more input / output interfaces, and / or one or more operating systems, such as Windows Server, Mac OS X, Unix, Linux, FreeBSD, etc. The input / output interfaces can be used to receive or send data via a network. Specific examples of the network mentioned above may include a wireless network provided by the electronic device's communication provider.

[0087] In one example, the input / output interface includes a network interface controller (NIC) that can connect to other network devices via a base station to communicate with the Internet. In an exemplary embodiment, the input / output interface can be a radio frequency (RF) module for wireless communication with the Internet.

[0088] Those skilled in the art will understand that Figure 3The structure shown is for illustrative purposes only and does not limit the structure of the electronic device described above. For example, the electronic device may also include components that are more... Figure 3 The more or fewer components shown, or having the same Figure 3 The different configurations shown.

[0089] In some embodiments, this application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the above-described EGR rate correction method.

[0090] It should be noted that the descriptions of the above electronic device and storage medium embodiments are similar to the descriptions of the above EGR rate correction method embodiments, and have similar beneficial effects. For technical details not disclosed in the electronic device and storage medium embodiments of this application, please refer to the descriptions of the EGR rate correction method embodiments of this application for understanding; they will not be repeated here.

[0091] In the several embodiments provided in this application, it should be understood that the disclosed EGR rate correction method, apparatus, system, and storage medium can be implemented in other ways. The methods, apparatus, and system embodiments described above are merely illustrative.

[0092] The EGR rate correction method, apparatus, electronic device, and storage medium described in the embodiments of this application are only examples of the embodiments described in this application, but are not limited thereto. Any EGR rate correction method, apparatus, electronic device, and storage medium involved are within the protection scope of this application.

[0093] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0094] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0095] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any modifications or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An EGR rate correction method, characterized in that, include: Obtain the critical temperature of the intake manifold; The critical temperature is the highest intake manifold temperature at which the engine can operate stably with an EGR rate of 0. Based on the current engine speed and engine load, query the calibrated intake manifold temperature table to obtain the corresponding theoretical intake manifold temperature. If the current actual intake manifold temperature is less than the critical temperature but greater than the theoretical intake manifold temperature, an EGR rate correction coefficient is determined based on a first difference between the actual intake manifold temperature and the theoretical intake manifold temperature and a second difference between the critical temperature and the theoretical intake manifold temperature; the EGR rate correction coefficient is the ratio of the first difference to the second difference. The ideal EGR rate is corrected based on the EGR rate correction coefficient to obtain the target EGR rate; the ideal EGR rate is the EGR rate under standard conditions corresponding to the current engine speed and engine load.

2. The EGR rate correction method according to claim 1, characterized in that, Also includes: The EGR rate is calibrated based on engine speed and engine load to obtain the EGR rate table under standard conditions. Based on the current engine speed and engine load, the EGR rate table is consulted to determine the ideal EGR rate.

3. The EGR rate correction method according to claim 2, characterized in that, If the current actual manifold temperature is lower than the theoretical intake manifold temperature, the ideal EGR rate is obtained by querying the EGR rate table based on the current engine speed and engine load. The ideal EGR rate is determined as the target EGR rate.

4. The EGR rate correction method according to claim 1, characterized in that, If the current actual manifold temperature is greater than the critical temperature, adjust the EGR rate to 0.

5. An EGR rate correction device, characterized in that, include: The first acquisition module is used to acquire the critical temperature of the intake manifold; The critical temperature is the highest intake manifold temperature at which the engine can operate stably with an EGR rate of 0. The second acquisition module is used to query the calibrated intake manifold temperature table based on the current engine speed and engine load to obtain the corresponding theoretical intake manifold temperature. The determination module is used to determine an EGR rate correction coefficient based on a first difference between the actual intake manifold temperature and the theoretical intake manifold temperature and a second difference between the critical temperature and the theoretical intake manifold temperature if the current actual intake manifold temperature is less than the critical temperature and greater than the theoretical intake manifold temperature; the EGR rate correction coefficient is the ratio of the first difference to the second difference. The correction module is used to correct the ideal EGR rate based on the EGR rate correction coefficient to obtain the target EGR rate; the ideal EGR rate is the EGR rate under standard conditions corresponding to the current engine speed and engine load.

6. The EGR rate correction device according to claim 5, characterized in that, It also includes a third acquisition module, which is used for... The EGR rate is calibrated based on engine speed and engine load to obtain the EGR rate table under standard conditions. Based on the current engine speed and engine load, the EGR rate table is consulted to determine the ideal EGR rate.

7. The EGR rate correction device according to claim 6, characterized in that, The determining module is also used for: If the current actual manifold temperature is lower than the theoretical intake manifold temperature, the ideal EGR rate is obtained by querying the EGR rate table based on the current engine speed and engine load. The ideal EGR rate is determined as the target EGR rate.

8. The EGR rate correction device according to claim 5, characterized in that, The determining module is also used for: If the current actual manifold temperature is greater than the critical temperature, adjust the EGR rate to 0.

9. An electronic device comprising a memory and a processor, the memory storing a computer program, wherein when the computer program is executed by the processor, the processor performs the steps of the method as claimed in any one of claims 1 to 4.

10. A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 4.

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