Methods, apparatus and readable storage media for detecting icing conditions in Venturi tubes

Abstract

This application provides a method, apparatus, and readable storage medium for detecting the icing state of a venturi tube. The method includes: acquiring multiple actual exhaust gas flow rates, where each actual exhaust gas flow rate is the actual value of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within a time window, and the cumulative power of the engine is the same in each time window; acquiring multiple exhaust gas flow rate thresholds, where each threshold is a preset threshold value of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within a time window; and determining that the venturi tube is in an icing state if the number of first target windows is greater than or equal to the number of first preset windows, where the first target window number is the number of time windows in a driving cycle where the actual exhaust gas flow rate value is less than the corresponding exhaust gas flow rate threshold value. This method accurately determines whether the venturi tube is icing by statistically analyzing whether the exhaust gas flow rate of several EGR valves with the same power output is less than a limit, based on the number of EGR valves where the exhaust gas flow rate is less than the limit.

Description

Technical Field

[0001] This application relates to the field of Venturi tube icing detection, and more specifically, to a method for detecting the icing state of a Venturi tube, a device for detecting the icing state of a Venturi tube, a computer-readable storage medium, and an electronic device. Background Technology

[0002] During high-altitude cold weather testing, due to the low ambient temperature, a large amount of water vapor produced by engine combustion will freeze upon encountering the cold at the venturi tube of the exhaust gas recirculation (EGR) device. This can lead to icing or even blockage of the venturi tube wall, resulting in inaccurate exhaust gas flow calculations and excessive deviations in the EGR valve opening, causing abnormal engine operation. Currently, there is no method to accurately detect whether the venturi tube is frozen, nor is there a control scheme for the EGR valve opening after the venturi tube freezes. Summary of the Invention

[0003] The main objective of this application is to provide a method, device, computer-readable storage medium, and electronic device for detecting the icing state of a Venturi tube, so as to at least solve the problem that the prior art cannot accurately detect whether a Venturi tube is icing.

[0004] To achieve the above objectives, according to one aspect of this application, a method for detecting the icing state of a venturi tube is provided. Both the venturi tube and the exhaust gas recirculation valve are installed inside the engine. The method includes: acquiring multiple actual exhaust gas flow rates, where each actual exhaust gas flow rate is the actual value of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within a time window, and the time window represents the time elapsed until the engine's accumulated power reaches a preset value, with the engine's accumulated power being the same within each time window; acquiring multiple exhaust gas flow rate threshold values, where each threshold value is a preset threshold value of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within a time window, and the threshold values ​​correspond one-to-one with the actual exhaust gas flow rates; and determining that the venturi tube is in an icing state when a first target window number is greater than or equal to a first preset window number, where the first target window number is the number of time windows within a driving cycle where the actual exhaust gas flow rate value is less than the corresponding exhaust gas flow rate threshold value.

[0005] Optionally, if the first target window number is greater than or equal to the first preset window number, after determining that the venturi tube is in an icing state, the method further includes: acquiring the real-time engine speed and the real-time fuel injection quantity of the engine; constructing a target mapping relationship, wherein the target mapping relationship characterizes the mapping relationship between the engine speed, the engine fuel injection quantity, and the opening degree of the exhaust gas recirculation valve; and determining the opening degree of the exhaust gas recirculation valve corresponding to the real-time engine speed and the real-time fuel injection quantity of the engine at the current moment based on the real-time engine speed, the real-time fuel injection quantity of the engine, and the target mapping relationship.

[0006] Optionally, the heating device is installed on the Venturi tube. After determining that the Venturi tube is in an icing state when the first target window number is greater than or equal to the first preset window number, the method further includes: controlling the heating device to operate at a preset temperature; acquiring the operating time of the heating device in real time; and determining that the Venturi tube is in a de-icing state when the operating time of the heating device reaches a preset time.

[0007] Optionally, multiple actual exhaust gas flow rates are acquired, including: acquiring the ambient temperature of the engine, where the ambient temperature is the temperature of the external space where the engine is located; acquiring the temperature of the engine coolant; when the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determining whether the operating parameters of the Venturi tube all meet preset conditions, wherein the operating parameters of the Venturi tube include at least: the voltage value of the Venturi differential pressure sensor, the Venturi differential pressure value, and the Venturi differential pressure change rate, and the preset condition is that the operating parameters of the Venturi tube are all within the corresponding threshold range; and when the operating parameters of the Venturi tube all meet the preset conditions, acquiring the actual exhaust gas flow rate.

[0008] Optionally, when the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determining whether the operating parameters of the Venturi tube meet preset conditions includes: when the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determining whether the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value meet a first preset condition, wherein the first preset condition is that the voltage value of the Venturi differential pressure sensor is within a preset voltage range and the Venturi differential pressure value is within a first preset differential pressure range. Within; when the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value meet the first preset condition, and the rate of change of the engine's required exhaust gas flow rate is within the first rate of change range, it is determined whether the Venturi differential pressure value and the rate of change of the Venturi differential pressure meet the second preset condition. The second preset condition is that the Venturi differential pressure value is less than a preset differential pressure value, the rate of change of the Venturi differential pressure is within the second rate of change range, and the duration is greater than a preset time. The duration is the duration during which the Venturi differential pressure value is less than the preset differential pressure value and the rate of change of the Venturi differential pressure is within the second rate of change range.

[0009] Optionally, obtaining multiple exhaust gas flow rate critical values ​​includes: obtaining a calculated exhaust gas flow rate value, wherein the calculated exhaust gas flow rate value is the theoretical value of the total exhaust gas flow rate required by the engine within a calculated time window; obtaining a margin coefficient, wherein the margin coefficient is obtained based on historical exhaust gas flow rate calculated values ​​and historical exhaust gas flow rate critical values; and determining the exhaust gas flow rate critical value based on the calculated exhaust gas flow rate value and the margin coefficient, wherein the exhaust gas flow rate critical value is the product of the calculated exhaust gas flow rate value and the margin coefficient.

[0010] Optionally, after obtaining multiple exhaust gas flow thresholds, the method further includes: determining that the venturi tube is in an unfrozen state when the second target window number is greater than or equal to the second preset window number, wherein the second target window number is the number of time windows in which the actual exhaust gas flow value within a driving cycle is greater than or equal to the corresponding exhaust gas flow threshold; and resetting the first target window number and the second target window number to zero when the first target window number is less than the first preset window number and the second target window number is less than the second preset window number.

[0011] According to another aspect of this application, a detection device for icing state of a venturi tube is provided. Both the venturi tube and the exhaust gas recirculation valve are installed inside the engine. The device includes: a first acquisition unit for acquiring multiple actual exhaust gas flow values, where each actual exhaust gas flow value is the actual value of the total exhaust gas flow passing through the exhaust gas recirculation valve within a time window, and each time window represents the time elapsed until the engine's accumulated power reaches a preset value, with the engine's accumulated power being the same within each time window; a second acquisition unit for acquiring multiple exhaust gas flow threshold values, where each exhaust gas flow threshold value is a preset threshold value of the total exhaust gas flow passing through the exhaust gas recirculation valve within a time window, and the exhaust gas flow threshold values ​​correspond one-to-one with the actual exhaust gas flow values; and a determination unit for determining that the venturi tube is in an icing state when a first target window number is greater than or equal to a first preset window number, where the first target window number is the number of time windows within a driving cycle where the actual exhaust gas flow value is less than the corresponding exhaust gas flow threshold value.

[0012] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform any of the described methods for detecting the icing state of a venturi tube.

[0013] According to another aspect of this application, an electronic device is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing any of the methods for detecting the icing state of a Venturi tube.

[0014] Applying the technical solution of this application, the above-mentioned method for detecting the icing state of the venturi tube first obtains multiple actual exhaust gas flow values. Each actual exhaust gas flow value is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. A time window represents the time taken for the engine's accumulated power to reach a preset value, and the engine's accumulated power is the same within each time window. Then, multiple exhaust gas flow threshold values ​​are obtained. Each exhaust gas flow threshold value is a preset threshold value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window, and the exhaust gas flow threshold values ​​correspond one-to-one with the actual exhaust gas flow values. Finally, if the number of first target windows is greater than or equal to the number of first preset windows, the venturi tube is determined to be in an icing state. The number of first target windows is the number of time windows within a driving cycle where the actual exhaust gas flow value is less than the corresponding exhaust gas flow threshold value. This method accurately determines whether the Venturi tube is icing by statistically analyzing the exhaust gas flow rates of several EGR valves performing the same work at different times. Based on the number of EGR valves with exhaust gas flow rates below the limit, it promptly performs de-icing and heating treatment when the Venturi tube is icing. In the case of icing, it promptly addresses the issue of the EGR valve being in open-loop control (closed-loop control is inaccurate after icing). After de-icing is completed, it restores closed-loop control, thus solving the problem of inaccurate detection of Venturi tube icing in existing technologies. Attached Figure Description

[0015] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0016] Figure 1 A hardware structure block diagram of a mobile terminal for performing a method for detecting the icing state of a venturi tube according to an embodiment of this application is shown.

[0017] Figure 2 A schematic flowchart of a method for detecting the icing state of a venturi tube according to an embodiment of this application is shown.

[0018] Figure 3 A schematic diagram of a venturi tube provided according to an embodiment of this application is shown;

[0019] Figure 4 A flowchart illustrating another method for detecting the icing state of a venturi tube according to an embodiment of this application is shown.

[0020] Figure 5 A flowchart illustrating another method for detecting the icing state of a venturi tube according to an embodiment of this application is shown.

[0021] Figure 6 A structural block diagram of a venturi tube icing detection device according to an embodiment of this application is shown.

[0022] The above figures include the following reference numerals:

[0023] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device; a. Inlet; b. Throat; c. Constriction section; d. Cylindrical section; e. Throat; f. Diffusion section; g. Outlet. Detailed Implementation

[0024] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] For ease of description, the following explains some of the nouns or terms used in the embodiments of this application:

[0028] Exhaust Gas Recirculation (EGR)

[0029] As described in the background section, existing engines generate a large amount of water vapor during combustion, which freezes upon encountering cold at the venturi tube of the exhaust gas recirculation (EGR) device. This leads to icing or even blockage of the venturi tube wall, resulting in inaccurate exhaust gas flow calculations, excessive EGR valve opening deviations, and abnormal engine operation. To address the problem of inaccurate detection of venturi tube icing in existing technologies, embodiments of this application provide a method for detecting venturi tube icing, a device for detecting venturi tube icing, a computer-readable storage medium, and an electronic device.

[0030] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0031] The methods and embodiments provided in this application can be executed on a mobile terminal, computer terminal, or similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal for a method of detecting the icing state of a Venturi tube according to an embodiment of the present invention. Figure 1 As shown, a mobile terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal described above. For example, the mobile terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0032] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the method for detecting the icing state of a venturi tube in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof. The transmission device 106 is used to receive or send data via a network. Specific examples of the aforementioned networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0033] This embodiment provides a method for detecting the icing state of a venturi tube running on a mobile terminal, computer terminal, or similar computing device. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0034] Figure 2 This is a flowchart of a method for detecting the icing state of a venturi tube according to an embodiment of this application. Figure 2 As shown, both the venturi tube and the exhaust gas recirculation valve are installed inside the engine. The method includes the following steps:

[0035] Step S201: Obtain multiple actual exhaust gas flow values. Each of the above actual exhaust gas flow values ​​is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each of the above time windows represents the time taken for the engine's cumulative power to reach a preset value. The cumulative power of the engine is the same in each of the above time windows.

[0036] Specifically, an actual exhaust gas flow rate can be obtained by integrating the exhaust gas flow rate through the exhaust gas recirculation valve within a time window, or by summing the exhaust gas flow rate through the exhaust gas recirculation valve within a time window. Similarly, the cumulative power of the engine within a time window can be obtained by integrating the power done by the engine within a time window, or by summing the power done by the engine within a time window.

[0037] The cumulative power of a time window can be set to 3kW, 5kW, etc., with the specific value determined based on the engine's performance. Using the engine's cumulative power as the dividing standard for the time window (i.e., the engine's cumulative power is the same within a time window) avoids errors in the measured values ​​(exhaust gas flow or other operating parameters) under transient operating conditions, which could lead to inaccurate actual exhaust gas flow values. In other words, if only real-time exhaust gas flow values ​​are obtained and used for calculations, the calculations will be affected by transient operating conditions, resulting in significant errors. Similarly, if the time window is calibrated by time (i.e., the engine runs for the same amount of time within a time window), there will still be instances where the engine remains in transient operating conditions within a certain time window, rather than a steady-state condition, leading to further errors. Therefore, calibrating the time window using the engine's cumulative power minimizes errors to the greatest extent possible.

[0038] in addition, Figure 3 The schematic diagram of a Venturi tube is shown below. Figure 3 As shown, the Venturi tube includes an inlet a, a throat b, a contraction section c, a cylindrical section d, a throat e, a diffuser section f, and an outlet g. When gas flows through the contraction-shaped throat b, its velocity increases and its pressure decreases; when it flows through the diffuser section f, its velocity decreases and its pressure increases, thus reducing the pressure loss caused by the throat section. The exhaust gas mass flow rate is calculated according to Formula 1, which is as follows:

[0039]

[0040] Where qm is the mass flow rate of the exhaust gas, c is the coefficient relating the actual flow rate to the theoretical flow rate through the device; β is the ratio of the venturi throat diameter to the inlet diameter; ε is the expansion coefficient; d is the venturi throat diameter in meters (m); Δp is the static pressure difference between the venturi inlet and throat in Pa (Pa), measured by a venturi pressure differential sensor; and ρ1 is the exhaust gas density in kg / m³. 3 The density of the exhaust gas is calculated using the exhaust gas temperature and pressure.

[0041] The specific implementation steps for obtaining multiple actual exhaust gas flow values ​​are as follows:

[0042] Step S301: Obtain the ambient temperature of the engine, where the ambient temperature is the temperature of the external space where the engine is located.

[0043] Step S302: Obtain the temperature of the engine coolant;

[0044] Step S303: When the ambient temperature of the engine is lower than the preset ambient temperature and the temperature of the engine coolant is lower than the preset coolant temperature, determine whether the operating parameters of the venturi tube meet the preset conditions. The operating parameters of the venturi tube include at least: the voltage value of the venturi differential pressure sensor, the venturi differential pressure value, and the venturi differential pressure change rate. The preset condition is that the operating parameters of the venturi tube are all within the corresponding threshold range.

[0045] The specific steps for determining whether the operating parameters of the venturi tube meet the preset conditions when the ambient temperature of the engine is lower than the preset ambient temperature and the temperature of the engine coolant is lower than the preset coolant temperature are as follows:

[0046] Step S3031: When the ambient temperature of the engine is lower than the preset ambient temperature and the temperature of the engine coolant is lower than the preset coolant temperature, determine whether the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value meet the first preset condition. The first preset condition is that the voltage value of the Venturi differential pressure sensor is within the preset voltage range and the Venturi differential pressure value is within the first preset differential pressure range.

[0047] The preset ambient temperature can be set to 0℃, and the preset coolant temperature can be set to 60℃, 70℃, etc. After the engine is cold-started, if the ambient temperature of the engine is lower than the preset ambient temperature, it can be determined that the engine is in a cold region. If the engine coolant temperature is lower than the preset coolant temperature, it can be determined that the engine has just been started and the internal temperature of the engine is low, and there is a risk of icing in the venturi tube.

[0048] The preset voltage range can be set to 500mV-5000mV, and the first preset differential pressure range can be set to 0hPa-1000hPa. When the engine ambient temperature is lower than the preset ambient temperature, and the engine coolant temperature is lower than the preset coolant temperature, the system first checks if the voltage value of the Venturi differential pressure sensor is within the preset voltage range. If the voltage value is within the preset range, the Venturi differential pressure sensor is preliminarily determined to be operating normally. If the voltage value is outside the preset range, the Venturi differential pressure sensor is determined to be faulty, and an alarm message is issued. Next, the system checks if the Venturi differential pressure value is within the first preset differential pressure range. If the value is within the first preset range, the Venturi differential pressure sensor is preliminarily determined to be operating normally. If the value is outside the first preset range, the Venturi differential pressure sensor is determined to be faulty, and an alarm message is issued.

[0049] Step S3032: If the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value satisfy the first preset condition, and the rate of change of the engine's required exhaust gas flow rate is within the first rate of change range, determine whether the Venturi differential pressure value and the rate of change of the Venturi differential pressure satisfy the second preset condition. The second preset condition is that the Venturi differential pressure value is less than a preset differential pressure value, the rate of change of the Venturi differential pressure is within the second rate of change range, and the duration is greater than a preset time. The duration is the duration during which the Venturi differential pressure value is less than the preset differential pressure value and the rate of change of the Venturi differential pressure is within the second rate of change range.

[0050] The preset differential pressure value is less than the maximum value of the first preset differential pressure range, i.e., the preset differential pressure value can be set to 500 hPa. Since the Venturi differential pressure value has already been determined to be within the first preset differential pressure range in step S3031, and the determination of whether the Venturi differential pressure value is less than the preset differential pressure value is based on this, the Venturi differential pressure value is already limited to the first preset differential pressure range. Therefore, there is no need to limit the minimum value of the Venturi differential pressure value, i.e., the minimum value of the Venturi differential pressure value is the minimum value of the first preset differential pressure range.

[0051] In addition, the first rate of change range can be set to a range greater than 10 kg / h, the second rate of change range can be set to a range greater than 3 hPa / s, or a range greater than 5 hPa / s, and the preset time can be set to 2 min, 3 min, etc. When the Venturi differential pressure value is less than the preset differential pressure value, the aforementioned Venturi differential pressure change rate is within the second rate of change range and the duration is greater than the preset time, and the engine is operating under changing conditions (i.e., transient conditions), meaning the rate of change of the engine's required exhaust gas flow is within the first rate of change range, if the Venturi differential pressure change rate is too small or constantly 0, then the Venturi differential pressure sensor is determined to be faulty, and an alarm message is issued. Specifically, when the engine's operating conditions are changing, i.e., the engine is in transient conditions, the engine's required exhaust gas flow also changes in real time according to the engine's operating conditions, and the rate of change is relatively large. Based on this, the Venturi differential pressure should also change in real time according to the engine's operating conditions, and there should be a certain rate of change. If the Venturi differential pressure change is small at this time, and the Venturi differential pressure is too small or constantly 0, then it proves that the Venturi differential pressure sensor has malfunctioned, and an alarm message is issued.

[0052] Specifically, this can accurately detect whether the Venturi differential pressure sensor is faulty, and promptly launch diagnostic logic when the Venturi differential pressure sensor fails, preventing inaccurate detection results due to Venturi differential pressure sensor failure.

[0053] Step S304: Under the condition that the operating parameters of the venturi tube meet the above preset conditions, obtain the above actual exhaust gas flow rate value.

[0054] Specifically, this allows for the acquisition of actual exhaust gas flow values ​​only after confirming that the Venturi differential pressure sensor and the Venturi tube are functioning correctly. This avoids inaccurate test results due to Venturi differential pressure sensor malfunction, ensuring data validity. Furthermore, performing the Venturi tube icing test only after the engine meets the aforementioned preset conditions reduces wasted computational resources and ensures test reliability.

[0055] Step S202: Obtain multiple exhaust gas flow rate threshold values. The exhaust gas flow rate threshold values ​​are preset threshold values ​​of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within the time window. The exhaust gas flow rate threshold values ​​correspond one-to-one with the actual exhaust gas flow rate values.

[0056] Specifically, a critical value for exhaust gas flow is set for each time window. By comparing the actual exhaust gas flow value with the critical value, it can be determined whether the actual exhaust gas flow through the exhaust gas recirculation valve meets the engine's requirements under the current conditions. Based on the number of times the requirements are met or not met, it can be determined whether the problem is due to icing blockage of the venturi tube or random error.

[0057] The specific implementation steps for obtaining multiple critical values ​​of exhaust gas flow rate are as follows:

[0058] Step S2021: Obtain the exhaust gas flow rate calculation value. The exhaust gas flow rate calculation value is the theoretical value of the total exhaust gas flow rate required by the engine within one of the above-mentioned time windows.

[0059] Step S2022: Obtain the margin coefficient, which is obtained based on the historical exhaust gas flow rate and the historical exhaust gas flow rate threshold.

[0060] Step S2023: Based on the above-mentioned calculated waste gas flow rate and the above-mentioned margin coefficient, determine the above-mentioned critical value of waste gas flow rate. The above-mentioned critical value of waste gas flow rate is the product of the above-mentioned calculated waste gas flow rate and the above-mentioned margin coefficient.

[0061] Specifically, the margin coefficient can be set to 0.9-1.1. The calculated exhaust gas flow rate is the theoretical value of the total exhaust gas flow rate required by the engine within a time window. However, in practical applications, even when the venturi tube is operating normally and in good condition, there will still be some error compared to the theoretical value. If the calculated theoretical value (i.e., the exhaust gas flow rate) is directly compared with the actual exhaust gas flow rate, this unavoidable error in practical applications will significantly interfere with the test results, leading to a substantial decrease in test accuracy. Setting a margin coefficient can reduce the impact of this error on the test results and improve the accuracy of the test.

[0062] The specific value of the margin coefficient can be obtained through training based on historical data.

[0063] Step S203: If the first target window number is greater than or equal to the first preset window number, the Venturi tube is determined to be in an icing state. The first target window number is the number of time windows in which the actual exhaust gas flow rate value within a driving cycle is less than the corresponding exhaust gas flow rate threshold value.

[0064] Specifically, the first preset window number can be set to 5. This counts the number of time windows in which the actual exhaust gas flow rate is less than the corresponding critical exhaust gas flow rate value. If the first target window number is greater than or equal to the first preset window number, the venturi tube is determined to be in an icing state, allowing for a more accurate assessment of the venturi tube's icing status. If the first preset window number is set too small, it may fail to eliminate interference from errors, leading to a larger and less accurate judgment. If the first preset window number is set too large, the first target window number may not be reached by the end of a driving cycle, even if the venturi tube is indeed in an icing state, which will also result in an inaccurate judgment. Therefore, the first preset window number needs to be set based on historical data.

[0065] Among them, such as Figure 4 As shown, when the first target window number is greater than or equal to the first preset window number, after determining that the venturi tube is in an icing state, the above method further includes the following steps:

[0066] Step S401: Obtain the real-time speed of the engine and the real-time fuel injection quantity of the engine.

[0067] Step S402: Construct a target mapping relationship, which represents the mapping relationship between the engine speed, the engine fuel injection quantity and the opening degree of the exhaust gas recirculation valve.

[0068] Step S403: Based on the real-time engine speed, the real-time fuel injection quantity of the engine, and the target mapping relationship, determine the opening degree of the exhaust gas recirculation valve corresponding to the real-time engine speed and the real-time fuel injection quantity of the engine at the current moment.

[0069] Specifically, the target mapping relationship is represented by a MAP table. If the number of the first target windows is greater than or equal to the first preset window number, it can be determined that the venturi tube is in an icing state. Furthermore, if the venturi tube wall is iced or even blocked, and closed-loop control of the EGR valve is still performed based on the venturi tube and the calculated exhaust gas flow rate, it will lead to inaccurate EGR valve opening control, i.e., excessive opening deviation. The actual exhaust gas flow rate will differ significantly from the exhaust gas flow rate required by the engine, resulting in abnormal engine operation. Therefore, based on the determination that the venturi tube is in an icing state, open-loop control is directly adopted. The opening value of the EGR valve corresponding to the current engine speed, the current fuel injection quantity, and the corresponding MAP table is directly determined, and the opening value of the EGR valve is controlled according to the opening value obtained from the MAP table. This avoids the problem of inaccurate exhaust gas flow calculation and excessive EGR valve opening deviation caused by icing and blockage of the venturi tube, leading to abnormal engine operation.

[0070] The heating device is installed on the Venturi tube. After determining that the Venturi tube is in an icing state when the first target window number is greater than or equal to the first preset window number, the method further includes the following steps:

[0071] Step S501: Control the heating device to operate at a preset temperature;

[0072] Step S502: Obtain the running time of the heating device in real time;

[0073] Step S503: When the operating time of the heating device reaches the preset time, the Venturi tube is determined to be in the state of complete de-icing.

[0074] Specifically, this allows for timely de-icing of the venturi tube if it is determined to be blocked due to icing. After de-icing, the closed-loop control of the EGR valve is restored, thereby ensuring the normal and accurate operation of the subsequent engine and guaranteeing the reliability of the system.

[0075] In addition, the operating temperature and operating time of the heating device have a certain inverse relationship; that is, the operating temperature and operating time of the heating device need to be set accordingly. For example, if the operating temperature of the heating device is set to 50℃, the operating time can be set to 10 minutes, while if the operating temperature of the heating device is set to 60℃, the operating time can be set to 8 minutes.

[0076] After obtaining multiple critical values ​​for exhaust gas flow rate, the above method also includes the following steps:

[0077] Step S601: If the second target window number is greater than or equal to the second preset window number, determine that the venturi tube is in an unfrozen state. The second target window number is the number of time windows in which the actual exhaust gas flow value in one driving cycle is greater than or equal to the corresponding exhaust gas flow threshold value.

[0078] Step S602: If the number of first target windows is less than the number of first preset windows and the number of second target windows is less than the number of second preset windows, then the number of first target windows and the number of second target windows are reset to zero.

[0079] Specifically, this ensures the accuracy of determining whether the venturi tube is iced. If the first target window number is greater than or equal to the first preset window number, the venturi tube is determined to be iced. If the second target window number is greater than or equal to the second preset window number, the venturi tube is determined to be uniced. If both the first target window number and the second target window number are less than the first preset window number, it proves that the venturi tube cannot be determined within one driving cycle. In this case, the accumulated first and second target window numbers for that driving cycle are reset to zero, and the venturi tube icing determination is repeated at the start of the next driving cycle.

[0080] The first preset number of windows can be 5, 6, or 7, and the second preset number of windows can be set to 5, 6, or 7 respectively. The first preset number of windows and the second preset number of windows can be the same or different, but the difference should not be too large.

[0081] The above-mentioned method for detecting the icing state of the Venturi tube in this application first obtains multiple actual exhaust gas flow values. One actual exhaust gas flow value is the actual value of the total exhaust gas flow passing through the exhaust gas recirculation valve within a time window, and a time window represents the time experienced when the cumulative work of the engine reaches a preset value. The cumulative work of the engine within each time window is the same; then, multiple exhaust gas flow critical values are obtained. The exhaust gas flow critical value is the preset critical value of the total exhaust gas flow passing through the exhaust gas recirculation valve within a time window, and the exhaust gas flow critical value corresponds to the actual exhaust gas flow value one by one; finally, when the number of first target windows is greater than or equal to the first preset number of windows, it is determined that the Venturi tube is in an icing state. The number of first target windows is the number of time windows in a driving cycle where the actual exhaust gas flow value is less than the corresponding exhaust gas flow critical value. This method accurately determines whether the Venturi tube is iced by counting whether the exhaust gas flow of the EGR valve in several segments with the same work is less than the limit, and then timely performs defrosting heating treatment when the Venturi tube is iced. In the case of icing, the EGR valve is timely switched to open-loop control (after icing, the closed-loop control is inaccurate), and the closed-loop control is restored after the defrosting is completed, solving the problem in the prior art that it is impossible to accurately detect whether the Venturi tube is iced.

[0082] In order to enable those skilled in the art to more clearly understand the technical solution of this application, the implementation process of the method for detecting the icing state of the Venturi tube in this application will be described in detail below in conjunction with specific embodiments.

[0083] This embodiment relates to a specific method for detecting the icing state of a Venturi tube, as Figure 5 shown, including the following steps:

[0084] Step S1: After the engine is cold-started, according to the environmental temperature T1 < t0 limit value, it is judged that in a cold region, the engine coolant T2 < t1, and it is judged that the engine has just started not long ago, and the Venturi tube has an icing risk, and subsequent diagnosis is carried out.

[0085] Step S2: For the voltage value of the Venturi differential pressure sensor: When U1 < Venturi sensor voltage < U2, it is judged that the Venturi differential pressure sensor is operating normally. When the Venturi sensor voltage is not within the above range, it is judged that the Venturi differential pressure sensor is faulty, and the diagnosis is exited.

[0086] Step S3: For the Venturi differential pressure value: When P1 < Venturi differential pressure < P2, it is judged that the Venturi differential pressure sensor is operating normally. When the Venturi differential pressure is not within the above range, it is judged that the Venturi differential pressure sensor is faulty, and the diagnosis is exited.

[0087] Step S4: The Venturi pressure difference < P3, PV1 < the change rate of the Venturi pressure difference < PV2, the duration T > T1. When the engine is under variable operating conditions and the required exhaust gas volume flow V is changing, if the change rate of the Venturi pressure difference is too small or constantly 0, it is determined that the Venturi pressure difference sensor fails, and the diagnosis is exited.

[0088] Step S5: When the Venturi pressure difference sensor of the engine is normal, based on a certain accumulated work W, the actual EGR exhaust gas flow qm is calculated by integration, and at the same time, the required EGR exhaust gas flow is calculated by integration and multiplied by a margin coefficient k1 (k1 < 1) to obtain the limit value Qm. If qm < Qm under the accumulated work W, Flag = Flag + 1. When Flag exceeds the limit value C, it is determined that the Venturi tube is frozen because during the low-load operation of the engine, the ambient temperature is low and icing may occur during driving. Therefore, this type of engine needs to be equipped with heating resistance wires (which can also be designed as coolant heating) at the Venturi tube and the Venturi pressure difference sensor for defrosting. When it is determined that the Venturi tube is frozen, the EGR opening is switched to open-loop control to prevent the EGR from being fully open all the time, which may affect the engine state. After the defrosting is completed, the closed-loop control is restored. On the contrary, if qm ≥ Qm, NFlag = NFlag + 1. When NFlag exceeds the limit value C, it is determined that the Venturi tube is not frozen.

[0089] It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0090] The embodiment of the present application also provides a detection device for the icing state of the Venturi tube. It should be noted that the detection device for the icing state of the Venturi tube in the embodiment of the present application can be used to execute the detection method for the icing state of the Venturi tube provided by the embodiment of the present application. The device is used to implement the above embodiments and preferred implementation manners, and those that have been described will not be repeated. As used hereinafter, the term "module" can be a combination of software and / or hardware that can achieve a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, the implementation in hardware, or a combination of software and hardware, is also possible and contemplated.

[0091] The following introduces the detection device for the icing state of the Venturi tube provided by the embodiment of the present application.

[0092] Figure 6 is a schematic diagram of the detection device for the icing state of the Venturi tube according to the embodiment of the present application. As Figure 6As shown, both the venturi tube and the exhaust gas recirculation valve are installed inside the engine. The device includes a first acquisition unit 10, a second acquisition unit 20, and a determination unit 30. The first acquisition unit 10 is used to acquire multiple actual exhaust gas flow values. Each actual exhaust gas flow value is the actual value of the total exhaust gas flow passing through the exhaust gas recirculation valve within a time window. Each time window represents the time elapsed when the engine's cumulative power reaches a preset value, and the engine's cumulative power is the same within each time window. The second acquisition unit 20 is used to acquire multiple exhaust gas flow threshold values. Each exhaust gas flow threshold value is a preset threshold value of the total exhaust gas flow passing through the exhaust gas recirculation valve within a time window. Each exhaust gas flow threshold value corresponds one-to-one with the actual exhaust gas flow values. The determination unit 30 is used to determine that the venturi tube is in an icing state when the first target window number is greater than or equal to the first preset window number. The first target window number is the number of time windows in which the actual exhaust gas flow value within a driving cycle is less than the corresponding exhaust gas flow threshold value.

[0093] The venturi tube icing detection device of this application includes a first acquisition unit, a second acquisition unit, and a determination unit. The first acquisition unit is used to acquire multiple actual exhaust gas flow values. Each actual exhaust gas flow value is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each time window represents the time elapsed when the cumulative power of the engine reaches a preset value, and the cumulative power of the engine is the same within each time window. The second acquisition unit is used to acquire multiple exhaust gas flow threshold values. Each exhaust gas flow threshold value is a preset threshold value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each exhaust gas flow threshold value corresponds one-to-one with the actual exhaust gas flow value. The determination unit is used to determine that the venturi tube is in an icing state when the number of first target windows is greater than or equal to the number of first preset windows. The number of first target windows is the number of time windows within a driving cycle where the actual exhaust gas flow value is less than the corresponding exhaust gas flow threshold value. This device accurately determines whether the Venturi tube is frozen by statistically analyzing the exhaust gas flow rates of several EGR valves performing the same work at different speeds. Based on the number of EGR valves with exhaust gas flow rates below the limit, it promptly performs de-icing and heating treatment when the Venturi tube is frozen. In the case of freezing, it promptly switches the EGR valve to open-loop control (closed-loop control is inaccurate after freezing). After de-icing, it restores closed-loop control, solving the problem of inaccurate detection of Venturi tube freezing in existing technologies.

[0094] In an optional embodiment, the device further includes a third acquisition unit, a construction unit, and a first determination module. The third acquisition unit is used to acquire the real-time engine speed and the real-time fuel injection quantity of the engine after determining that the venturi tube is in an icing state when the first target window number is greater than or equal to the first preset window number. The construction unit is used to construct a target mapping relationship, which represents the mapping relationship between the engine speed, the engine fuel injection quantity, and the opening degree of the exhaust gas recirculation valve. The first determination module is used to determine the opening degree of the exhaust gas recirculation valve corresponding to the real-time engine speed and the real-time fuel injection quantity of the engine at the current moment based on the real-time engine speed, the real-time fuel injection quantity of the engine, and the target mapping relationship. This can avoid the problem of inaccurate exhaust gas flow calculation and excessive deviation of EGR valve opening caused by icing and blockage of the venturi tube, leading to abnormal engine operation.

[0095] For example, the heating device is installed on the aforementioned venturi tube. The device further includes a first control unit, a fourth acquisition unit, and a second determination module. The first control unit, when determining that the venturi tube is in an icing state if the first target window number is greater than or equal to the first preset window number, controls the heating device to operate at a preset temperature. The fourth acquisition unit is used to acquire the operating time of the heating device in real time. The second determination module is used to determine that the venturi tube is in a de-icing completed state when the operating time of the heating device reaches a preset time. This allows for timely de-icing of the venturi tube when it is determined to be blocked due to icing, and restoration of the closed-loop control of the EGR valve after de-icing, thereby ensuring the normal and accurate operation of the subsequent engine and guaranteeing system reliability.

[0096] In one optional example, the first acquisition unit includes a first acquisition module, a second acquisition module, a judgment module, and a third acquisition module. The first acquisition module acquires the ambient temperature of the engine, which is the temperature of the external space where the engine is located. The second acquisition module acquires the temperature of the engine coolant. The judgment module determines whether the operating parameters of the Venturi tube meet preset conditions when the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature. The operating parameters of the Venturi tube include at least: the voltage value of the Venturi differential pressure sensor, the Venturi differential pressure value, and the rate of change of the Venturi differential pressure. The preset condition is that the operating parameters of the Venturi tube are all within the corresponding threshold range. The third acquisition module acquires the actual exhaust gas flow rate value when the operating parameters of the Venturi tube meet the preset conditions. This allows the actual exhaust gas flow rate value to be acquired when the Venturi differential pressure sensor and the Venturi tube are operating normally, avoiding inaccurate detection results due to Venturi differential pressure sensor failure and ensuring data validity.

[0097] In this embodiment, the determination module includes a third determination module and a fourth determination module. The third determination module is used to determine whether the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value meet a first preset condition when the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature. The first preset condition is that the voltage value of the Venturi differential pressure sensor is within a preset voltage range and the Venturi differential pressure value is within a first preset differential pressure range. The fourth determination module is used to determine whether the Venturi differential pressure value and the Venturi differential pressure change rate meet a second preset condition when the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value meet the first preset condition and the change rate of the engine's required exhaust gas flow rate is within a first change rate range. The second preset condition is that the Venturi differential pressure value is lower than a preset differential pressure value, the Venturi differential pressure change rate is within a second change rate range, and the duration is greater than a preset time. The duration is the duration during which the Venturi differential pressure value is lower than the preset differential pressure value and the Venturi differential pressure change rate is within the second change rate range. This allows for accurate detection of whether a Venturi differential pressure sensor is faulty, and timely implementation of diagnostic logic when a Venturi differential pressure sensor malfunctions, preventing inaccurate detection results due to sensor failure.

[0098] In one optional scheme, the second acquisition unit includes a third acquisition module, a fourth acquisition module, and a fifth determination module. The third acquisition module is used to acquire a calculated exhaust gas flow rate value, which is the theoretical value of the total exhaust gas flow rate required by the engine within a calculated time window. The fourth acquisition module is used to acquire a margin coefficient, which is obtained based on historical exhaust gas flow rate calculations and historical exhaust gas flow rate critical values. The fifth determination module is used to determine the exhaust gas flow rate critical value based on the calculated exhaust gas flow rate value and the margin coefficient, whereby the exhaust gas flow rate critical value is the product of the calculated exhaust gas flow rate value and the margin coefficient. Setting a margin coefficient can reduce the impact of such errors on the test results and improve the accuracy of the test.

[0099] As an optional solution, the above-mentioned device further includes a sixth determining module and a zeroing unit. The sixth determining module is used to determine that the Venturi tube is in an uniced state after acquiring multiple exhaust gas flow threshold values, provided that the second target window number is greater than or equal to the second preset window number. The second target window number is the number of time windows in which the actual exhaust gas flow value within one driving cycle is greater than or equal to the corresponding exhaust gas flow threshold value. The zeroing unit is used to reset the first target window number and the second target window number to zero if the first target window number is less than the first preset window number and the second target window number is less than the second preset window number. This ensures the accuracy of the determination of whether the Venturi tube is iced.

[0100] The aforementioned venturi tube icing detection device includes a processor and a memory. The first acquisition unit and other components are stored as program units in the memory, and the processor executes these program units to achieve the corresponding functions. All of the above modules reside in the same processor; alternatively, the modules may be located in different processors in any combination.

[0101] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and adjusting kernel parameters can address the problem of inaccurate detection of icing in venturi tubes in existing technologies.

[0102] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0103] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the method for detecting the icing state of a venturi tube.

[0104] Specifically, the methods for detecting the icing state of a venturi tube include:

[0105] Step S201: Obtain multiple actual exhaust gas flow values. Each of the above actual exhaust gas flow values ​​is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each of the above time windows represents the time taken for the engine's cumulative power to reach a preset value. The cumulative power of the engine is the same in each of the above time windows.

[0106] Specifically, an actual exhaust gas flow rate can be obtained by integrating the exhaust gas flow rate through the exhaust gas recirculation valve within a time window, or by summing the exhaust gas flow rate through the exhaust gas recirculation valve within a time window. Similarly, the cumulative power of the engine within a time window can be obtained by integrating the power done by the engine within a time window, or by summing the power done by the engine within a time window.

[0107] Step S202: Obtain multiple exhaust gas flow rate threshold values. The exhaust gas flow rate threshold values ​​are preset threshold values ​​of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within the time window. The exhaust gas flow rate threshold values ​​correspond one-to-one with the actual exhaust gas flow rate values.

[0108] Specifically, a critical value for exhaust gas flow is set for each time window. By comparing the actual exhaust gas flow value with the critical value, it can be determined whether the actual exhaust gas flow through the exhaust gas recirculation valve meets the engine's requirements under the current conditions. Based on the number of times the requirements are met or not met, it can be determined whether the problem is due to icing blockage of the venturi tube or random error.

[0109] Step S203: If the first target window number is greater than or equal to the first preset window number, the Venturi tube is determined to be in an icing state. The first target window number is the number of time windows in which the actual exhaust gas flow rate value within a driving cycle is less than the corresponding exhaust gas flow rate threshold value.

[0110] Specifically, the first preset window number can be set to 5. This counts the number of time windows in which the actual exhaust gas flow rate is less than the corresponding critical exhaust gas flow rate value. If the first target window number is greater than or equal to the first preset window number, the venturi tube is determined to be in an icing state, allowing for a more accurate assessment of the venturi tube's icing status. If the first preset window number is set too small, it may fail to eliminate interference from errors, leading to a larger and less accurate judgment. If the first preset window number is set too large, the first target window number may not be reached by the end of a driving cycle, even if the venturi tube is indeed in an icing state, which will also result in an inaccurate judgment. Therefore, the first preset window number needs to be set based on historical data.

[0111] Optionally, when the first target window number is greater than or equal to the first preset window number, after determining that the venturi tube is in an icing state, the method further includes: obtaining the real-time engine speed and the real-time fuel injection quantity of the engine; constructing a target mapping relationship, wherein the target mapping relationship characterizes the mapping relationship between the engine speed, the engine fuel injection quantity, and the opening degree of the exhaust gas recirculation valve; and determining the opening degree of the exhaust gas recirculation valve corresponding to the real-time engine speed and the real-time fuel injection quantity of the engine at the current moment based on the real-time engine speed, the real-time fuel injection quantity of the engine, and the target mapping relationship.

[0112] Optionally, the heating device is installed on the Venturi tube. After determining that the Venturi tube is in an icing state when the first target window number is greater than or equal to the first preset window number, the method further includes: controlling the heating device to operate at a preset temperature; acquiring the operating time of the heating device in real time; and determining that the Venturi tube is in a de-icing state when the operating time of the heating device reaches a preset time.

[0113] Optionally, multiple actual exhaust gas flow rates are acquired, including: acquiring the ambient temperature of the engine, where the ambient temperature is the temperature of the external space where the engine is located; acquiring the temperature of the engine coolant; if the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determining whether the operating parameters of the Venturi tube all meet preset conditions, wherein the operating parameters of the Venturi tube include at least: the voltage value of the Venturi differential pressure sensor, the Venturi differential pressure value, and the rate of change of the Venturi differential pressure, and the preset condition is that the operating parameters of the Venturi tube are all within the corresponding threshold range; if the operating parameters of the Venturi tube all meet the preset conditions, the actual exhaust gas flow rate is acquired.

[0114] Optionally, when the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determining whether the operating parameters of the venturi tube meet preset conditions includes: when the ambient temperature of the engine is lower than the preset ambient temperature and the temperature of the engine coolant is lower than the preset coolant temperature, determining whether the voltage value of the venturi differential pressure sensor and the venturi differential pressure value meet a first preset condition, wherein the first preset condition is that the voltage value of the venturi differential pressure sensor is within a preset voltage range and the venturi differential pressure value is within a first preset differential pressure range. Within; when the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value satisfy the first preset condition, and the rate of change of the engine's required exhaust gas flow rate is within the first rate of change range, it is determined whether the Venturi differential pressure value and the rate of change of the Venturi differential pressure satisfy the second preset condition. The second preset condition is that the Venturi differential pressure value is less than a preset differential pressure value, the rate of change of the Venturi differential pressure is within the second rate of change range, and the duration is greater than a preset time. The duration is the duration during which the Venturi differential pressure value is less than the preset differential pressure value and the rate of change of the Venturi differential pressure is within the second rate of change range.

[0115] Optionally, obtaining multiple exhaust gas flow rate critical values ​​includes: obtaining a calculated exhaust gas flow rate value, wherein the calculated exhaust gas flow rate value is a theoretical value of the total exhaust gas flow rate required by the engine within a calculated time window; obtaining a margin coefficient, wherein the margin coefficient is obtained based on historical exhaust gas flow rate calculated values ​​and historical exhaust gas flow rate critical values; and determining the exhaust gas flow rate critical value based on the calculated exhaust gas flow rate value and the margin coefficient, wherein the exhaust gas flow rate critical value is the product of the calculated exhaust gas flow rate value and the margin coefficient.

[0116] Optionally, after obtaining multiple exhaust gas flow thresholds, the method further includes: if the second target window number is greater than or equal to the second preset window number, determining that the venturi tube is in an unfrozen state, wherein the second target window number is the number of time windows in which the actual exhaust gas flow value within a driving cycle is greater than or equal to the corresponding exhaust gas flow threshold; and if the first target window number is less than the first preset window number and the second target window number is less than the second preset window number, resetting the first target window number and the second target window number to zero.

[0117] This invention provides a processor for running a program, wherein the program executes the method for detecting the icing state of a venturi tube.

[0118] Specifically, the methods for detecting the icing state of a venturi tube include:

[0119] Step S201: Obtain multiple actual exhaust gas flow values. Each of the above actual exhaust gas flow values ​​is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each of the above time windows represents the time taken for the engine's cumulative power to reach a preset value. The cumulative power of the engine is the same in each of the above time windows.

[0120] Specifically, an actual exhaust gas flow rate can be obtained by integrating the exhaust gas flow rate through the exhaust gas recirculation valve within a time window, or by summing the exhaust gas flow rate through the exhaust gas recirculation valve within a time window. Similarly, the cumulative power of the engine within a time window can be obtained by integrating the power done by the engine within a time window, or by summing the power done by the engine within a time window.

[0121] Step S202: Obtain multiple exhaust gas flow rate threshold values. The exhaust gas flow rate threshold values ​​are preset threshold values ​​of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within the time window. The exhaust gas flow rate threshold values ​​correspond one-to-one with the actual exhaust gas flow rate values.

[0122] Specifically, a critical value for exhaust gas flow is set for each time window. By comparing the actual exhaust gas flow value with the critical value, it can be determined whether the actual exhaust gas flow through the exhaust gas recirculation valve meets the engine's requirements under the current conditions. Based on the number of times the requirements are met or not met, it can be determined whether the problem is due to icing blockage of the venturi tube or random error.

[0123] Step S203: If the first target window number is greater than or equal to the first preset window number, the Venturi tube is determined to be in an icing state. The first target window number is the number of time windows in which the actual exhaust gas flow rate value within a driving cycle is less than the corresponding exhaust gas flow rate threshold value.

[0124] Specifically, the first preset window number can be set to 5. This counts the number of time windows in which the actual exhaust gas flow rate is less than the corresponding critical exhaust gas flow rate value. If the first target window number is greater than or equal to the first preset window number, the venturi tube is determined to be in an icing state, allowing for a more accurate assessment of the venturi tube's icing status. If the first preset window number is set too small, it may fail to eliminate interference from errors, leading to a larger and less accurate judgment. If the first preset window number is set too large, the first target window number may not be reached by the end of a driving cycle, even if the venturi tube is indeed in an icing state, which will also result in an inaccurate judgment. Therefore, the first preset window number needs to be set based on historical data.

[0125] Optionally, when the first target window number is greater than or equal to the first preset window number, after determining that the venturi tube is in an icing state, the method further includes: obtaining the real-time engine speed and the real-time fuel injection quantity of the engine; constructing a target mapping relationship, wherein the target mapping relationship characterizes the mapping relationship between the engine speed, the engine fuel injection quantity, and the opening degree of the exhaust gas recirculation valve; and determining the opening degree of the exhaust gas recirculation valve corresponding to the real-time engine speed and the real-time fuel injection quantity of the engine at the current moment based on the real-time engine speed, the real-time fuel injection quantity of the engine, and the target mapping relationship.

[0126] Optionally, the heating device is installed on the Venturi tube. After determining that the Venturi tube is in an icing state when the first target window number is greater than or equal to the first preset window number, the method further includes: controlling the heating device to operate at a preset temperature; acquiring the operating time of the heating device in real time; and determining that the Venturi tube is in a de-icing state when the operating time of the heating device reaches a preset time.

[0127] Optionally, multiple actual exhaust gas flow rates are acquired, including: acquiring the ambient temperature of the engine, where the ambient temperature is the temperature of the external space where the engine is located; acquiring the temperature of the engine coolant; if the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determining whether the operating parameters of the Venturi tube all meet preset conditions, wherein the operating parameters of the Venturi tube include at least: the voltage value of the Venturi differential pressure sensor, the Venturi differential pressure value, and the rate of change of the Venturi differential pressure, and the preset condition is that the operating parameters of the Venturi tube are all within the corresponding threshold range; if the operating parameters of the Venturi tube all meet the preset conditions, the actual exhaust gas flow rate is acquired.

[0128] Optionally, when the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determining whether the operating parameters of the venturi tube meet preset conditions includes: when the ambient temperature of the engine is lower than the preset ambient temperature and the temperature of the engine coolant is lower than the preset coolant temperature, determining whether the voltage value of the venturi differential pressure sensor and the venturi differential pressure value meet a first preset condition, wherein the first preset condition is that the voltage value of the venturi differential pressure sensor is within a preset voltage range and the venturi differential pressure value is within a first preset differential pressure range. Within; when the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value satisfy the first preset condition, and the rate of change of the engine's required exhaust gas flow rate is within the first rate of change range, it is determined whether the Venturi differential pressure value and the rate of change of the Venturi differential pressure satisfy the second preset condition. The second preset condition is that the Venturi differential pressure value is less than a preset differential pressure value, the rate of change of the Venturi differential pressure is within the second rate of change range, and the duration is greater than a preset time. The duration is the duration during which the Venturi differential pressure value is less than the preset differential pressure value and the rate of change of the Venturi differential pressure is within the second rate of change range.

[0129] Optionally, obtaining multiple exhaust gas flow rate critical values ​​includes: obtaining a calculated exhaust gas flow rate value, wherein the calculated exhaust gas flow rate value is a theoretical value of the total exhaust gas flow rate required by the engine within a calculated time window; obtaining a margin coefficient, wherein the margin coefficient is obtained based on historical exhaust gas flow rate calculated values ​​and historical exhaust gas flow rate critical values; and determining the exhaust gas flow rate critical value based on the calculated exhaust gas flow rate value and the margin coefficient, wherein the exhaust gas flow rate critical value is the product of the calculated exhaust gas flow rate value and the margin coefficient.

[0130] Optionally, after obtaining multiple exhaust gas flow thresholds, the method further includes: if the second target window number is greater than or equal to the second preset window number, determining that the venturi tube is in an unfrozen state, wherein the second target window number is the number of time windows in which the actual exhaust gas flow value within a driving cycle is greater than or equal to the corresponding exhaust gas flow threshold; and if the first target window number is less than the first preset window number and the second target window number is less than the second preset window number, resetting the first target window number and the second target window number to zero.

[0131] This invention provides a device including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps:

[0132] Step S201: Obtain multiple actual exhaust gas flow values. Each of the above actual exhaust gas flow values ​​is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each of the above time windows represents the time taken for the engine's cumulative power to reach a preset value. The cumulative power of the engine is the same in each of the above time windows.

[0133] Step S202: Obtain multiple exhaust gas flow rate threshold values. The exhaust gas flow rate threshold values ​​are preset threshold values ​​of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within the time window. The exhaust gas flow rate threshold values ​​correspond one-to-one with the actual exhaust gas flow rate values.

[0134] Step S203: If the first target window number is greater than or equal to the first preset window number, the Venturi tube is determined to be in an icing state. The first target window number is the number of time windows in which the actual exhaust gas flow rate value within a driving cycle is less than the corresponding exhaust gas flow rate threshold value.

[0135] Optionally, when the first target window number is greater than or equal to the first preset window number, after determining that the venturi tube is in an icing state, the method further includes: obtaining the real-time engine speed and the real-time fuel injection quantity of the engine; constructing a target mapping relationship, wherein the target mapping relationship characterizes the mapping relationship between the engine speed, the engine fuel injection quantity, and the opening degree of the exhaust gas recirculation valve; and determining the opening degree of the exhaust gas recirculation valve corresponding to the real-time engine speed and the real-time fuel injection quantity of the engine at the current moment based on the real-time engine speed, the real-time fuel injection quantity of the engine, and the target mapping relationship.

[0136] Optionally, the heating device is installed on the Venturi tube. After determining that the Venturi tube is in an icing state when the first target window number is greater than or equal to the first preset window number, the method further includes: controlling the heating device to operate at a preset temperature; acquiring the operating time of the heating device in real time; and determining that the Venturi tube is in a de-icing state when the operating time of the heating device reaches a preset time.

[0137] Optionally, multiple actual exhaust gas flow rates are acquired, including: acquiring the ambient temperature of the engine, where the ambient temperature is the temperature of the external space where the engine is located; acquiring the temperature of the engine coolant; if the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determining whether the operating parameters of the Venturi tube all meet preset conditions, wherein the operating parameters of the Venturi tube include at least: the voltage value of the Venturi differential pressure sensor, the Venturi differential pressure value, and the rate of change of the Venturi differential pressure, and the preset condition is that the operating parameters of the Venturi tube are all within the corresponding threshold range; if the operating parameters of the Venturi tube all meet the preset conditions, the actual exhaust gas flow rate is acquired.

[0138] Optionally, when the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determining whether the operating parameters of the venturi tube meet preset conditions includes: when the ambient temperature of the engine is lower than the preset ambient temperature and the temperature of the engine coolant is lower than the preset coolant temperature, determining whether the voltage value of the venturi differential pressure sensor and the venturi differential pressure value meet a first preset condition, wherein the first preset condition is that the voltage value of the venturi differential pressure sensor is within a preset voltage range and the venturi differential pressure value is within a first preset differential pressure range. Within; when the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value satisfy the first preset condition, and the rate of change of the engine's required exhaust gas flow rate is within the first rate of change range, it is determined whether the Venturi differential pressure value and the rate of change of the Venturi differential pressure satisfy the second preset condition. The second preset condition is that the Venturi differential pressure value is less than a preset differential pressure value, the rate of change of the Venturi differential pressure is within the second rate of change range, and the duration is greater than a preset time. The duration is the duration during which the Venturi differential pressure value is less than the preset differential pressure value and the rate of change of the Venturi differential pressure is within the second rate of change range.

[0139] Optionally, obtaining multiple exhaust gas flow rate critical values ​​includes: obtaining a calculated exhaust gas flow rate value, wherein the calculated exhaust gas flow rate value is a theoretical value of the total exhaust gas flow rate required by the engine within a calculated time window; obtaining a margin coefficient, wherein the margin coefficient is obtained based on historical exhaust gas flow rate calculated values ​​and historical exhaust gas flow rate critical values; and determining the exhaust gas flow rate critical value based on the calculated exhaust gas flow rate value and the margin coefficient, wherein the exhaust gas flow rate critical value is the product of the calculated exhaust gas flow rate value and the margin coefficient.

[0140] Optionally, after obtaining multiple exhaust gas flow thresholds, the method further includes: if the second target window number is greater than or equal to the second preset window number, determining that the venturi tube is in an unfrozen state, wherein the second target window number is the number of time windows in which the actual exhaust gas flow value within a driving cycle is greater than or equal to the corresponding exhaust gas flow threshold; and if the first target window number is less than the first preset window number and the second target window number is less than the second preset window number, resetting the first target window number and the second target window number to zero.

[0141] The devices mentioned in this article can be servers, PCs, tablets, mobile phones, etc.

[0142] This application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having at least the following method steps:

[0143] Step S201: Obtain multiple actual exhaust gas flow values. Each of the above actual exhaust gas flow values ​​is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each of the above time windows represents the time taken for the engine's cumulative power to reach a preset value. The cumulative power of the engine is the same in each of the above time windows.

[0144] Step S202: Obtain multiple exhaust gas flow rate threshold values. The exhaust gas flow rate threshold values ​​are preset threshold values ​​of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within the time window. The exhaust gas flow rate threshold values ​​correspond one-to-one with the actual exhaust gas flow rate values.

[0145] Step S203: If the first target window number is greater than or equal to the first preset window number, the Venturi tube is determined to be in an icing state. The first target window number is the number of time windows in which the actual exhaust gas flow rate value within a driving cycle is less than the corresponding exhaust gas flow rate threshold value.

[0146] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0147] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0148] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0149] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0150] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0151] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0152] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0153] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0154] It should also be noted that 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 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.

[0155] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0156] 1) The method for detecting the icing state of the venturi tube described in this application first obtains multiple actual exhaust gas flow values. Each actual exhaust gas flow value is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. A time window represents the time taken for the engine's accumulated power to reach a preset value, and the engine's accumulated power is the same within each time window. Then, multiple exhaust gas flow threshold values ​​are obtained. Each exhaust gas flow threshold value is a preset threshold value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window, and the exhaust gas flow threshold values ​​correspond one-to-one with the actual exhaust gas flow values. Finally, if the number of first target windows is greater than or equal to the number of first preset windows, the venturi tube is determined to be in an icing state. The number of first target windows is the number of time windows in which the actual exhaust gas flow value within a driving cycle is less than the corresponding exhaust gas flow threshold value. This method accurately determines whether the Venturi tube is icing by statistically analyzing the exhaust gas flow rates of several EGR valves performing the same work at different times. Based on the number of EGR valves with exhaust gas flow rates below the limit, it promptly performs de-icing and heating treatment when the Venturi tube is icing. In the case of icing, it promptly addresses the issue of the EGR valve being in open-loop control (closed-loop control is inaccurate after icing). After de-icing is completed, it restores closed-loop control, thus solving the problem of inaccurate detection of Venturi tube icing in existing technologies.

[0157] 2) The venturi tube icing detection device of this application includes a first acquisition unit, a second acquisition unit, and a determination unit. The first acquisition unit is used to acquire multiple actual exhaust gas flow values. Each actual exhaust gas flow value is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each time window represents the time elapsed when the cumulative power of the engine reaches a preset value, and the cumulative power of the engine is the same within each time window. The second acquisition unit is used to acquire multiple exhaust gas flow threshold values. Each exhaust gas flow threshold value is a preset threshold value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each exhaust gas flow threshold value corresponds one-to-one with the actual exhaust gas flow value. The determination unit is used to determine that the venturi tube is in an icing state when the number of first target windows is greater than or equal to the number of first preset windows. The number of first target windows is the number of time windows in which the actual exhaust gas flow value within a driving cycle is less than the corresponding exhaust gas flow threshold value. This device accurately determines whether the Venturi tube is frozen by statistically analyzing the exhaust gas flow rates of several EGR valves performing the same work at different speeds. Based on the number of EGR valves with exhaust gas flow rates below the limit, it promptly performs de-icing and heating treatment when the Venturi tube is frozen. In the case of freezing, it promptly switches the EGR valve to open-loop control (closed-loop control is inaccurate after freezing). After de-icing, it restores closed-loop control, solving the problem of inaccurate detection of Venturi tube freezing in existing technologies.

[0158] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for detecting the icing state of a venturi tube, characterized in that, Both the venturi tube and the exhaust gas recirculation valve are installed inside the engine, and the method includes: Multiple actual exhaust gas flow values ​​are obtained. Each actual exhaust gas flow value is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each time window represents the time taken for the engine's cumulative power to reach a preset value. The cumulative power of the engine is the same within each time window. Multiple exhaust gas flow rate critical values ​​are obtained. The exhaust gas flow rate critical value is a preset critical value of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within a time window. The exhaust gas flow rate critical value corresponds one-to-one with the actual exhaust gas flow rate value. If the first target window number is greater than or equal to the first preset window number, the venturi tube is determined to be in an icing state. The first target window number is the number of time windows in which the actual exhaust gas flow rate value is less than the corresponding exhaust gas flow rate threshold value within a driving cycle.

2. The detection method according to claim 1, characterized in that, If the first target window number is greater than or equal to the first preset window number, after determining that the venturi tube is in an icing state, the method further includes: Obtain the real-time engine speed and the real-time fuel injection quantity of the engine; Construct a target mapping relationship, which represents the mapping relationship between the engine speed, the engine fuel injection quantity and the opening degree of the exhaust gas recirculation valve; Based on the engine's real-time speed, the engine's real-time fuel injection quantity, and the target mapping relationship, determine the opening degree of the exhaust gas recirculation valve corresponding to the engine's real-time speed and the engine's real-time fuel injection quantity at the current moment.

3. The detection method according to claim 1, characterized in that, The heating device is installed on the Venturi tube. After determining that the Venturi tube is in an icing state when the first target window number is greater than or equal to the first preset window number, the method further includes: The heating device is controlled to operate at a preset temperature; The operating time of the heating device is obtained in real time; When the heating device has been running for a preset time, the Venturi tube is determined to be in a state of complete de-icing.

4. The detection method according to claim 1, characterized in that, Obtain multiple actual exhaust gas flow rates, including: The ambient temperature of the engine is obtained, where the ambient temperature is the temperature of the external space where the engine is located. To obtain the temperature of the engine coolant; When the ambient temperature of the engine is lower than the preset ambient temperature and the temperature of the engine coolant is lower than the preset coolant temperature, it is determined whether the operating parameters of the Venturi tube meet the preset conditions. The operating parameters of the Venturi tube include at least: the voltage value of the Venturi differential pressure sensor, the Venturi differential pressure value, and the Venturi differential pressure change rate. The preset condition is that the operating parameters of the Venturi tube are all within the corresponding threshold range. When the operating parameters of the venturi tube all meet the preset conditions, the actual exhaust gas flow rate is obtained.

5. The detection method according to claim 4, characterized in that, When the ambient temperature of the engine is lower than a preset ambient temperature and the temperature of the engine coolant is lower than a preset coolant temperature, determine whether the operating parameters of the venturi tube meet preset conditions, including: When the ambient temperature of the engine is lower than the preset ambient temperature and the temperature of the engine coolant is lower than the preset coolant temperature, it is determined whether the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value meet the first preset condition. The first preset condition is that the voltage value of the Venturi differential pressure sensor is within a preset voltage range and the Venturi differential pressure value is within a first preset differential pressure range. If the voltage value of the Venturi differential pressure sensor and the Venturi differential pressure value satisfy the first preset condition, and the rate of change of the engine's required exhaust gas flow rate is within the first rate of change range, then determine whether the Venturi differential pressure value and the rate of change of the Venturi differential pressure satisfy the second preset condition. The second preset condition is that the Venturi differential pressure value is less than a preset differential pressure value, the rate of change of the Venturi differential pressure is within the second rate of change range, and the duration is greater than a preset time. The duration is the duration during which the Venturi differential pressure value is less than the preset differential pressure value and the rate of change of the Venturi differential pressure is within the second rate of change range.

6. The detection method according to claim 1, characterized in that, Obtain multiple critical values ​​for exhaust gas flow rate, including: Obtain the exhaust gas flow rate calculation value, wherein the exhaust gas flow rate calculation value is the theoretical value of the total exhaust gas flow rate required by the engine within a calculated time window; Obtain the margin coefficient, which is obtained based on the historical exhaust gas flow rate and the historical exhaust gas flow rate threshold. The critical value of the exhaust gas flow rate is determined based on the calculated exhaust gas flow rate and the margin coefficient. The critical value of the exhaust gas flow rate is the product of the calculated exhaust gas flow rate and the margin coefficient.

7. The detection method according to any one of claims 1 to 6, characterized in that, After obtaining multiple critical values ​​for exhaust gas flow rate, the method further includes: If the second target window number is greater than or equal to the second preset window number, the Venturi tube is determined to be in an unfrozen state. The second target window number is the number of time windows in which the actual exhaust gas flow rate value within a driving cycle is greater than or equal to the corresponding exhaust gas flow rate threshold value. If the first target window count is less than the first preset window count, and the second target window count is less than the second preset window count, then the first target window count and the second target window count are reset to zero.

8. A device for detecting the icing state of a venturi tube, characterized in that, Both the venturi tube and the exhaust gas recirculation valve are installed inside the engine, and the device includes: The first acquisition unit is used to acquire multiple actual exhaust gas flow values. Each actual exhaust gas flow value is the actual value of the total exhaust gas flow through the exhaust gas recirculation valve within a time window. Each time window represents the time taken for the engine's cumulative power to reach a preset value. The cumulative power of the engine is the same within each time window. The second acquisition unit is used to acquire multiple exhaust gas flow rate critical values. The exhaust gas flow rate critical value is a preset critical value of the total exhaust gas flow rate passing through the exhaust gas recirculation valve within a time window. The exhaust gas flow rate critical value corresponds one-to-one with the actual exhaust gas flow rate value. The determining unit is configured to determine that the venturi tube is in an icing state when the first target window number is greater than or equal to the first preset window number, wherein the first target window number is the number of time windows in which the actual exhaust gas flow rate value is less than the corresponding exhaust gas flow rate threshold value within a driving cycle.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the method for detecting the icing state of a Venturi tube as described in any one of claims 1 to 7.

10. An electronic device, characterized in that, include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including a method for performing a method for detecting the icing state of a venturi tube as described in any one of claims 1 to 7.

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