Compensation method and device for pressure end of supercharger under high-altitude state and vehicle

Abstract

The application provides a compensation method and device for a supercharger pressure end in a high-altitude state and a vehicle, and belongs to the technical field of engine control. The method comprises the following steps: in the case that the current altitude is higher than a preset altitude, determining whether the supercharger pressure end is in a degraded state; in the case that the supercharger is not in the degraded state, compensating a supercharging model, an EGR model and an ignition advance angle according to the current altitude; in the case that the supercharger is in the degraded state, determining a corresponding correction coefficient group according to the degraded state, and compensating the supercharging model, the EGR model and the ignition advance angle according to the correction coefficient group and the current altitude; and controlling the engine to operate according to the compensated supercharging model, EGR model and ignition advance angle. The method solves the problem that the vehicle in the prior art is only provided with one set of supercharging model, EGR model and ignition advance angle, and the vehicle is insufficient in power in a high-altitude environment.

Description

Technical Field

[0001] This invention relates to the field of engine control technology, and more specifically, to a method, apparatus, computer-readable storage medium, and vehicle for compensating the pressure end of a turbocharger at high altitudes. Background Technology

[0002] Power performance is crucial for natural gas engines and vehicles, regardless of whether they operate in flat or high-altitude environments. Especially at high altitudes, as altitude increases, atmospheric pressure decreases, and air density and oxygen content also decrease. This leads to poorer combustion and reduced power in the engine. For turbocharged natural gas engines, the thinner air at higher altitudes increases the turbocharger's intake flow rate and turbocharger speed, resulting in a significant power loss at even higher altitudes. Furthermore, performance degradation caused by engine wear and tear further contributes to this power loss.

[0003] Therefore, in high-altitude operating scenarios, it is necessary to adjust the engine's electronic control parameters to compensate for and correct the efficiency degradation of the turbocharger pressure end in high-altitude environments, especially to control the further degradation of the pressure end during the process of turbocharger pressure end degradation.

[0004] However, existing technologies typically use the same set of electronic control parameters to balance engine control in both plains and high-altitude environments, without considering performance degradation caused by high-altitude environments and engine aging, resulting in insufficient vehicle power in high-altitude scenarios. Summary of the Invention

[0005] The main objective of this application is to provide a method, device, computer-readable storage medium, and vehicle for compensating the turbocharger pressure end at high altitudes, so as to at least solve the problem of insufficient vehicle power in high-altitude environments caused by vehicles being equipped with only one set of turbocharger model, EGR model, and ignition advance angle in the prior art.

[0006] To achieve the above objectives, according to one aspect of this application, a compensation method for the turbocharger pressure end under high-altitude conditions is provided, comprising: determining whether the turbocharger pressure end is in a deteriorated state when the current altitude is higher than a preset altitude; if the turbocharger is not in a deteriorated state, compensating the turbocharger model, EGR model, and ignition advance angle according to the current altitude, wherein the turbocharger model is a mathematical model used to describe and control the engine turbocharging process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process; if the turbocharger is in a deteriorated state, determining a corresponding set of correction coefficients according to the deterioration state, and compensating the turbocharger model, EGR model, and ignition advance angle according to the set of correction coefficients and the current altitude, wherein the correction coefficients in the set of correction coefficients are used to correct the interference of the deterioration state on the compensation of the turbocharger model, EGR model, and ignition advance angle; and controlling engine operation according to the compensated turbocharger model, EGR model, and ignition advance angle.

[0007] Optionally, a corresponding set of correction coefficients is determined based on the degradation state, and compensation is performed on the booster model, EGR model, and ignition advance angle based on the set of correction coefficients and the current altitude. This includes: querying a first mapping relationship based on the degradation state to obtain a first correction coefficient, where the first mapping relationship is the mapping relationship between the degradation state and the influence coefficient of the degradation state on the booster model at the current altitude; querying a second mapping relationship based on the degradation state to obtain a second correction coefficient, where the second mapping relationship is the mapping relationship between the degradation state and the EGR model; querying a third mapping relationship based on the degradation state to obtain a third correction coefficient, where the second mapping relationship is the mapping relationship between the degradation state and the influence coefficient of the degradation state on the ignition advance angle; compensating the booster model based on the first correction coefficient and the current altitude; compensating the EGR model based on the second correction coefficient and the current altitude; and compensating the ignition advance angle based on the third correction coefficient and the current altitude.

[0008] Optionally, the boost model is compensated based on the first correction coefficient and the current altitude, including: compensating for the fourth mapping relationship based on the first correction coefficient, the fourth mapping relationship being the mapping relationship between altitude and the correction amount of the duty cycle of the booster electronic control valve; querying the compensated fourth mapping relationship based on the current altitude to obtain the first correction amount; and correcting the fifth mapping relationship of the boost model based on the first correction amount, the fifth mapping relationship being the mapping relationship between the set pressure of the intake manifold and the duty cycle of the electronic control valve.

[0009] Optionally, the engine operation is controlled according to the compensated boost model, including: using a PID algorithm to control the engine operation according to the sixth mapping relationship and the corrected fifth mapping relationship of the boost model, wherein the sixth mapping relationship is the mapping relationship between the engine output torque and the set pressure of the intake manifold.

[0010] Optionally, the EGR model is compensated based on the second correction coefficient and the current altitude, including: compensating for the seventh mapping relationship based on the second correction coefficient, the seventh mapping relationship being the mapping relationship between altitude and the correction amount of the engine EGR valve opening; querying the compensated seventh mapping relationship based on the current altitude to obtain the second correction amount; and correcting the eighth mapping relationship of the EGR model based on the second correction amount, the eighth mapping relationship being the mapping relationship between the engine EGR rate and the engine EGR valve opening.

[0011] Optionally, controlling engine operation based on the compensated EGR model includes: querying the ninth mapping relationship based on the current altitude to obtain the third correction amount, where the ninth mapping relationship is the mapping relationship between altitude and the correction amount of the engine's EGR rate; correcting the tenth mapping relationship of the EGR model based on the third correction amount, where the tenth mapping relationship is the mapping relationship between the engine's output torque and the achievable maximum EGR rate; querying the corrected tenth mapping relationship based on the engine's current torque to obtain the target EGR rate; querying the corrected eighth mapping relationship based on the EGR rate to obtain the target opening degree, and controlling engine operation based on the target opening degree.

[0012] Optionally, controlling engine operation based on the compensated ignition advance angle includes: obtaining a fourth correction amount based on the eleventh mapping relationship obtained from the current altitude, where the eleventh mapping relationship is the mapping relationship between the altitude corrected according to the third correction coefficient and the correction amount of the engine's ignition advance angle; correcting the twelfth mapping relationship of the ignition advance angle based on the fourth correction amount, where the twelfth mapping relationship is the mapping relationship between the engine's output torque and the ignition advance angle; obtaining the target ignition advance angle by querying the corrected twelfth mapping relationship based on the engine's current torque, and controlling engine operation based on the target ignition advance angle.

[0013] According to another aspect of this application, a compensation device for the turbocharger pressure end under high altitude conditions is provided. The device includes: a first determining unit, used to determine whether the turbocharger pressure end is in a deteriorated state when the current altitude is higher than a preset altitude; a first processing unit, used to compensate the turbocharger model, EGR model, and ignition advance angle according to the current altitude when the turbocharger is not in a deteriorated state, wherein the turbocharger model is a mathematical model for describing and controlling the engine turbocharging process, and the EGR model is a mathematical model for describing and controlling the engine exhaust gas recovery process; a second processing unit, used to determine a corresponding correction coefficient set according to the deterioration state when the turbocharger is in a deteriorated state, and to compensate the turbocharger model, EGR model, and ignition advance angle according to the correction coefficient set and the current altitude, wherein the correction coefficients in the correction coefficient set are used to correct the interference of the deterioration state on the compensation of the turbocharger model, EGR model, and ignition advance angle; and a control unit, used to control the engine operation according to the compensated turbocharger model, EGR model, and ignition advance angle.

[0014] 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 on which the computer-readable storage medium is located to perform any of the methods described.

[0015] According to another aspect of this application, a vehicle 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, and the one or more programs include methods for performing any one of the methods described.

[0016] Applying the technical solution of this application, in the above-mentioned compensation method for the turbocharger pressure end under high altitude conditions, firstly, when the current altitude is higher than the preset altitude, it is determined whether the turbocharger pressure end is in a deteriorated state; then, if the turbocharger is not in a deteriorated state, the turbocharging model, EGR model, and ignition advance angle are compensated according to the current altitude. The turbocharging model is a mathematical model used to describe and control the engine turbocharging process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process; subsequently, if the turbocharger is in a deteriorated state, a corresponding set of correction coefficients is determined according to the deterioration state, and the turbocharging model, EGR model, and ignition advance angle are compensated according to the set of correction coefficients and the current altitude. The correction coefficients in the set of correction coefficients are used to correct the interference of the deterioration state on the compensation of the turbocharging model, EGR model, and ignition advance angle; finally, the engine operation is controlled according to the compensated turbocharging model, EGR model, and ignition advance angle. Due to the increased air pressure at high altitudes, achieving the same boost effect as at low altitudes requires a smaller opening of the electronic control valve, a smaller opening of the EGR valve, and a longer ignition time. Furthermore, turbocharger degradation further reduces boost, exhaust treatment, and ignition performance. Therefore, this application modifies the boost model, EGR model, and ignition advance angle based on the impact of altitude on engine performance in the absence of degradation. In the case of degradation, the impact of degradation on engine performance is further introduced to modify the boost model, EGR model, and ignition advance angle, ensuring the accuracy of power output for natural gas-powered vehicles at high altitudes. This addresses the problem of insufficient vehicle power at high altitudes caused by vehicles equipped with only one boost model, EGR model, and ignition advance angle in existing technologies. Attached Figure Description

[0017] Figure 1 A hardware block diagram of a mobile terminal for a method of compensating the pressure end of a booster at high altitudes, according to an embodiment of this application, is shown.

[0018] Figure 2 A flowchart illustrating a method for compensating the pressure end of a turbocharger at high altitudes, according to an embodiment of this application, is shown.

[0019] Figure 3 A schematic flowchart of an electronic control parameter compensation method based on a deterioration state, according to an embodiment of this application, is shown.

[0020] Figure 4 A flowchart illustrating a method for compensating the pressure end of a turbocharger at high altitudes, according to another embodiment of this application, is shown.

[0021] Figure 5A schematic diagram showing a comparison of the duty cycle curves of a turbocharger electronically controlled valve in high-altitude and plain areas, according to an embodiment of this application, is provided.

[0022] Figure 6 A structural block diagram of a compensation device for the pressure end of a booster under high altitude conditions is shown according to an embodiment of this application.

[0023] The above figures include the following reference numerals:

[0024] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. Detailed Implementation

[0025] 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.

[0026] 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.

[0027] 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.

[0028] As described in the background section, existing technologies typically use the same set of electronic control parameters to control the engine in both plain and high-altitude environments, without considering performance degradation caused by high-altitude environments and engine aging. This results in insufficient vehicle power in high-altitude scenarios. To address the problem of insufficient vehicle power in high-altitude environments caused by vehicles being equipped with only one set of boost model, EGR model, and ignition advance angle, embodiments of this application provide a method, device, computer-readable storage medium, and vehicle for compensating the booster pressure end under high-altitude conditions.

[0029] 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.

[0030] The methods and embodiments provided in this application can be executed on a mobile terminal, a computer terminal, or a 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 compensating the pressure end of a booster at high altitudes, 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.

[0031] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the compensation method for the pressure end of the booster under high altitude conditions 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.

[0032] This embodiment provides a method for compensating the pressure end of a booster at high altitudes, which operates 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.

[0033] Figure 2 This is a flowchart of a compensation method for the pressure end of a turbocharger under high-altitude conditions, according to an embodiment of this application. For example... Figure 2 As shown, the method includes the following steps:

[0034] Step S201: If the current altitude is higher than the preset altitude, determine whether the pressure end of the booster is in a deteriorated state.

[0035] Specifically, in the engine's electronic control system, parameters related to turbocharger performance, such as turbocharger pressure, speed, and electronic valve opening (which can be reflected by duty cycle), are continuously monitored and compared with standard values ​​to determine whether the turbocharger pressure end is in a deteriorated state.

[0036] It is understandable that the above-mentioned preset altitude is a set altitude threshold. When the altitude exceeds this value, the impact of altitude on vehicle power needs to be considered, and thus the high-altitude compensation logic is activated. For example, the preset altitude is 2500 meters.

[0037] Step S202: If the turbocharger is not in a deteriorated state, compensate the turbocharger model, EGR model and ignition advance angle according to the current altitude. The turbocharger model is a mathematical model used to describe and control the engine turbocharger process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process.

[0038] Specifically, when the turbocharger pressure end efficiency does not show significant deterioration, the turbocharger model, EGR model and ignition advance angle are adjusted using a preset plateau correction map based on the current altitude to adapt to the thin air conditions in the plateau environment.

[0039] It is understandable that the corresponding plateau correction map will be different when the object of correction is different. The plateau correction map mentioned above is a two-dimensional table corresponding to altitude and correction amount.

[0040] Step S203: When the turbocharger is in a deteriorated state, determine the corresponding correction coefficient group according to the deterioration state, and compensate the turbocharger model, EGR model and ignition advance angle according to the correction coefficient group and the current altitude. The correction coefficients in the correction coefficient group are used to correct the interference of the deterioration state in compensating the turbocharger model, EGR model and ignition advance angle.

[0041] Specifically, if the turbocharger's pressure-side efficiency deteriorates, in addition to the aforementioned high-altitude compensation, a correction coefficient based on the deterioration state needs to be introduced. This coefficient dynamically adjusts the boost model, EGR model, and ignition advance angle according to the degree of turbocharger deterioration to offset the impact of reduced turbocharger efficiency on engine performance.

[0042] Furthermore, the correction factor is calculated based on the degree of degradation of the turbocharger pressure end efficiency, and can be a linear or non-linear relationship, depending on the degree of impact of the turbocharger performance degradation on the engine output power.

[0043] The correction factor is dynamically adjusted during engine operation to adapt to different loads and altitude changes.

[0044] Step S204: Control engine operation based on the compensated boost model, EGR model, and ignition advance angle.

[0045] Specifically, the adjusted turbocharger model, EGR model, and ignition advance angle model can more accurately reflect the engine's performance requirements under current conditions. Based on the adjusted models, the control system will adjust the turbocharger electronic control valve duty cycle, EGR valve opening, and ignition advance angle in real time to optimize the engine's output power, responsiveness, and fuel economy.

[0046] It is understandable that in high-altitude environments, the performance of turbocharged natural gas engines is affected by the decrease in atmospheric pressure and air density, especially with the deterioration of the compressor end of the turbocharger, which further reduces performance and leads to a decrease in engine output power. To maintain engine performance even with deteriorated compressor end efficiency, this application proposes the aforementioned compensation logic, which uses electronic control strategy adjustments to compensate for the power loss caused by the decrease in turbocharger end efficiency.

[0047] In this embodiment, firstly, when the current altitude is higher than a preset altitude, it is determined whether the turbocharger pressure end is in a deteriorated state. Then, if the turbocharger is not in a deteriorated state, the turbocharging model, EGR model, and ignition advance angle are compensated according to the current altitude. The turbocharging model is a mathematical model used to describe and control the engine turbocharging process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process. Next, if the turbocharger is in a deteriorated state, a corresponding set of correction coefficients is determined according to the deterioration state, and the turbocharging model, EGR model, and ignition advance angle are compensated according to the set of correction coefficients and the current altitude. The correction coefficients in the set of correction coefficients are used to correct the interference of the deterioration state on the compensation of the turbocharging model, EGR model, and ignition advance angle. Finally, the engine operation is controlled according to the compensated turbocharging model, EGR model, and ignition advance angle. Due to the increased air pressure at high altitudes, achieving the same boost effect as at low altitudes requires a smaller opening of the electronic control valve, a smaller opening of the EGR valve, and a longer ignition time. Furthermore, turbocharger degradation further reduces boost, exhaust treatment, and ignition performance. Therefore, this application modifies the boost model, EGR model, and ignition advance angle based on the impact of altitude on engine performance in the absence of degradation. In the case of degradation, the impact of degradation on engine performance is further introduced to modify the boost model, EGR model, and ignition advance angle, ensuring the accuracy of power output for natural gas-powered vehicles at high altitudes. This addresses the problem of insufficient vehicle power at high altitudes caused by vehicles equipped with only one boost model, EGR model, and ignition advance angle in existing technologies.

[0048] To correct the impact of altitude and component degradation on turbocharger performance degradation, such as Figure 3 As shown, in an optional implementation, step S203 includes:

[0049] Step S2031: Query the first mapping relationship based on the current altitude and deterioration state to obtain the first correction coefficient. The first mapping relationship is the mapping relationship between the deterioration state and the influence coefficient of the deterioration state on the boost model at the current altitude.

[0050] Specifically, multiple first mapping relationships are established to record the influence coefficients of different degrees of turbocharger pressure end efficiency degradation on the turbocharger model at different altitudes. Based on the current turbocharger degradation state, the first mapping relationships are queried to determine the corresponding correction coefficients, resulting in the aforementioned first correction coefficients. These correction coefficients are used to compensate for the turbocharger model, adjusting the duty cycle setting of the turbocharger's electronic control valve.

[0051] Understandably, the first mapping relationship mentioned above can be calibrated through bench testing.

[0052] Step S2032: Query the second mapping relationship based on the deterioration state to obtain the second correction coefficient. The second mapping relationship is the mapping relationship between the deterioration state and the deterioration state to the EGR model.

[0053] Specifically, multiple second mapping relationships are established to record the influence coefficients of different degrees of turbocharger pressure-end efficiency degradation on the EGR model at different altitudes. Based on the current turbocharger degradation state, the second mapping relationships are queried to determine the corresponding correction coefficients, which are then used to compensate the EGR model and adjust the EGR valve opening setting to maintain the EGR rate within the target range.

[0054] Step S2033: Query the third mapping relationship based on the deterioration state to obtain the third correction coefficient. The second mapping relationship is the mapping relationship between the deterioration state and the influence coefficient of the deterioration state on the ignition advance angle.

[0055] Specifically, multiple third mapping relationships are established to record the influence coefficients of different degrees of turbocharger pressure-end efficiency degradation on the ignition advance angle at different altitudes. Based on the current turbocharger degradation state, the third mapping relationship is queried to determine the corresponding correction coefficient, which is then used to compensate the ignition advance angle model, adjust the ignition advance angle setting, and optimize the engine's combustion efficiency.

[0056] Step S2034: Compensate the boost model according to the first correction factor and the current altitude, compensate the EGR model according to the second correction factor and the current altitude, and compensate the ignition advance angle according to the third correction factor and the current altitude.

[0057] Specifically, during engine operation, based on the real-time monitoring of the turbocharger pressure end efficiency degradation and the current altitude, the aforementioned first correction coefficient, second correction coefficient, and third correction coefficient are dynamically adjusted and queried to adjust the control parameters of the turbocharger model, EGR model, and ignition advance angle.

[0058] Through the above embodiments, after implementing the compensation logic, the engine's power performance in high-altitude environments is significantly improved, better meeting the power demands of the tractor unit in medium-to-high load areas. Through precise compensation using the EGR model and ignition advance angle model, the engine's fuel economy is improved, while emissions performance is optimized, reducing harmful emissions.

[0059] To modify the above-mentioned boosting model, in an optional implementation, step S2034 includes:

[0060] Step S20341: Compensate for the fourth mapping relationship according to the first correction coefficient. The fourth mapping relationship is the mapping relationship between altitude and the correction amount of the duty cycle of the turbocharger electronic control valve.

[0061] Specifically, the fourth mapping relationship defines the correction required for the duty cycle of the turbocharger's electronic control valve at different altitudes to achieve a specific boosting effect compared to low-altitude environments. Once the turbocharger's degradation state is determined, the first correction coefficient is obtained by querying the first mapping relationship. This coefficient reflects the degree to which the degradation of the turbocharger's pressure-side efficiency affects the boosting effect. Applying the first correction coefficient to the fourth mapping relationship corrects the original electronic control valve duty cycle correction, ensuring that the boosting model can adapt to different altitudes under the current turbocharger efficiency.

[0062] Step S20342: Based on the current altitude, query the compensated fourth mapping relationship to obtain the first correction amount;

[0063] Specifically, the revised fourth mapping relationship can accurately reflect the impact of the performance degradation caused by the combined effects of altitude and turbocharger pressure end deterioration on the duty cycle correction of the electronic control valve. Therefore, based on the current altitude, the updated fourth mapping relationship is queried to obtain the first correction amount that should actually be made to the duty cycle of the electronic control valve.

[0064] Step S20343: Correct the fifth mapping relationship of the boost model according to the first correction amount. The fifth mapping relationship is the mapping relationship between the set pressure of the intake manifold and the duty cycle of the electronic control valve.

[0065] Specifically, the fifth mapping relationship defines the relationship between the set pressure of the engine intake manifold and the duty cycle of the turbocharger electronic control valve, and is a core component of the turbocharger model. Applying the first correction to the fifth mapping relationship updates the relationship between the set pressure and the electronic control valve duty cycle, ensuring that even with a decrease in turbocharger efficiency, the turbocharger model can still achieve the desired boost effect and engine performance by adjusting the electronic control valve duty cycle.

[0066] In high-altitude environments, the deterioration of the turbocharger compressor end efficiency directly affects the engine's boost capability, thereby impacting its power and fuel economy. To compensate for the impact of turbocharger compressor end efficiency degradation on the boost model, the above embodiments demonstrate that even with decreased turbocharger compressor end efficiency, the engine's power performance at different altitudes can be effectively maintained. This avoids power loss caused by reduced turbocharger efficiency in high-altitude environments. In particular, the adjusted fifth mapping relationship allows for more precise control of the turbocharger electronic control valve's duty cycle, improving the engine's response speed in high-altitude environments. Especially during vehicle acceleration and hill climbing, the set boost pressure can be reached more quickly.

[0067] To ensure sufficient engine power performance, in one optional implementation, step S204 includes:

[0068] Step S2041: The PID algorithm is used to control the engine operation based on the sixth mapping relationship of the boost model and the corrected fifth mapping relationship. The sixth mapping relationship is the mapping relationship between the engine output torque and the set pressure of the intake manifold.

[0069] Specifically, the sixth mapping relationship clarifies the relationship between the engine's output torque and the intake manifold set pressure. This is typically achieved through a series of data points or curves obtained through experimental calibration, reflecting the torque output the engine can produce under different pressure settings. Based on the driver's needs or current operating conditions, the target torque the engine needs to achieve is determined. Then, a PID algorithm is used to precisely control the duty cycle of the turbocharger's electronic control valve based on the compensated boost model, i.e., the corrected fifth and sixth mapping relationships, to achieve the desired engine torque output.

[0070] Through the above embodiments, the PID algorithm, combined with the sixth mapping relationship and the corrected fifth mapping relationship, can accurately control the torque output of the engine, and can achieve the expected target torque even when the turbocharger pressure end efficiency deteriorates.

[0071] In order to compensate the EGR model, in an optional implementation, step S2034 above includes:

[0072] Step S20344: Compensate the seventh mapping relationship according to the second correction coefficient. The seventh mapping relationship is the mapping relationship between altitude and the correction amount of the engine EGR valve opening.

[0073] Specifically, the seventh mapping defines the adjustment required for the EGR valve opening at different altitudes to achieve a predetermined EGR rate compared to low-altitude environments. The second correction factor reflects the impact of turbocharger pressure-side efficiency degradation on the EGR rate. By compensating for the seventh mapping, it can be ensured that the EGR system can maintain a predetermined EGR rate in high-altitude environments, even with reduced turbocharger efficiency, thereby optimizing emission performance.

[0074] Step S20345: Based on the current altitude, query the compensated seventh mapping relationship to obtain the second correction amount;

[0075] Specifically, based on the current altitude, the seventh mapping relationship after compensation is queried to obtain the correction amount that the EGR valve opening should be adjusted to achieve the predetermined EGR rate at the current altitude, namely the second correction amount.

[0076] Step S20346: Correct the eighth mapping relationship of the EGR model according to the second correction amount. The eighth mapping relationship is the mapping relationship between the engine's EGR rate and the opening degree of the engine's EGR valve.

[0077] Specifically, the eighth mapping establishes a direct link between the engine EGR rate and the EGR valve opening, forming the basis for precise control of the EGR system. The second correction is applied to the eighth mapping to update the relationship between the EGR rate and the EGR valve opening. This ensures that even with a decrease in turbocharger efficiency, the EGR model takes into account the degradation of turbocharger pressure-side efficiency and the impact of current altitude on the EGR valve opening, thus guaranteeing accurate control of the EGR rate.

[0078] The role of the Exhaust Gas Recirculation (EGR) system in modern internal combustion engines is to reduce nitrogen oxide (NOx) emissions. By reintroducing a portion of exhaust gas into the combustion chamber, it lowers the combustion temperature, thereby suppressing NOx formation while maintaining power. However, the performance of the EGR system is affected by various factors, with the degradation of turbocharger pressure-side efficiency being particularly critical. This is because a decrease in turbocharger efficiency leads to a reduction in the amount of air entering the combustion chamber, affecting the accurate control of the EGR rate. Furthermore, in high-altitude environments, the thin air also presents new challenges to the EGR system's control strategy. Through the above embodiments, by precisely controlling the EGR valve opening, a predetermined EGR rate can be maintained even in environments with reduced turbocharger pressure-side efficiency or high altitudes, optimizing the combustion process, significantly reducing NOx emissions, and meeting environmental standards. An optimized EGR rate helps improve engine combustion efficiency and increase power.

[0079] To ensure sufficient engine performance, in one optional implementation, step S204 further includes:

[0080] Step S2042: Query the ninth mapping relationship based on the current altitude to obtain the third correction amount. The ninth mapping relationship is the mapping relationship between altitude and the correction amount of engine EGR rate.

[0081] Specifically, the ninth mapping relationship defines the correction amount needed for the EGR rate at different altitudes to maintain engine emission performance and efficiency. This correction is typically obtained through experimental calibration during the engine design phase to reflect the impact of altitude changes on the EGR rate. Based on the current altitude, the ninth mapping relationship is consulted to obtain the EGR rate correction amount, i.e., the third correction amount.

[0082] Step S2043: Correct the tenth mapping relationship of the EGR model according to the third correction amount. The tenth mapping relationship is the mapping relationship between the engine output torque and the maximum achievable EGR rate.

[0083] Specifically, the tenth mapping relationship describes the maximum EGR rate that the engine can achieve under different torque outputs. It forms the basis of the EGR system control strategy, ensuring that the engine maintains a suitable EGR rate under any torque demand. Applying the third correction to the tenth mapping relationship updates the relationship between output torque and maximum EGR rate to accommodate changes in turbocharger efficiency, ensuring that the EGR rate control strategy meets the requirements of the current operating conditions.

[0084] Step S2044: Based on the current torque of the engine, query the corrected tenth mapping relationship to obtain the target EGR rate;

[0085] Specifically, based on the engine's current actual torque output, the corrected tenth mapping relationship is queried to obtain the optimal EGR rate achievable under the current operating conditions, i.e., the target EGR rate.

[0086] Step S2045: Query the corrected eighth mapping relationship based on the EGR rate to obtain the target opening degree, and control the engine operation according to the target opening degree.

[0087] Specifically, based on the determined target EGR rate, the corrected eighth mapping relationship is consulted to obtain the precise angle at which the EGR valve should open, i.e., the target opening degree. The actual opening degree of the EGR valve is adjusted according to the target opening degree to ensure that the EGR rate is controlled within the optimal range, thereby optimizing the engine's emission performance and efficiency.

[0088] Through the above embodiments, by dynamically adjusting the EGR rate, NOx emissions can be effectively controlled even in environments with reduced turbocharger efficiency and high altitudes, meeting stringent environmental standards. Furthermore, the modified control strategy ensures that the engine operates at its optimal efficiency point under any torque demand, guaranteeing output efficiency and indirectly improving engine performance.

[0089] To ensure sufficient engine power, in one optional implementation, step S204 further includes:

[0090] Step S2046: Based on the eleventh mapping relationship queried from the current altitude, the fourth correction amount is obtained. The eleventh mapping relationship is the mapping relationship between the altitude after correction based on the third correction coefficient and the correction amount of the engine's ignition advance angle.

[0091] Specifically, based on the current altitude, the corrected eleventh mapping relationship is queried to obtain the correction amount for the ignition advance angle, i.e., the fourth correction amount. The correction process for the aforementioned eleventh mapping relationship of the ignition advance angle is similar to the correction method for the aforementioned ninth mapping relationship.

[0092] Step S2047: Correct the twelfth mapping relationship of the ignition advance angle according to the fourth correction amount. The twelfth mapping relationship is the mapping relationship between the engine output torque and the ignition advance angle.

[0093] After obtaining the fourth correction, the twelfth mapping relationship (the relationship between engine output torque and ignition advance angle) based on the plain calibration is corrected to reflect the new relationship between ignition advance angle and torque under high-altitude environment and turbocharger pressure end efficiency degradation.

[0094] Step S2048: Based on the current torque of the engine, query the corrected twelfth mapping relationship to obtain the target ignition advance angle, and control the engine operation according to the target ignition advance angle.

[0095] Specifically, based on the engine's current actual torque, the corrected twelfth mapping relationship is consulted to determine the optimal ignition advance angle under the current operating conditions, i.e., the target ignition advance angle. This target ignition advance angle is then applied to engine control, ensuring that the engine achieves optimal combustion efficiency and performance under any operating condition by adjusting the ignition timing.

[0096] Through the above embodiments, the modified ignition advance angle ensures that the engine can achieve optimal combustion efficiency under any operating conditions, and can maintain high performance even when the turbocharger efficiency decreases or in high-altitude environments, thus guaranteeing the engine's power performance.

[0097] Furthermore, the optimized combustion process helps reduce the generation of harmful emissions, such as nitrogen oxides (NOx) and hydrocarbons (HC), ensuring that the engine meets stringent emission standards in various environments.

[0098] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the compensation method for the pressure end of the turbocharger under high altitude conditions will be described in detail below with reference to specific embodiments.

[0099] This embodiment relates to a specific method for compensating the pressure end of a turbocharger under high-altitude conditions, such as... Figure 4 As shown, it includes the following steps:

[0100] Step S1: Determine the first coefficient for adjusting the boost model based on the deterioration state of the booster, and use the first coefficient to compensate the first plateau correction Map of the boost model (used to correct the duty cycle calibration Map of the booster electronic control valve).

[0101] Step S2: Based on the corrected first plateau correction Map, the turbocharger electronic control valve duty cycle calibration Map, and the intake manifold boost pressure setpoint calibration Map, the boost pressure is adjusted in real time using a PID algorithm.

[0102] Step S3: Determine the second coefficient for adjusting the ignition advance angle based on the deterioration state of the turbocharger, and use the second coefficient to compensate for the second plateau correction Map of the ignition advance angle (used to correct the ignition advance angle calibration Map).

[0103] Step S4: Correct the ignition advance angle calibration map using the second plateau correction map, and perform the ignition operation according to the corrected ignition advance angle calibration map;

[0104] Step S5: Determine the third coefficient for adjusting the EGR model based on the deterioration state of the turbocharger, and use the third coefficient to compensate the third plateau correction Map of the EGR model (used to correct the EGR valve opening calibration Map).

[0105] Step S6: The EGR rate calibration map is corrected using the fourth plateau correction map, and the EGR valve opening calibration map is corrected using the third plateau correction map. The corrected EGR rate calibration map and EGR valve opening calibration map are then discarded and recycled.

[0106] In practical implementation, under normal circumstances, for turbocharged natural gas engines, as altitude increases, the air becomes thinner, the turbocharger intake flow rate increases, the turbocharger speed increases, and the turbine inlet pressure increases. To achieve the same intake manifold boost pressure as at sea level, the opening degree of the turbocharger electronic control valve is smaller in high-altitude environments than at sea level. Figure 5 As shown, this represents the universal characteristic difference of the turbocharger electronic control valve opening at an altitude of 2800m relative to that at a plain (horizontal axis represents speed, vertical axis represents torque). The areas with larger differences are mainly concentrated in the medium to high load range below 1500r / min, covering the common operating conditions of tractor vehicles. Therefore, in high-altitude environments, especially at higher altitudes, correcting the turbocharger electronic control valve duty cycle calibration Map, particularly when the turbocharger pressure end efficiency deteriorates, is beneficial for improving the power, responsiveness, and turbocharger model accuracy of natural gas vehicles in high-altitude environments.

[0107] It is understandable that the universal characteristic is to plot the constant fuel consumption curve and the constant power curve on the graph with the speed n as the horizontal axis and the torque or mean effective pressure as the vertical axis, thus forming the universal characteristic of the engine. In addition, the constant excess air coefficient curve, the constant intake manifold vacuum curve, the smoke baseline, etc. can be introduced as needed.

[0108] 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, and 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.

[0109] This application also provides a compensation device for the pressure end of a turbocharger at high altitudes. It should be noted that this compensation device can be used to execute the compensation method for the pressure end of a turbocharger at high altitudes provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0110] The following describes the compensation device for the pressure end of the booster under high altitude conditions provided in the embodiments of this application.

[0111] Figure 6 This is a structural block diagram of a compensation device for the pressure end of a booster under high-altitude conditions, according to an embodiment of this application. Figure 6 As shown, the device includes:

[0112] The first determining unit 10 is used to determine whether the pressure end of the booster is in a deteriorated state when the current altitude is higher than the preset altitude.

[0113] The first processing unit 20 is used to compensate the boost model, EGR model and ignition advance angle according to the current altitude when the booster is not in a deteriorated state. The boost model is a mathematical model used to describe and control the engine boosting process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process.

[0114] The second processing unit 30 is used to determine the corresponding correction coefficient group according to the deterioration state when the turbocharger is in a deteriorated state, and to compensate the turbocharger model, EGR model and ignition advance angle according to the correction coefficient group and the current altitude. The correction coefficients in the correction coefficient group are used to correct the interference of the deterioration state in compensating the turbocharger model, EGR model and ignition advance angle.

[0115] Control unit 40 is used to control engine operation based on the compensated boost model, EGR model and ignition advance angle.

[0116] In this embodiment, the first determining unit determines whether the turbocharger pressure end is in a deteriorated state when the current altitude is higher than a preset altitude; the first processing unit compensates the boost model, EGR model, and ignition advance angle according to the current altitude when the turbocharger is not in a deteriorated state. The boost model is a mathematical model used to describe and control the engine boosting process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process; the second processing unit determines the corresponding correction coefficient group according to the deterioration state when the turbocharger is in a deteriorated state, and compensates the boost model, EGR model, and ignition advance angle according to the correction coefficient group and the current altitude. The correction coefficients in the correction coefficient group are used to correct the interference of the deterioration state on the compensation of the boost model, EGR model, and ignition advance angle; the control unit controls the engine operation according to the compensated boost model, EGR model, and ignition advance angle. Due to the increased air pressure at high altitudes, achieving the same boost effect as at low altitudes requires a smaller opening of the electronic control valve, a smaller opening of the EGR valve, and a longer ignition time. Furthermore, turbocharger degradation further reduces boost, exhaust treatment, and ignition performance. Therefore, this application modifies the boost model, EGR model, and ignition advance angle based on the impact of altitude on engine performance in the absence of degradation. In the case of degradation, the impact of degradation on engine performance is further introduced to modify the boost model, EGR model, and ignition advance angle, ensuring the accuracy of power output for natural gas-powered vehicles at high altitudes. This addresses the problem of insufficient vehicle power at high altitudes caused by vehicles equipped with only one boost model, EGR model, and ignition advance angle in existing technologies.

[0117] To correct the impact of altitude and component degradation on turbocharger performance degradation, such as Figure 3 As shown, in one optional embodiment, the second processing unit includes:

[0118] The first query module is used to query the first mapping relationship based on the deterioration state to obtain the first correction coefficient. The first mapping relationship is the mapping relationship between the deterioration state and the influence coefficient of the deterioration state on the booster model at the current altitude.

[0119] The second query module is used to query the second mapping relationship based on the current altitude and the state of degradation to obtain the second correction coefficient. The second mapping relationship is the mapping relationship between the state of degradation and the EGR model.

[0120] The third query module is used to query the third mapping relationship based on the current altitude and deterioration status to obtain the third correction coefficient. The second mapping relationship is the mapping relationship between the deterioration status and the influence coefficient of the deterioration status on the ignition advance angle.

[0121] The first processing module is used to compensate the boost model according to the first correction factor and the current altitude, compensate the EGR model according to the second correction factor and the current altitude, and compensate the ignition advance angle according to the third correction factor and the current altitude.

[0122] To correct the aforementioned boosting model, in one optional implementation, the first processing module includes:

[0123] The first processing submodule is used to compensate for the fourth mapping relationship according to the first correction coefficient. The fourth mapping relationship is the mapping relationship between altitude and the correction amount of the duty cycle of the turbocharger electronic control valve.

[0124] The second processing submodule is used to query the compensated fourth mapping relationship based on the current altitude to obtain the first correction amount;

[0125] The third processing submodule is used to correct the fifth mapping relationship of the boost model according to the first correction amount. The fifth mapping relationship is the mapping relationship between the set pressure of the intake manifold and the duty cycle of the electronic control valve.

[0126] To ensure sufficient engine power performance, in one optional implementation, the control unit includes:

[0127] The first control module is used to control the engine operation using a PID algorithm based on the sixth mapping relationship of the boost model and the corrected fifth mapping relationship. The sixth mapping relationship is the mapping relationship between the engine's output torque and the set pressure of the intake manifold.

[0128] In order to compensate for the EGR model, in one optional implementation, the first processing module mentioned above includes:

[0129] The fourth processing submodule is used to compensate for the seventh mapping relationship according to the second correction coefficient. The seventh mapping relationship is the mapping relationship between altitude and the correction amount of the engine EGR valve opening.

[0130] The fifth processing submodule is used to query the compensated seventh mapping relationship based on the current altitude to obtain the second correction amount;

[0131] The sixth processing submodule is used to correct the eighth mapping relationship of the EGR model according to the second correction amount. The eighth mapping relationship is the mapping relationship between the engine's EGR rate and the opening degree of the engine's EGR valve.

[0132] To ensure sufficient engine performance, in one optional implementation, the control unit further includes:

[0133] The second processing module is used to query the ninth mapping relationship based on the current altitude to obtain the third correction amount. The ninth mapping relationship is the mapping relationship between altitude and the correction amount of engine EGR rate.

[0134] The third processing module is used to correct the tenth mapping relationship of the EGR model according to the third correction amount. The tenth mapping relationship is the mapping relationship between the engine's output torque and the maximum achievable EGR rate.

[0135] The fourth query module is used to query the corrected tenth mapping relationship based on the engine's current torque to obtain the target EGR rate;

[0136] The second control module is used to query the corrected eighth mapping relationship based on the EGR rate to obtain the target opening degree, and control the engine operation according to the target opening degree.

[0137] To ensure sufficient engine power, in one optional implementation, the control unit further includes:

[0138] The fifth query module is used to obtain the fourth correction amount based on the eleventh mapping relationship queryed according to the current altitude. The eleventh mapping relationship is the mapping relationship between the altitude after correction according to the third correction coefficient and the correction amount of the engine's ignition advance angle.

[0139] The fourth processing module is used to correct the twelfth mapping relationship of the ignition advance angle according to the fourth correction amount. The twelfth mapping relationship is the mapping relationship between the engine output torque and the ignition advance angle.

[0140] The third control module is used to query the corrected twelfth mapping relationship based on the engine's current torque, obtain the target ignition advance angle, and control the engine operation based on the target ignition advance angle.

[0141] The aforementioned compensation device for the turbocharger pressure end under high-altitude conditions includes a processor and a memory. The first determining unit, the first processing unit, the second processing unit, and the control unit are all stored as program units in the memory. The processor executes the program units stored in the memory to achieve the corresponding functions. All of the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0142] 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 improve the engine's power performance.

[0143] 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.

[0144] 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 above-described compensation method for the pressure end of the booster under high altitude conditions.

[0145] Specifically, the compensation methods for the turbocharger pressure end at high altitudes include:

[0146] Step S201: If the current altitude is higher than the preset altitude, determine whether the pressure end of the booster is in a deteriorated state.

[0147] Step S202: If the turbocharger is not in a deteriorated state, compensate the turbocharger model, EGR model and ignition advance angle according to the current altitude. The turbocharger model is a mathematical model used to describe and control the engine turbocharger process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process.

[0148] Step S203: When the turbocharger is in a deteriorated state, determine the corresponding correction coefficient group according to the deterioration state, and compensate the turbocharger model, EGR model and ignition advance angle according to the correction coefficient group and the current altitude. The correction coefficients in the correction coefficient group are used to correct the interference of the deterioration state in compensating the turbocharger model, EGR model and ignition advance angle.

[0149] Step S204: Control engine operation based on the compensated boost model, EGR model, and ignition advance angle.

[0150] This invention provides a processor for running a program, wherein the program executes the above-described compensation method for the pressure end of the booster under high altitude conditions.

[0151] Specifically, the compensation methods for the turbocharger pressure end at high altitudes include:

[0152] Step S201: If the current altitude is higher than the preset altitude, determine whether the pressure end of the booster is in a deteriorated state.

[0153] Step S202: If the turbocharger is not in a deteriorated state, compensate the turbocharger model, EGR model and ignition advance angle according to the current altitude. The turbocharger model is a mathematical model used to describe and control the engine turbocharger process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process.

[0154] Step S203: When the turbocharger is in a deteriorated state, determine the corresponding correction coefficient group according to the deterioration state, and compensate the turbocharger model, EGR model and ignition advance angle according to the correction coefficient group and the current altitude. The correction coefficients in the correction coefficient group are used to correct the interference of the deterioration state in compensating the turbocharger model, EGR model and ignition advance angle.

[0155] Step S204: Control engine operation based on the compensated boost model, EGR model, and ignition advance angle.

[0156] This invention provides a vehicle, which includes 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:

[0157] Step S201: If the current altitude is higher than the preset altitude, determine whether the pressure end of the booster is in a deteriorated state.

[0158] Step S202: If the turbocharger is not in a deteriorated state, compensate the turbocharger model, EGR model and ignition advance angle according to the current altitude. The turbocharger model is a mathematical model used to describe and control the engine turbocharger process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process.

[0159] Step S203: When the turbocharger is in a deteriorated state, determine the corresponding correction coefficient group according to the deterioration state, and compensate the turbocharger model, EGR model and ignition advance angle according to the correction coefficient group and the current altitude. The correction coefficients in the correction coefficient group are used to correct the interference of the deterioration state in compensating the turbocharger model, EGR model and ignition advance angle.

[0160] Step S204: Control engine operation based on the compensated boost model, EGR model, and ignition advance angle.

[0161] 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:

[0162] Step S201: If the current altitude is higher than the preset altitude, determine whether the pressure end of the booster is in a deteriorated state.

[0163] Step S202: If the turbocharger is not in a deteriorated state, compensate the turbocharger model, EGR model and ignition advance angle according to the current altitude. The turbocharger model is a mathematical model used to describe and control the engine turbocharger process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process.

[0164] Step S203: When the turbocharger is in a deteriorated state, determine the corresponding correction coefficient group according to the deterioration state, and compensate the turbocharger model, EGR model and ignition advance angle according to the correction coefficient group and the current altitude. The correction coefficients in the correction coefficient group are used to correct the interference of the deterioration state in compensating the turbocharger model, EGR model and ignition advance angle.

[0165] Step S204: Control engine operation based on the compensated boost model, EGR model, and ignition advance angle.

[0166] 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.

[0167] 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.

[0168] 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.

[0169] 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.

[0170] 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.

[0171] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0172] Memory may include non-persistent 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. Memory is an example of computer-readable media.

[0173] 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 tape, 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.

[0174] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0175] 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.

[0176] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0177] 1) The turbocharger pressure end compensation method of this application under high altitude conditions firstly determines whether the turbocharger pressure end is in a deteriorated state when the current altitude is higher than the preset altitude; then, if the turbocharger is not in a deteriorated state, the turbocharger model, EGR model, and ignition advance angle are compensated according to the current altitude. The turbocharger model is a mathematical model used to describe and control the engine turbocharging process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process; subsequently, if the turbocharger is in a deteriorated state, a corresponding set of correction coefficients is determined according to the deterioration state, and the turbocharger model, EGR model, and ignition advance angle are compensated according to the set of correction coefficients and the current altitude. The correction coefficients in the set of correction coefficients are used to correct the interference of the deterioration state on the compensation of the turbocharger model, EGR model, and ignition advance angle; finally, the engine operation is controlled according to the compensated turbocharger model, EGR model, and ignition advance angle. Due to the increased air pressure at high altitudes, achieving the same boost effect as at low altitudes requires a smaller opening of the electronic control valve, a smaller opening of the EGR valve, and a longer ignition time. Furthermore, turbocharger degradation further reduces boost, exhaust treatment, and ignition performance. Therefore, this application modifies the boost model, EGR model, and ignition advance angle based on the impact of altitude on engine performance in the absence of degradation. In the case of degradation, the impact of degradation on engine performance is further introduced to modify the boost model, EGR model, and ignition advance angle, ensuring the accuracy of power output for natural gas-powered vehicles at high altitudes. This addresses the problem of insufficient vehicle power at high altitudes caused by vehicles equipped with only one boost model, EGR model, and ignition advance angle in existing technologies.

[0178] 2) The turbocharger pressure end compensation device under high altitude conditions of this application comprises: a first determining unit determining whether the turbocharger pressure end is in a deteriorated state when the current altitude is higher than a preset altitude; a first processing unit compensating the boost model, EGR model, and ignition advance angle according to the current altitude when the turbocharger is not in a deteriorated state; the boost model is a mathematical model used to describe and control the engine boost process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process; a second processing unit determining the corresponding correction coefficient group according to the deterioration state when the turbocharger is in a deteriorated state, and compensating the boost model, EGR model, and ignition advance angle according to the correction coefficient group and the current altitude; the correction coefficients in the correction coefficient group are used to correct the interference of the deterioration state in compensating the boost model, EGR model, and ignition advance angle; and a control unit controlling the engine operation according to the compensated boost model, EGR model, and ignition advance angle. Due to the increased air pressure at high altitudes, achieving the same boost effect as at low altitudes requires a smaller opening of the electronic control valve, a smaller opening of the EGR valve, and a longer ignition time. Furthermore, turbocharger degradation further reduces boost, exhaust treatment, and ignition performance. Therefore, this application modifies the boost model, EGR model, and ignition advance angle based on the impact of altitude on engine performance in the absence of degradation. In the case of degradation, the impact of degradation on engine performance is further introduced to modify the boost model, EGR model, and ignition advance angle, ensuring the accuracy of power output for natural gas-powered vehicles at high altitudes. This addresses the problem of insufficient vehicle power at high altitudes caused by vehicles equipped with only one boost model, EGR model, and ignition advance angle in existing technologies.

[0179] 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 compensating the pressure end of a turbocharger at high altitudes, characterized in that, include: If the current altitude is higher than the preset altitude, determine whether the pressure end of the turbocharger is in a deteriorated state; When the turbocharger is not in the deteriorated state, the turbocharger model, EGR model and ignition advance angle are compensated according to the current altitude. The turbocharger model is a mathematical model used to describe and control the engine turbocharger process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process. When the turbocharger is in the deteriorated state, a corresponding set of correction coefficients is determined according to the deterioration state, and the turbocharger model, the EGR model and the ignition advance angle are compensated according to the set of correction coefficients and the current altitude. The correction coefficients in the set of correction coefficients are used to correct the interference of the deterioration state on the compensation of the turbocharger model, the EGR model and the ignition advance angle. The engine operation is controlled based on the compensated boost model, the EGR model, and the ignition advance angle.

2. The method according to claim 1, characterized in that, Based on the degradation state, a corresponding set of correction coefficients is determined, and the boost model, the EGR model, and the ignition advance angle are compensated based on the set of correction coefficients and the current altitude, including: Based on the degradation state, a first mapping relationship is queried to obtain a first correction coefficient. The first mapping relationship is the mapping relationship between the degradation state and the influence coefficient of the degradation state on the boost model at the current altitude. The second mapping relationship is queried based on the deterioration state to obtain the second correction coefficient. The second mapping relationship is the mapping relationship between the deterioration state and the deterioration state to the EGR model. The third correction coefficient is obtained by querying the third mapping relationship based on the deterioration state. The second mapping relationship is the mapping relationship between the deterioration state and the influence coefficient of the deterioration state on the ignition advance angle. The boost model is compensated based on the first correction factor and the current altitude, the EGR model is compensated based on the second correction factor and the current altitude, and the ignition advance angle is compensated based on the third correction factor and the current altitude.

3. The method according to claim 2, characterized in that, The pressurization model is compensated based on the first correction coefficient and the current altitude, including: The fourth mapping relationship is compensated based on the first correction coefficient. The fourth mapping relationship is the mapping relationship between altitude and the correction amount of the duty cycle of the turbocharger electronic control valve. Based on the current altitude, the fourth mapping relationship after compensation is queried, and the first correction amount is obtained; The fifth mapping relationship of the boost model is corrected according to the first correction amount. The fifth mapping relationship is the mapping relationship between the set pressure of the intake manifold and the duty cycle of the electronic control valve.

4. The method according to claim 3, characterized in that, Controlling engine operation based on the compensated boosting model includes: The engine is controlled by a PID algorithm based on the sixth mapping relationship of the boost model and the corrected fifth mapping relationship. The sixth mapping relationship is the mapping relationship between the engine's output torque and the set pressure of the intake manifold.

5. The method according to claim 2, characterized in that, The EGR model is compensated based on the second correction coefficient and the current altitude, including: The seventh mapping relationship is compensated according to the second correction coefficient. The seventh mapping relationship is the mapping relationship between altitude and the correction amount of the opening of the engine EGR valve. Based on the current altitude, the seventh mapping relationship after compensation is queried, and the second correction amount is obtained; The eighth mapping relationship of the EGR model is corrected according to the second correction amount. The eighth mapping relationship is the mapping relationship between the EGR rate of the engine and the opening degree of the EGR valve of the engine.

6. The method according to claim 5, characterized in that, Controlling engine operation based on the compensated EGR model includes: Based on the current altitude, the ninth mapping relationship is queried to obtain the third correction amount. The ninth mapping relationship is the mapping relationship between altitude and the correction amount of the engine's EGR rate. The tenth mapping relationship of the EGR model is corrected according to the third correction amount. The tenth mapping relationship is the mapping relationship between the output torque of the engine and the maximum achievable EGR rate. The target EGR rate is obtained by querying the corrected tenth mapping relationship based on the current torque of the engine. The target opening degree is obtained by querying the corrected eighth mapping relationship based on the EGR rate, and the engine operation is controlled according to the target opening degree.

7. The method according to claim 2, characterized in that, Controlling engine operation based on the compensated ignition advance angle includes: Based on the eleventh mapping relationship of the current altitude query, the fourth correction amount is obtained. The eleventh mapping relationship is the mapping relationship between the altitude after correction based on the third correction coefficient and the correction amount of the engine's ignition advance angle. The twelfth mapping relationship of the ignition advance angle is corrected according to the fourth correction amount. The twelfth mapping relationship is the mapping relationship between the engine output torque and the ignition advance angle. The target ignition advance angle is obtained by querying the corrected twelfth mapping relationship based on the current torque of the engine, and the engine operation is controlled according to the target ignition advance angle.

8. A compensation device for the pressure end of a booster under high-altitude conditions, characterized in that, The device includes: The first determining unit is used to determine whether the pressure end of the turbocharger is in a deteriorated state when the current altitude is higher than the preset altitude. The first processing unit is used to compensate the boost model, EGR model and ignition advance angle according to the current altitude when the turbocharger is not in the deteriorated state. The boost model is a mathematical model used to describe and control the engine boost process, and the EGR model is a mathematical model used to describe and control the engine exhaust gas recovery process. The second processing unit is used to determine a corresponding set of correction coefficients according to the deterioration state when the turbocharger is in the deterioration state, and to compensate the turbocharger model, the EGR model and the ignition advance angle according to the set of correction coefficients and the current altitude. The correction coefficients in the set of correction coefficients are used to correct the interference of the deterioration state in compensating the turbocharger model, the EGR model and the ignition advance angle. The control unit is used to control engine operation based on the compensated boost model, the EGR model, and the ignition advance angle.

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 on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 7.

10. A vehicle, 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 comprising methods for performing any one of claims 1 to 7.

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