Combustion control method, device, controller, vehicle and product for a vehicle

Abstract

This application discloses a combustion control method, device, controller, vehicle, and product for a vehicle. The method includes: after the engine starts, when it is determined that the vehicle is in a high-altitude environment and the workload of the variable geometry turbocharger is higher than a target load, reducing the initial valve flow rate of the exhaust gas recirculation valve at least once until monitored parameters meet target conditions; acquiring target combustion parameters corresponding to the engine when the target conditions are met; and performing combustion control based on the target combustion parameters in subsequent processes of the engine start-up. The technical solution provided by this application can reduce the amount of exhaust gas entering the engine in a high-altitude environment by reducing the valve flow rate of the exhaust gas recirculation valve, ensuring the oxygen concentration of the internal air-fuel mixture, thereby ensuring complete fuel combustion, improving engine torque and power output in high-altitude environments, and alleviating the problem of power attenuation.

Description

Technical Field

[0001] This application belongs to the field of vehicles, and particularly relates to a combustion control method, device, controller, vehicle, and product for a vehicle. Background Technology

[0002] Engine performance differs significantly between high-altitude and plain environments. The core environmental characteristics of high-altitude regions are low atmospheric pressure, thin air, and insufficient oxygen. When vehicles operate in this low-pressure environment, the engine continues to run according to the combustion parameters corresponding to normal operating conditions. However, these parameters are not suitable for the high-pressure, low-pressure environment. This results in insufficient air intake, delayed fuel combustion, and power loss, affecting the engine's power output stability and adaptability to different operating conditions. Summary of the Invention

[0003] This application provides a combustion control method, device, controller, vehicle, and product for vehicles, which addresses the problem in the prior art where insufficient engine air intake in high-altitude, low-pressure environments leads to delayed fuel combustion and power reduction. Based on the vehicle's operation in high-altitude environments, the method reduces the flow rate of the exhaust gas recirculation valve, thereby decreasing exhaust gas entering the engine and ensuring sufficient oxygen concentration in the engine's internal mixture. This ensures complete fuel combustion, improves engine torque and power output in high-altitude environments, and alleviates the power reduction problem.

[0004] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0005] According to a first aspect of the embodiments of this application, a combustion control method for a vehicle is provided, the vehicle including an engine, a variable geometry turbocharger, and an exhaust gas recirculation valve, the method comprising: After the engine is started, and given that the vehicle is in a high-altitude environment and the variable geometry turbocharger is operating at a load higher than the target load, the initial valve flow of the exhaust gas recirculation valve is reduced at least once until the monitored parameters meet the target conditions. The monitored parameters include at least some of the following: intake oxygen concentration, in-cylinder combustion state speed, and exhaust temperature. Obtain the target combustion parameters of the engine when the target conditions are met; In the subsequent process after this engine start-up, combustion control is performed based on the target combustion parameters.

[0006] In some embodiments of this application, determining that the vehicle is in a high-altitude environment based on the foregoing scheme includes: Obtain the initial atmospheric pressure at the vehicle's current location; If the first ambient atmospheric pressure is lower than the ambient pressure threshold, then the vehicle is determined to be in a high-altitude environment.

[0007] In some embodiments of this application, based on the foregoing scheme, determining that the operating load of the variable geometry turbocharger is higher than the target load includes: Obtain the first nozzle annular opening of the variable geometry turbocharger; If the opening degree of the first nozzle ring is higher than the nozzle ring opening degree threshold, then the working load is determined to be higher than the target load.

[0008] In some embodiments of this application, based on the foregoing scheme, the target conditions include at least one of the following: The deviation between the intake oxygen concentration and the target concentration is less than the preset deviation threshold. The engine speed during in-cylinder combustion is lower than the preset engine speed fluctuation threshold. The exhaust temperature is lower than the preset safe temperature threshold.

[0009] In some embodiments of this application, based on the foregoing scheme, the initial valve flow rate of the exhaust gas recirculation valve is reduced at least once, including: For any reduction operation, the valve flow rate after the previous reduction is reduced based on a preset step size to obtain the valve flow rate after the current reduction; the valve flow rate after the previous reduction in the first reduction operation is the initial valve flow rate. Adjust the valve opening of the exhaust gas recirculation valve based on the reduced valve flow rate to further reduce the valve flow rate; Get the current ignition advance angle; Combustion control is performed based on the reduced valve flow rate and the current ignition advance angle, and monitoring parameters are obtained. If the monitored parameters do not meet the target conditions, proceed with the next reduction operation; If the monitored parameters meet the target conditions, the reduction operation will stop.

[0010] In some embodiments of this application, based on the foregoing scheme, obtaining the current ignition advance angle includes: Obtain the ignition advance angle and knock parameters to be corrected; If the knock parameter indicates no knocking, then the ignition advance angle to be corrected is determined to be the current ignition advance angle; If the knock parameter indicates knocking, then perform a back-angle correction on the ignition advance angle to be corrected, and determine the corrected ignition advance angle as the current ignition advance angle.

[0011] In some embodiments of this application, based on the aforementioned scheme, a back-angle correction is performed on the ignition advance angle to be corrected, including: If the knock parameters are within the first knock range, the engine is controlled to reduce the ignition angle according to the first preset recoil angle step size; If the knock parameters exceed the second knock range, the engine is controlled to reduce the ignition angle according to the second preset back angle step; the first knock range is smaller than the second knock range; the first preset back angle step is smaller than the second preset back angle step.

[0012] In some embodiments of this application, based on the foregoing scheme, performing at least one reduction operation on the initial valve flow of the exhaust gas recirculation valve further includes: After each adjustment of the exhaust gas recirculation valve opening based on the reduced valve flow rate, the second nozzle ring opening of the variable geometry turbocharger is obtained. If the second nozzle ring opening is lower than the nozzle ring opening threshold, then stop the next reduction of valve flow and back angle correction.

[0013] In some embodiments of this application, based on the foregoing scheme, after combustion control based on target combustion parameters in the subsequent process of engine startup, the method further includes: Obtain the secondary atmospheric pressure at the vehicle's current location; If the second ambient atmospheric pressure is higher than the ambient pressure threshold, combustion control is performed based on the combustion parameters corresponding to the engine under normal operating conditions.

[0014] According to a second aspect of the embodiments of this application, a combustion control device for a vehicle is provided, the device comprising: The adjustment module is used to reduce the initial valve flow of the exhaust gas recirculation valve at least once after the engine starts, provided that the vehicle is in a high-altitude environment and the variable geometry turbocharger's workload is higher than the target load, until the monitored parameters meet the target conditions; the monitored parameters include at least some of the following: intake oxygen concentration, in-cylinder combustion state speed, and exhaust temperature. The acquisition module is used to acquire the target combustion parameters of the engine when the target conditions are met. The drive module is used to perform combustion control based on target combustion parameters in the subsequent processes after the engine starts.

[0015] In some embodiments of this application, determining that the vehicle is in a high-altitude environment based on the foregoing scheme includes: Obtain the initial atmospheric pressure at the vehicle's current location; If the first ambient atmospheric pressure is lower than the ambient pressure threshold, then the vehicle is determined to be in a high-altitude environment.

[0016] In some embodiments of this application, based on the foregoing scheme, determining that the operating load of the variable geometry turbocharger is higher than the target load includes: Obtain the first nozzle annular opening of the variable geometry turbocharger; If the opening degree of the first nozzle ring is higher than the nozzle ring opening degree threshold, then the working load is determined to be higher than the target load.

[0017] In some embodiments of this application, based on the foregoing scheme, the target conditions include at least one of the following: The deviation between the intake oxygen concentration and the target concentration is less than the preset deviation threshold. The engine speed during in-cylinder combustion is lower than the preset engine speed fluctuation threshold. The exhaust temperature is lower than the preset safe temperature threshold.

[0018] In some embodiments of this application, based on the foregoing scheme, the initial valve flow rate of the exhaust gas recirculation valve is reduced at least once, including: For any reduction operation, the valve flow rate after the previous reduction is reduced based on a preset step size to obtain the valve flow rate after the current reduction; the valve flow rate after the previous reduction in the first reduction operation is the initial valve flow rate. Adjust the valve opening of the exhaust gas recirculation valve based on the reduced valve flow rate to further reduce the valve flow rate; Get the current ignition advance angle; Combustion control is performed based on the reduced valve flow rate and the current ignition advance angle, and monitoring parameters are obtained. If the monitored parameters do not meet the target conditions, proceed with the next reduction operation; If the monitored parameters meet the target conditions, the reduction operation will stop.

[0019] In some embodiments of this application, based on the foregoing scheme, obtaining the current ignition advance angle includes: Obtain the ignition advance angle and knock parameters to be corrected; If the knock parameter indicates no knocking, then the ignition advance angle to be corrected is determined to be the current ignition advance angle; If the knock parameter indicates knocking, then perform a back-angle correction on the ignition advance angle to be corrected, and determine the corrected ignition advance angle as the current ignition advance angle.

[0020] In some embodiments of this application, based on the aforementioned scheme, a back-angle correction is performed on the ignition advance angle to be corrected, including: If the knock parameters are within the first knock range, the engine is controlled to reduce the ignition angle according to the first preset recoil angle step size; If the knock parameters exceed the second knock range, the engine is controlled to reduce the ignition angle according to the second preset back angle step; the first knock range is smaller than the second knock range; the first preset back angle step is smaller than the second preset back angle step.

[0021] In some embodiments of this application, based on the foregoing scheme, performing at least one reduction operation on the initial valve flow of the exhaust gas recirculation valve further includes: After each adjustment of the exhaust gas recirculation valve opening based on the reduced valve flow rate, the second nozzle ring opening of the variable geometry turbocharger is obtained. If the second nozzle ring opening is lower than the nozzle ring opening threshold, then stop the next reduction of valve flow and back angle correction.

[0022] In some embodiments of this application, based on the foregoing scheme, after combustion control based on target combustion parameters in the subsequent process of engine startup, the method further includes: Obtain the secondary atmospheric pressure at the vehicle's current location; If the second ambient atmospheric pressure is higher than the ambient pressure threshold, combustion control is performed based on the combustion parameters corresponding to the engine under normal operating conditions.

[0023] According to a third aspect of the embodiments of this application, a controller is provided, the controller including the means as described in the second aspect.

[0024] According to a fourth aspect of the embodiments of this application, a vehicle is provided, the vehicle including the means of the second aspect or a controller as in the third aspect.

[0025] According to a fifth aspect of the embodiments of this application, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the method as described in the first aspect.

[0026] In this application, after engine start-up, when it is determined that the vehicle is in a high-altitude environment and the variable geometry turbocharger's workload is higher than the target load, the initial valve flow of the exhaust gas recirculation valve is reduced at least once until the monitored parameters meet the target conditions. The target combustion parameters corresponding to the engine when the target conditions are met are obtained. In the subsequent process of this engine start-up, combustion control is performed based on the target combustion parameters. In a high-altitude environment, by reducing the valve flow of the exhaust gas recirculation valve, the amount of exhaust gas entering the engine is reduced, ensuring the oxygen concentration of the air-fuel mixture inside the engine, thereby ensuring complete fuel combustion, improving the engine's torque and power output in a high-altitude environment, and alleviating the problem of power attenuation. Furthermore, after the engine stabilizes, the engine maintains the target combustion parameters corresponding to the engine when the target conditions are met, ensuring stable engine operation in a high-altitude environment.

[0027] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0028] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 A flowchart of a vehicle combustion control method according to an embodiment of this application is shown; Figure 2 A block diagram of a vehicle combustion control device according to an embodiment of this application is shown. Detailed Implementation

[0029] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0031] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0032] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0033] Plateau regions typically refer to areas with significantly higher altitudes than plains, characterized by low atmospheric pressure, thin air, and insufficient oxygen. As altitude increases, atmospheric pressure gradually decreases, with areas above 1000 meters being typical examples. Air density decreases, and the oxygen content per unit volume is significantly reduced, leading to a sharp decrease in the amount of fresh air entering the engine cylinders. This reduction in intake air triggers a series of chain reactions: decreased combustion efficiency in the cylinders, the turbocharger needing to maintain continuous high-load operation to meet intake demands, and a decrease in power output, ultimately affecting the engine's power output stability and adaptability in high-altitude environments.

[0034] To address the aforementioned technical problems, this application provides a vehicle combustion control method that, based on the vehicle's operation in high-altitude environments, reduces the flow rate of the exhaust gas recirculation valve to decrease the amount of exhaust gas entering the engine, thereby ensuring the oxygen concentration of the internal engine mixture. This ensures complete fuel combustion, improves the engine's torque and power output in high-altitude environments, and alleviates the problem of power attenuation.

[0035] To enable those skilled in the art to better understand this application, it should be noted that the vehicle in this application can be a traditional fuel vehicle or a hybrid vehicle, etc., and the power system of the vehicle includes at least an engine, a variable geometry turbocharger, and an exhaust gas recirculation valve.

[0036] An engine is a device that provides power to a vehicle. It converts the chemical energy of fuel (such as gasoline or diesel) into mechanical energy that drives the piston by burning it in a sealed cylinder. In this process, the reciprocating motion of the piston is converted into the rotational motion of the crankshaft via the connecting rod, ultimately driving the vehicle.

[0037] A variable geometry turbocharger (VGT) is a turbocharging device that improves engine efficiency across all operating conditions by dynamically adjusting the turbine's flow cross-section. In practice, the exhaust gas flow cross-sectional area is changed in real time by controlling the angle of a ring of guide vanes on the turbine side.

[0038] The exhaust gas recirculation valve (EGR) is an actuator used to control the amount of exhaust gas recirculated. The EGR valve is installed between the engine's exhaust manifold and intake manifold. In practice, the EGR valve reintroduces a portion of the exhaust gas from the engine into the intake system, where it mixes with fresh air and re-enters the cylinders for combustion.

[0039] Furthermore, the control method for the vehicle's engine can be executed by the vehicle's controller, which may specifically be the Vehicle Control Unit (VCU).

[0040] Reference Figure 1 The flowchart of a vehicle combustion control method according to an embodiment of this application is shown below: S1, after the engine is started, if it is determined that the vehicle is in a high-altitude environment and the working load of the variable geometry turbocharger is higher than the target load, the initial valve flow of the exhaust gas recirculation valve is reduced at least once until the monitored parameters meet the target conditions; the monitored parameters include at least a portion of the intake oxygen concentration, in-cylinder combustion state speed and exhaust temperature.

[0041] For example, the plateau environment in this application can be a plateau environment with an altitude higher than the target altitude, such as a plateau low-pressure environment with an altitude of more than 1,000m.

[0042] The monitored parameters include one or more combinations of intake oxygen concentration, in-cylinder combustion speed, and exhaust temperature, i.e., one or more combinations of intake oxygen concentration, in-cylinder combustion speed, and exhaust temperature; for example, intake oxygen concentration, in-cylinder combustion speed, or exhaust temperature; intake oxygen concentration and in-cylinder combustion speed; intake oxygen concentration and exhaust temperature; intake oxygen concentration, in-cylinder combustion speed, and exhaust temperature.

[0043] Understandably, when the variable geometry turbocharger's operating load exceeds the target load, it indicates that the turbocharger is operating under high load. The turbocharger's nozzle rings are typically at a large opening or remain at a large opening to meet the engine's continuous demand for high boost pressure. This means that the turbocharger's boost capacity has been essentially fully utilized.

[0044] It should be noted that valve flow rate refers to the amount of exhaust gas flowing through the exhaust gas recirculation valve per unit time. The working load of the variable geometry turbocharger refers to the actual intensity of the exhaust gas energy impact it withstands under the current exhaust gas conditions and its corresponding operating state.

[0045] In high-altitude, low-pressure environments, the thin air leads to a sharp reduction in engine intake air volume. Even when the variable geometry turbocharger is operating at full load, it is difficult to replenish the intake air. In this case, the exhaust gas recirculation flow is reduced by decreasing the opening of the exhaust gas recirculation valve, which reduces the encroachment of exhaust gas on fresh air and allows as much of the limited fresh air as possible to enter the cylinder to increase the oxygen concentration. The intake oxygen concentration, in-cylinder combustion state speed, and exhaust temperature are used as monitoring parameters mainly because these three reflect the combustion recovery status from the three aspects of intake, combustion process, and exhaust result, respectively. This allows for accurate determination of when to stop adjustment and avoids the adverse effects of over-adjustment.

[0046] S2, obtain the target combustion parameters of the engine when the target conditions are met; It should be noted that the target conditions refer to the three monitored parameters—intake oxygen concentration, in-cylinder combustion state speed, and exhaust temperature—each reaching a preset threshold range. Target combustion parameters refer to the key combustion control parameters of the engine under its current operating state when all three monitored parameters simultaneously meet the target conditions; for example, target combustion parameters include at least the exhaust gas recirculation valve opening, the engine's ignition advance angle, and the nozzle ring opening.

[0047] S3, in the subsequent process of this engine start-up, performs combustion control based on target combustion parameters.

[0048] Once the target conditions are met, it indicates that the engine's intake oxygen concentration meets the operating standards for high-altitude environments, and the oxygen content of the engine's air-fuel mixture is sufficient to ensure combustion rate. Therefore, combustion control based on target combustion parameters enables the engine to operate continuously and stably in high-altitude environments.

[0049] Specifically, after engine startup, this application, when determining that the vehicle is in a high-altitude environment and the variable geometry turbocharger's workload is higher than the target load, reduces the initial valve flow of the exhaust gas recirculation valve at least once until the monitored parameters meet the target conditions; acquires the target combustion parameters corresponding to the engine when the target conditions are met; and performs combustion control based on the target combustion parameters during the subsequent engine startup process. In a high-altitude environment, by reducing the exhaust gas recirculation valve flow, the amount of exhaust gas entering the engine is reduced, ensuring the oxygen concentration of the internal engine mixture, thereby ensuring complete fuel combustion, improving the engine's torque and power output in a high-altitude environment, and alleviating the power attenuation problem. Furthermore, after the engine stabilizes, the engine maintains the target combustion parameters corresponding to the engine when the target conditions are met, ensuring stable engine operation in a high-altitude environment.

[0050] Based on the above embodiments, in an exemplary embodiment, determining that the vehicle is in a high-altitude environment includes: Obtain the initial atmospheric pressure at the vehicle's current location; It should be noted that the vehicle's current location refers to the vehicle's current position.

[0051] If the first ambient atmospheric pressure is lower than the ambient pressure threshold, then the vehicle is determined to be in a high-altitude environment.

[0052] It should be noted that the first ambient atmospheric pressure refers to the ambient air pressure at the current location of the vehicle in a high-altitude environment.

[0053] For example, the ambient air pressure threshold is a preset threshold, which can be 90 kPa.

[0054] Specifically, by using ambient atmospheric pressure as a criterion, it is possible to confirm whether the vehicle is truly in a high-altitude environment, thus facilitating the engine to make corresponding adaptive adjustments and ensuring that the engine power can match the high-altitude environment.

[0055] Based on the above embodiments, in an exemplary embodiment, determining that the operating load of the variable geometry turbocharger is higher than the target load includes: Obtain the first nozzle annular opening of the variable geometry turbocharger.

[0056] If the opening degree of the first nozzle ring is higher than the nozzle ring opening degree threshold, then the working load is determined to be higher than the target load.

[0057] It should be noted that the first nozzle ring opening degree refers to the opening ratio of the nozzle ring of the variable geometry turbocharger when the vehicle enters a high-altitude environment.

[0058] For example, the nozzle ring opening threshold is a preset threshold, such as 85%.

[0059] Specifically, by determining the nozzle annulus opening of the variable geometry turbocharger, the current operating load of the turbocharger can be identified, thus determining whether the turbocharger is operating at a high load. When the variable geometry turbocharger is operating at a high load, the engine experiences insufficient intake compensation and significant power loss, necessitating engine power regulation. When the first nozzle annulus opening is below the nozzle annulus opening threshold, it indicates that the variable geometry turbocharger is operating under normal load, and the engine power loss is not significant. In this case, combustion control is performed based on the combustion parameters corresponding to the engine under normal operating conditions.

[0060] Based on the above embodiments, in an exemplary embodiment, when it is determined that the vehicle is in a high-altitude environment and the workload of the variable geometry turbocharger is higher than the target load and continuously meets the preset delay threshold, the initial valve flow of the exhaust gas recirculation valve is reduced at least once until the monitoring parameters meet the target conditions.

[0061] For example, the preset delay threshold can be 2 seconds or more.

[0062] Specifically, by using both ambient atmospheric pressure and nozzle ring opening as triggering conditions and meeting or exceeding a preset delay threshold, false triggering caused by instantaneous pressure fluctuations and sudden changes in operating conditions can be avoided, thereby ensuring the stability of regulation.

[0063] Based on the above embodiments, in an exemplary embodiment, the target conditions include at least one of the following: The first type: The deviation between the intake oxygen concentration and the target concentration is less than the preset deviation threshold.

[0064] For example, the preset deviation threshold for the intake oxygen concentration can be ±5%; or, the intake oxygen concentration can be the average of multiple intake oxygen concentrations, and the preset deviation threshold can be ±2%.

[0065] The second type: The engine speed during in-cylinder combustion is less than the preset engine speed fluctuation threshold.

[0066] For example, the preset speed fluctuation threshold can be ±50 rpm.

[0067] The third type: the exhaust temperature is lower than the preset safe temperature threshold.

[0068] For example, the preset safe temperature threshold can be 950°.

[0069] In less stringent implementation scenarios, the target conditions may include one or both of the above.

[0070] In more demanding real-time scenarios, the target conditions must simultaneously meet all three of the above conditions.

[0071] Based on the above embodiments, in an exemplary embodiment, the initial valve flow rate of the exhaust gas recirculation valve is reduced at least once, including: For any reduction operation, the valve flow rate after the previous reduction is reduced based on a preset step size to obtain the valve flow rate after the current reduction; the valve flow rate after the previous reduction in the first reduction operation is the initial valve flow rate. Adjust the valve opening of the exhaust gas recirculation valve based on the reduced valve flow rate to further reduce the valve flow rate; Get the current ignition advance angle; Combustion control is performed based on the reduced valve flow rate and the current ignition advance angle, and monitoring parameters are obtained. If the monitored parameters do not meet the target conditions, proceed with the next reduction operation; If the monitored parameters meet the target conditions, the reduction operation will stop.

[0072] For example, the valve flow rate adjustment step size for each reduction can be based on 5% of the previous valve flow rate.

[0073] Specifically, the valve flow rate adjustment employs a step-by-step incremental strategy. Each adjustment reduces the valve flow rate by a preset step size, based on the previously reduced flow rate. The initial reduction uses the initial valve flow rate as a base, decreasing by the preset step size. After each flow rate reduction, combustion control is performed using the reduced flow rate and the current ignition advance angle. Monitoring parameters are used to determine if target conditions are met. If not, the flow rate continues to decrease; if it is, the reduction stops. This avoids engine vibration and combustion fluctuations caused by sudden changes in valve flow rate. Furthermore, after each adjustment, the engine's air-fuel mixture concentration, combustion rate, and in-cylinder pressure and temperature dynamically change. Therefore, the engine's current ignition advance angle is adaptively adjusted to adjust the reduced exhaust gas recirculation valve opening, thereby matching and optimizing the combustion rate of the air-fuel mixture. This ensures complete combustion at the optimal crankshaft angle, increasing in-cylinder power pressure.

[0074] Based on the above embodiments, in an exemplary embodiment, obtaining the current ignition advance angle includes: Obtain the ignition advance angle and knock parameters to be corrected; If the knock parameter indicates no knocking, then the ignition advance angle to be corrected is determined to be the current ignition advance angle; If the knock parameter indicates knocking, then perform a back-angle correction on the ignition advance angle to be corrected, and determine the corrected ignition advance angle as the current ignition advance angle.

[0075] It should be noted that the ignition advance angle to be corrected refers to the ignition advance angle corresponding to each reduction in the valve flow rate of the exhaust gas recirculation valve.

[0076] For example, knock parameters can be obtained by a vibration sensor that monitors engine knock. Knock parameters are typically 0 or 1; a knock parameter of 0 indicates no knocking, while a knock parameter of 1 indicates knocking.

[0077] Specifically, when the knock parameter indicates no knocking, it means that the engine has not shown a knocking tendency. In this case, the current ignition advance angle can be actively adjusted to adapt the engine's current ignition advance angle to reduce the valve opening of the exhaust gas recirculation valve, thus prioritizing engine reliability.

[0078] If the knock parameter indicates knocking, it means that the engine is knocking. In this case, in order to avoid engine knocking, the ignition advance angle to be corrected needs to be adjusted to prevent knocking from damaging the engine.

[0079] Based on the above embodiments, in an exemplary embodiment, a setback correction is performed on the ignition advance angle to be corrected, including: If the knock parameters are within the first knock range, the engine is controlled to reduce the ignition angle according to the first preset recoil angle step size; If the knock parameters exceed the second knock range, the engine is controlled to reduce the ignition angle according to the second preset back angle step; the first knock range is smaller than the second knock range; the first preset back angle step is smaller than the second preset back angle step.

[0080] For example, the first detonation range can be a detonation parameter greater than a preset detonation threshold and less than 120% of the preset detonation threshold, and the first preset back angle step size can be 2 degrees. The second detonation range can be a detonation parameter greater than 20% of the preset detonation threshold, and the second preset back angle step size can be 4 degrees.

[0081] Specifically, if the knock parameters are within the first knock range, it indicates that the engine is experiencing slight knocking. In this case, to eliminate knocking, the engine can be controlled to reduce the ignition angle by a first preset back angle step, thereby ensuring stable engine operation and avoiding the effects of knocking. If the knock parameters exceed the second knock range, it indicates a more serious knocking problem. In this case, the engine can be controlled to reduce the ignition angle by a second preset back angle step to eliminate the effects of knocking on the engine.

[0082] Based on the above embodiments, in an exemplary embodiment, the initial valve flow rate of the exhaust gas recirculation valve is reduced at least once, further comprising: After each adjustment of the exhaust gas recirculation valve opening based on the reduced valve flow rate, the second nozzle ring opening of the variable geometry turbocharger is obtained. If the second nozzle ring opening is lower than the nozzle ring opening threshold, then stop the next reduction of valve flow and back angle correction.

[0083] It should be noted that the second nozzle ring opening degree refers to the opening ratio of the nozzle ring of the variable geometry turbocharger after each adjustment of the exhaust gas recirculation valve opening based on the reduced valve flow rate.

[0084] Specifically, when the second nozzle ring opening falls below the nozzle ring opening threshold, it indicates that the engine has exited the high-load operating condition. The combustion parameters at this time are the target combustion parameters, thereby maintaining the operating condition in the high-altitude environment.

[0085] Continue to refer to Figure 1 Following S3, the method also includes: S4, obtain the second ambient atmospheric pressure of the vehicle's current location; S5. If the second ambient atmospheric pressure is higher than the ambient pressure threshold, combustion control is performed based on the combustion parameters of the engine under normal operating conditions.

[0086] It should be noted that the second ambient atmospheric pressure refers to the ambient air pressure at the current location of the vehicle in a low-altitude environment.

[0087] Specifically, once the second ambient atmospheric pressure rises above the ambient pressure threshold, it indicates that the vehicle is in a normal environment. At this time, the vehicle resumes combustion control of the engine corresponding to normal operating conditions to ensure fuel economy at low altitudes.

[0088] The following describes an embodiment of the apparatus described in this application, which can be used to execute the vehicle combustion control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the vehicle combustion control method described above in this application.

[0089] See Figure 2 This diagram illustrates a block diagram of a vehicle combustion control device according to an embodiment of this application, specifically including: The adjustment module 100 is used to reduce the initial valve flow of the exhaust gas recirculation valve at least once after the engine is started, provided that the vehicle is in a high-altitude environment and the workload of the variable geometry turbocharger is higher than the target load, until the monitored parameters meet the target conditions; the monitored parameters include at least some of the following: intake oxygen concentration, in-cylinder combustion state speed, and exhaust temperature. The acquisition module 200 is used to acquire the target combustion parameters of the engine when the target conditions are met. The drive module 300 is used to perform combustion control based on target combustion parameters in the subsequent process of the engine start-up.

[0090] Based on the above embodiments, in an exemplary embodiment, determining that the vehicle is in a high-altitude environment includes: Obtain the initial atmospheric pressure at the vehicle's current location; If the first ambient atmospheric pressure is lower than the ambient pressure threshold, then the vehicle is determined to be in a high-altitude environment.

[0091] Based on the above embodiments, in an exemplary embodiment, determining that the operating load of the variable geometry turbocharger is higher than the target load includes: Obtain the first nozzle annular opening of the variable geometry turbocharger; If the opening degree of the first nozzle ring is higher than the nozzle ring opening degree threshold, then the working load is determined to be higher than the target load.

[0092] Based on the above embodiments, in an exemplary embodiment, the target conditions include at least one of the following: The deviation between the intake oxygen concentration and the target concentration is less than the preset deviation threshold. The engine speed during in-cylinder combustion is lower than the preset engine speed fluctuation threshold. The exhaust temperature is lower than the preset safe temperature threshold.

[0093] Based on the above embodiments, in an exemplary embodiment, the initial valve flow rate of the exhaust gas recirculation valve is reduced at least once, including: For any reduction operation, the valve flow rate after the previous reduction is reduced based on a preset step size to obtain the valve flow rate after the current reduction; the valve flow rate after the previous reduction in the first reduction operation is the initial valve flow rate. Adjust the valve opening of the exhaust gas recirculation valve based on the reduced valve flow rate to further reduce the valve flow rate; Get the current ignition advance angle; Combustion control is performed based on the reduced valve flow rate and the current ignition advance angle, and monitoring parameters are obtained. If the monitored parameters do not meet the target conditions, proceed with the next reduction operation; If the monitored parameters meet the target conditions, the reduction operation will stop.

[0094] Based on the above embodiments, in an exemplary embodiment, obtaining the current ignition advance angle includes: Obtain the ignition advance angle and knock parameters to be corrected; If the knock parameter indicates no knocking, then the ignition advance angle to be corrected is determined to be the current ignition advance angle; If the knock parameter indicates knocking, then perform a back-angle correction on the ignition advance angle to be corrected, and determine the corrected ignition advance angle as the current ignition advance angle.

[0095] Based on the above embodiments, in an exemplary embodiment, a setback correction is performed on the ignition advance angle to be corrected, including: If the knock parameters are within the first knock range, the engine is controlled to reduce the ignition angle according to the first preset recoil angle step size; If the knock parameters exceed the second knock range, the engine is controlled to reduce the ignition angle according to the second preset back angle step; the first knock range is smaller than the second knock range; the first preset back angle step is smaller than the second preset back angle step.

[0096] Based on the above embodiments, in an exemplary embodiment, the initial valve flow rate of the exhaust gas recirculation valve is reduced at least once, further comprising: After each adjustment of the exhaust gas recirculation valve opening based on the reduced valve flow rate, the second nozzle ring opening of the variable geometry turbocharger is obtained. If the second nozzle ring opening is lower than the nozzle ring opening threshold, then stop the next reduction of valve flow and back angle correction.

[0097] Based on the above embodiments, in an exemplary embodiment, after combustion control based on target combustion parameters is performed in the subsequent process of the engine start-up, the method further includes: Obtain the secondary atmospheric pressure at the vehicle's current location; If the second ambient atmospheric pressure is higher than the ambient pressure threshold, combustion control is performed based on the combustion parameters corresponding to the engine under normal operating conditions.

[0098] Based on the same inventive concept, embodiments of this application provide a controller, which includes a combustion control device as described above for a vehicle.

[0099] Based on the same inventive concept, embodiments of this application provide a vehicle, which includes a combustion control device as described above or a controller as described above.

[0100] Based on the same inventive concept, this application provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the combustion control method for the vehicle described above.

[0101] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit.

[0102] Based on the same inventive concept, this application provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the fault detection method for self-moving devices described above.

[0103] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0104] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0105] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0106] The above description is merely an 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 scope of the claims of this application.

Claims

1. A combustion control method for a vehicle, characterized in that, The vehicle includes an engine, a variable geometry turbocharger, and an exhaust gas recirculation valve; the method includes: After the engine is started, if it is determined that the vehicle is in a high-altitude environment and the workload of the variable geometry turbocharger is higher than the target load, the initial valve flow of the exhaust gas recirculation valve is reduced at least once until the monitored parameters meet the target conditions; the monitored parameters include at least a portion of the intake oxygen concentration, in-cylinder combustion state speed and exhaust temperature; Obtain the target combustion parameters of the engine when the target conditions are met; In the subsequent process after the engine starts, combustion control is performed based on the target combustion parameters.

2. The method according to claim 1, characterized in that, Determining that the vehicle is in a high-altitude environment includes: Obtain the first ambient atmospheric pressure at the current location of the vehicle; If the first ambient atmospheric pressure is lower than the ambient atmospheric pressure threshold, then the vehicle is determined to be in a high-altitude environment.

3. The method according to claim 1, characterized in that, Determining that the operating load of the variable geometry turbocharger is higher than the target load includes: Obtain the first nozzle annular opening of the variable geometry turbocharger; If the first nozzle ring opening is higher than the nozzle ring opening threshold, then the working load is determined to be higher than the target load.

4. The method according to claim 1, characterized in that, The target condition includes at least one of the following: The deviation between the intake oxygen concentration and the target concentration is less than a preset deviation threshold. The in-cylinder combustion speed is less than a preset speed fluctuation threshold. The exhaust temperature is less than a preset safe temperature threshold.

5. The method according to claim 1, characterized in that, The operation of reducing the initial valve flow rate of the exhaust gas recirculation valve at least once includes: For any reduction operation, the valve flow rate after the previous reduction is reduced based on a preset step size to obtain the valve flow rate after the current reduction; the valve flow rate after the previous reduction in the first reduction operation is the initial valve flow rate. Adjust the valve opening of the exhaust gas recirculation valve based on the reduced valve flow rate to further reduce the valve flow rate; Get the current ignition advance angle; Combustion control is performed based on the reduced valve flow rate and the current ignition advance angle, and monitoring parameters are obtained. If the monitored parameters do not meet the target conditions, then perform the next reduction operation; If the monitored parameters meet the target conditions, the reduction operation will stop.

6. The method according to claim 5, characterized in that, The process of obtaining the current ignition advance angle includes: Obtain the ignition advance angle and knock parameters to be corrected; If the knock parameter indicates no knocking, then the ignition advance angle to be corrected is determined to be the current ignition advance angle; If the knock parameter indicates knocking, then the ignition advance angle to be corrected is adjusted once, and the corrected ignition advance angle is determined as the current ignition advance angle.

7. The method according to claim 6, characterized in that, The step of performing a back-angle correction on the ignition advance angle to be corrected includes: If the knocking parameters are within the first knocking range, the engine is controlled to reduce the ignition angle by a first preset back angle step. If the knock parameter exceeds the second knock range, the engine is controlled to reduce the ignition angle by a second preset back angle step; the first knock range is smaller than the second knock range; the first preset back angle step is smaller than the second preset back angle step.

8. The method according to claim 7, characterized in that, The method of reducing the initial valve flow rate of the exhaust gas recirculation valve at least once further includes: After each adjustment of the exhaust gas recirculation valve opening based on the reduced valve flow rate, the second nozzle ring opening of the variable geometry turbocharger is obtained. If the second nozzle ring opening is lower than the nozzle ring opening threshold, then the next reduction of valve flow and the back angle correction shall be stopped.

9. The method according to claim 1, characterized in that, In the subsequent process after the engine start-up, following combustion control based on the target combustion parameters, the method further includes: Obtain the second ambient atmospheric pressure at the current location of the vehicle; If the second ambient atmospheric pressure is higher than the ambient pressure threshold, combustion control is performed based on the combustion parameters of the engine under normal operating conditions.

10. A combustion control device for a vehicle, characterized in that, The vehicle includes an engine, a variable geometry turbocharger, and an exhaust gas recirculation valve; the device includes: An adjustment module is configured to, after the engine is started, and when it is determined that the vehicle is in a high-altitude environment and the workload of the variable geometry turbocharger is higher than the target load, reduce the initial valve flow of the exhaust gas recirculation valve at least once until the monitored parameters meet the target conditions; the monitored parameters include at least a portion of intake oxygen concentration, in-cylinder combustion state speed, and exhaust temperature; The acquisition module is used to acquire the target combustion parameters of the engine when the target conditions are met; The drive module is used to perform combustion control based on the target combustion parameters during the subsequent processes of the engine's current start-up.

11. A controller, characterized in that, The controller includes the apparatus as described in claim 10.

12. A vehicle, characterized in that, The vehicle includes the device as described in claim 10 or the controller as described in claim 11.

13. A computer program product, characterized in that, Includes a computer program, which, when executed by a processor, implements the steps of the method as described in any one of claims 1 to 9.

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