WO2024183281A1 - 废气再循环阀开度控制方法、装置、电子设备及存储介质 - Google Patents

废气再循环阀开度控制方法、装置、电子设备及存储介质 Download PDF

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Publication number
WO2024183281A1
WO2024183281A1 PCT/CN2023/123884 CN2023123884W WO2024183281A1 WO 2024183281 A1 WO2024183281 A1 WO 2024183281A1 CN 2023123884 W CN2023123884 W CN 2023123884W WO 2024183281 A1 WO2024183281 A1 WO 2024183281A1
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WO
WIPO (PCT)
Prior art keywords
exhaust gas
gas recirculation
recirculation valve
vehicle
opening
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2023/123884
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English (en)
French (fr)
Inventor
李子清
林承伯
张旭
何炎迎
吴广权
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Publication of WO2024183281A1 publication Critical patent/WO2024183281A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior

Definitions

  • the present application relates to the technical field of exhaust gas recirculation, and in particular to an exhaust gas recirculation valve opening control method, device, electronic equipment, storage medium, exhaust gas recirculation system and vehicle.
  • the main purpose of the embodiments of the present application is to provide an exhaust gas recirculation valve opening control method, device, electronic device, storage medium, exhaust gas recirculation system and vehicle.
  • the opening of the exhaust gas recirculation valve is cyclically controlled according to the first control cycle, so as to effectively shake off the condensed water attached to the exhaust gas recirculation valve and reduce the corrosion of the exhaust gas recirculation valve by the condensed water.
  • a first aspect of an embodiment of the present application provides a method for controlling the opening of an exhaust gas recirculation valve, the method comprising:
  • the opening of the exhaust gas recirculation valve is cyclically controlled according to a first control cycle until it is detected that the vehicle does not satisfy the exhaust gas recirculation valve dither mode condition, the first control cycle being to control the exhaust gas recirculation valve opening to increase from 0 degrees to a first preset opening, when the exhaust gas recirculation valve opening maintains the first preset opening for a first preset time, after the exhaust gas recirculation valve opening is controlled to decrease from the first preset opening to a second preset opening according to a first closing speed, the exhaust gas recirculation valve opening is controlled to decrease from the second preset opening to 0 degrees according to a second closing speed.
  • determining whether the vehicle satisfies the exhaust gas recirculation valve dither mode condition includes:
  • the vehicle When the vehicle does not meet the exhaust gas recirculation enabling condition, obtaining first state information of the vehicle, the first state information including a driving mode, a battery state of charge, and whether there is a request to start the engine;
  • the vehicle According to the first state information, it is determined whether the vehicle meets an exhaust gas recirculation valve dither mode condition.
  • determining whether the vehicle satisfies an exhaust gas recirculation enabling condition includes:
  • a first parameter group is obtained, the first parameter group including engine water temperature, intake air temperature, ambient temperature, current vehicle speed and engine running time;
  • judging whether the vehicle satisfies an exhaust gas recirculation enabling condition according to the first parameter group includes:
  • the intake air temperature exceeds a first preset temperature
  • the ambient temperature exceeds a second preset temperature
  • the current vehicle speed is not lower than a preset vehicle speed
  • the engine running time exceeds a second preset time
  • the engine water temperature is not in the preset temperature range, or the intake air temperature does not exceed the first preset temperature, or the ambient temperature does not exceed the second preset temperature, or the current vehicle speed is lower than the preset speed, or the engine running time does not exceed the second preset time, it is determined that the vehicle does not meet the exhaust gas recirculation enabling condition.
  • the method before the vehicle is powered on, the method further includes:
  • the exhaust gas recirculation valve opening is controlled to be at 0 degrees to prevent the engine exhaust gas from entering at the moment of engine starting.
  • the method further includes:
  • the value of each measuring device is read to obtain the first parameter group.
  • the method includes:
  • the opening of the exhaust gas recirculation valve is controlled according to a MAP lookup table calibrated by the engine, wherein the MAP lookup table is a correspondence table of engine speed, engine torque and preload applied to the exhaust gas recirculation valve;
  • determining whether the vehicle satisfies an exhaust gas recirculation valve dither mode condition according to the first state information includes:
  • the driving mode is the pure electric mode
  • the pure electric mode operation time exceeds a third preset time
  • the battery state of charge exceeds a preset threshold, and there is no engine start request, determining that the vehicle meets the exhaust gas recirculation valve dither mode condition
  • the driving mode is not the pure electric mode, or the operating time of the pure electric mode does not exceed the third preset time, or the battery state of charge does not exceed the preset threshold, or there is a request to start the engine, it is determined that the vehicle does not meet the exhaust gas recirculation valve dither mode conditions.
  • the method when the vehicle meets the exhaust gas recirculation valve dither mode condition, the method further includes:
  • the method includes:
  • the opening of the exhaust gas recirculation valve is controlled for at least three cycles of the first control period to shake off condensed water attached to the exhaust gas recirculation valve.
  • a second aspect of an embodiment of the present application provides an exhaust gas recirculation valve opening control device, the device comprising:
  • a judgment module used to judge whether the vehicle meets the exhaust gas recirculation valve dither mode condition
  • a control module for, when the vehicle satisfies the exhaust gas recirculation valve dither mode condition, cyclically controlling the opening of the exhaust gas recirculation valve according to a first control cycle until it is detected that the vehicle does not satisfy the exhaust gas recirculation valve dither mode condition, the first control cycle being for controlling the exhaust gas recirculation valve opening to increase from 0 degrees to a first preset opening, and when the exhaust gas recirculation valve opening maintains the first preset opening for a first preset time, the exhaust gas recirculation valve opening is controlled to decrease from the first preset opening to a second preset opening according to a first closing speed, and then the exhaust gas recirculation valve opening is controlled to decrease from the second preset opening to 0 degrees according to a second closing speed.
  • the third aspect of an embodiment of the present application proposes an electronic device, which includes a memory and a processor, the memory stores a computer program, and the processor implements the method described in the first aspect when executing the computer program.
  • the fourth aspect of the embodiments of the present application proposes a computer-readable storage medium, which stores a computer program.
  • the computer program is executed by a processor, the method described in the first aspect is implemented.
  • a fifth aspect of an embodiment of the present application proposes an exhaust gas recirculation system, which satisfies the exhaust gas recirculation valve opening control method described in the first aspect above.
  • a sixth aspect of an embodiment of the present application proposes a vehicle, comprising the exhaust gas recirculation system described in the fifth aspect.
  • the present application proposes an exhaust gas recirculation valve opening control method, device, electronic device, storage medium, exhaust gas recirculation system and vehicle, the method comprising: determining whether the vehicle meets the exhaust gas recirculation valve dither mode conditions; when the vehicle meets the exhaust gas recirculation valve dither mode conditions, cyclically controlling the exhaust gas recirculation valve opening according to a first control cycle until it is detected that the vehicle does not meet the exhaust gas recirculation valve dither mode conditions.
  • FIG1 is a flow chart of an exhaust gas recirculation valve opening control method provided by an embodiment of the present application.
  • FIG2 is a flowchart of the steps for determining whether a vehicle meets the exhaust gas recirculation valve dither mode conditions provided by an embodiment of the present application;
  • FIG3 is a flowchart of the steps for determining whether a vehicle meets the exhaust gas recirculation enabling conditions provided by an embodiment of the present application
  • FIG. 4 is a flowchart of the steps of determining whether a vehicle meets the exhaust gas recirculation enabling condition according to the first parameter group provided by an embodiment of the present application;
  • FIG5 is a logic diagram of simultaneously comparing and judging each parameter in the first parameter group provided by an embodiment of the present application.
  • FIG6 is a logic diagram of comparing and judging each parameter in the first parameter group one by one provided by an embodiment of the present application.
  • FIG7 is a flow chart of steps performed after a vehicle is powered on according to an embodiment of the present application.
  • FIG8 is a schematic diagram of a MAP lookup representation of an engine calibration provided by an embodiment of the present application.
  • FIG. 9 is a flowchart of the steps of determining whether a vehicle meets the exhaust gas recirculation valve dither mode condition according to the first state information provided by an embodiment of the present application;
  • FIG10 is a schematic diagram of a control cycle of an exhaust gas recirculation valve opening provided in an embodiment of the present application.
  • 11 is a flowchart of steps performed after controlling the opening of the exhaust gas recirculation valve for at least three first control cycles according to an embodiment of the present application;
  • FIG12 is an example diagram of an exhaust gas recirculation valve opening control method provided in an embodiment of the present application.
  • FIG13 is a schematic diagram of the structure of an exhaust gas recirculation valve opening control device provided in an embodiment of the present application.
  • FIG. 14 is a schematic diagram of the hardware structure of the electronic device provided in an embodiment of the present application.
  • EGR exhaust gas recirculation
  • EGR was mainly used to reduce emissions in diesel engines.
  • the application of EGR in gasoline engines has gradually become a standard technology. Since the application of this technology in gasoline engines has only gradually emerged in recent years, it will inevitably face a series of application challenges. Among them, the corrosion of EGR valves by condensed water caused by market oil problems is one of the difficulties faced by EGR applications.
  • the EGR outlet temperature must be below the dew point temperature, and the generation of EGR condensate is inevitable.
  • the quality of oil products in the market is uneven.
  • some refineries add halogen compounds to oil products, which will inevitably produce a large amount of halogen ions (such as Cl-) in the EGR condensate, and the halogen ions in the condensate will corrode the stainless steel and aluminum alloy EGR valves.
  • an embodiment of the present application proposes a method for controlling the opening of an exhaust gas recirculation valve, which aims to effectively shake off the condensed water attached to the exhaust gas recirculation valve by controlling the opening of the exhaust gas recirculation valve when the vehicle meets the exhaust gas recirculation valve dither mode conditions when condensed water is inevitably generated, thereby reducing the corrosion of the exhaust gas recirculation valve by the condensed water.
  • FIG. 1 is a flow chart of an exhaust gas recirculation valve opening control method provided in an embodiment of the present application, including but not limited to steps S101 to S102 .
  • Step S101 determining whether the vehicle meets the exhaust gas recirculation valve dither mode conditions.
  • the condensed water attached to the exhaust gas recirculation valve be shaken off by controlling the opening of the exhaust gas recirculation valve to reduce the corrosion of the exhaust gas recirculation valve by the condensed water.
  • the exhaust gas recirculation valve needs to be opened and closed according to the MAP lookup table calibrated by the engine, so there is generally no condensed water attached to the exhaust gas recirculation valve, and there is no need to consider the problem of removing the condensed water attached to the exhaust gas recirculation valve.
  • the vehicle If the vehicle is in the non-enabling mode, but does not meet the exhaust gas recirculation valve dithering mode conditions, that is, it belongs to the non-dithering mode, at this time, if the opening of the exhaust gas recirculation valve is controlled, it may have a negative impact on the vehicle, or conflict with the driving state of the vehicle, so the condensed water attached to the exhaust gas recirculation valve cannot be shaken off by controlling the opening of the exhaust gas recirculation valve. That is to say, in the embodiment of the present application, it is necessary to first determine whether the vehicle meets the exhaust gas recirculation valve dither mode conditions.
  • the condensed water attached to the exhaust gas recirculation valve be shaken off by controlling the opening of the exhaust gas recirculation valve to reduce the corrosion of the exhaust gas recirculation valve by the condensed water.
  • FIG 2 is a flowchart of the steps provided by an embodiment of the present application for determining whether a vehicle meets the exhaust gas recirculation valve dither mode conditions, including but not limited to steps S201 to S203.
  • Step S201 determining whether the vehicle meets the exhaust gas recirculation enabling condition
  • Step S202 when the vehicle does not meet the exhaust gas recirculation enabling condition, obtaining first state information of the vehicle, the first state information including the driving mode, the battery charge state and whether there is a request to start the engine;
  • Step S203 determining whether the vehicle meets the exhaust gas recirculation valve dither mode condition according to the first state information.
  • the vehicle if the vehicle is in the exhaust gas recirculation enabling mode, the vehicle cannot meet the exhaust gas recirculation valve dithering mode condition. Therefore, after the vehicle is powered on, it is necessary to first determine whether the vehicle meets the exhaust gas recirculation enabling condition.
  • the first state information of the vehicle is obtained.
  • the first state information includes the driving mode, the battery charge state, and whether there is a request to start the engine. Then, it can be determined whether the vehicle meets the exhaust gas recirculation valve dithering mode condition based on the obtained first state information.
  • FIG. 3 is a flowchart of the steps for determining whether a vehicle meets the exhaust gas recirculation enabling conditions provided by an embodiment of the present application, including but not limited to steps S301 to S302 .
  • Step S301 after the vehicle is powered on, a first parameter group is obtained, the first parameter group including engine water temperature, intake air temperature, ambient temperature, current vehicle speed and engine running time;
  • Step S302 judging whether the vehicle satisfies the exhaust gas recirculation enabling condition according to the first parameter group.
  • the first parameter group includes engine water temperature, intake air temperature, ambient temperature, current vehicle speed and engine running time.
  • the engine water temperature can be obtained by reading the value of the engine water temperature sensor
  • the intake air temperature can be obtained by reading the value of the intake air temperature sensor
  • the ambient temperature can be obtained by reading the value of the ambient temperature sensor
  • the current vehicle speed can be obtained by reading the value of the vehicle speed sensor
  • the engine running time can be obtained by reading the value of the time counter.
  • Step S401 when the engine water temperature is within a preset temperature range, the intake air temperature exceeds a first preset temperature, the ambient temperature exceeds a second preset temperature, the current vehicle speed is not lower than a preset vehicle speed, and the engine running time exceeds a second preset time, it is determined that the vehicle meets the exhaust gas recirculation enabling condition;
  • Step S402 when the engine water temperature is not in the preset temperature range, or the intake temperature does not exceed the first preset temperature, or the ambient temperature does not exceed the second preset temperature, or the current vehicle speed is lower than the preset speed, or the engine running time does not exceed the second preset time, it is determined that the vehicle does not meet the exhaust gas recirculation enabling conditions.
  • the intake air temperature exceeds the first preset temperature
  • the ambient temperature exceeds the second preset temperature
  • the current vehicle speed is not lower than the preset vehicle speed
  • the engine running time exceeds the second preset time
  • the engine water temperature is not in the preset temperature range, or the intake air temperature does not exceed the first preset temperature, or the ambient temperature does not exceed the second preset temperature, or the current vehicle speed is lower than the preset vehicle speed, or the engine running time does not exceed the second preset time, it is determined that the vehicle does not meet the exhaust gas recirculation enabling condition.
  • each parameter in the first parameter group can be compared and judged at the same time.
  • FIG5 is a logic diagram of the comparison and judgment of each parameter in the first parameter group provided by the embodiment of the present application. As shown in FIG5, it can be judged at the same time whether the engine water temperature is within the preset temperature range, whether the intake air temperature exceeds the first preset temperature, whether the ambient temperature exceeds the second preset temperature, and whether the current vehicle speed is not If the vehicle speed is lower than the preset speed and the engine running time exceeds the second preset time, when all conditions are met, it is determined that the vehicle meets the exhaust gas recirculation enabling condition and can enter the exhaust gas recirculation enabling mode. If at least one condition is not met, it is determined that the vehicle does not meet the exhaust gas recirculation enabling condition and cannot enter the exhaust gas recirculation enabling mode.
  • each parameter in the first parameter group can also be compared and judged one by one, referring to FIG. 6, which is a logic diagram of comparing and judging each parameter in the first parameter group one by one provided by the embodiment of the present application.
  • FIG. 6 it can be first determined whether the engine water temperature is in a preset temperature range. If the engine water temperature is not in the preset temperature range, it can be determined that the vehicle does not meet the exhaust gas recirculation enabling condition. If the engine water temperature is in the preset temperature range, it is continued to determine whether the intake air temperature exceeds the first preset temperature. If the intake air temperature does not exceed the first preset temperature, it can be determined that the vehicle does not meet the exhaust gas recirculation enabling condition.
  • the intake air temperature exceeds the first preset temperature, it is continued to determine whether the ambient temperature exceeds the second preset temperature. If the ambient temperature does not exceed the second preset temperature, it can be determined that the vehicle does not meet the exhaust gas recirculation enabling condition. If the ambient temperature exceeds the second preset temperature, it is continued to determine whether the current vehicle speed is not lower than the preset vehicle speed. If the current vehicle speed is lower than the preset vehicle speed, it can be determined that the vehicle does not meet the exhaust gas recirculation enabling condition. If the current vehicle speed is not lower than the preset vehicle speed, it is further determined whether the engine running time exceeds the second preset time.
  • the engine running time does not exceed the second preset time, it can be determined that the vehicle does not meet the exhaust gas recirculation enabling condition. If the engine running time exceeds the second preset time, it can be determined that the vehicle meets the exhaust gas recirculation enabling condition.
  • the engine water temperature is between 60°C and 107°C, and the intake air temperature exceeds 3°C, and the ambient temperature exceeds 3°C, and the vehicle speed is not less than 20km/h, and the engine running time exceeds 350S
  • the exhaust gas recirculation valve opening is controlled to 0 degrees, that is, before the vehicle is powered on, the EGR valve is in the closed state by default, which can prevent a large amount of engine exhaust gas from entering the cylinder at the moment of engine start-up and causing engine misfire.
  • FIG. 7 is a flow chart of steps performed after the vehicle is powered on according to an embodiment of the present application, including but not limited to steps S701 to S703 .
  • Step S701 detecting whether a measuring device for measuring a first parameter group has a fault
  • Step S702 when the measuring device has a fault, a corresponding fault alarm is issued;
  • Step S703 when there is no fault in the measuring device, read the values of each measuring device to obtain a first parameter group.
  • the vehicle in order to ensure the accuracy of the values of each parameter in the acquired first parameter group, and to further ensure the accuracy of the judgment of whether the vehicle meets the exhaust gas recirculation enabling conditions, after the vehicle is powered on, it is necessary to first detect whether the measuring device used to measure the first parameter group has a fault. Specifically, it is necessary to detect whether there is a fault in the engine water temperature measuring device, whether there is a fault in the ambient temperature measuring device, whether there is a fault in the vehicle speed measuring device, and whether there is a fault in the engine running time measuring device. If a fault is detected in these measuring devices, a corresponding fault alarm needs to be issued. If no fault is detected, the values of each measuring device are read to obtain an accurate first parameter group.
  • FIG. 8 is a schematic diagram of the MAP lookup table of the engine calibration provided in the embodiment of the present application.
  • the opening of the exhaust gas recirculation valve is controlled according to the MAP lookup table of the engine calibration shown in FIG. 8.
  • the MAP lookup table is a correspondence table of the engine speed, the engine torque and the pre-stress applied to the exhaust gas recirculation valve.
  • the horizontal axis of the MAP lookup table is the engine speed
  • the vertical axis is the engine torque.
  • the value of each layer circle represents the pre-stress applied to the exhaust gas recirculation valve.
  • FIG. 9 is a flowchart of the steps of determining whether the vehicle meets the exhaust gas recirculation valve dither mode condition according to the first state information provided by the embodiment of the present application, including but not limited to steps S901 to S902.
  • Step S901 when the driving mode is the pure electric mode, and the pure electric mode operation time exceeds the third preset time, and the battery state of charge exceeds the preset threshold, and there is no engine start request, it is determined that the vehicle meets the exhaust gas recirculation valve dither mode condition;
  • Step S902 when the driving mode is not the pure electric mode, or the pure electric mode operating time does not exceed the third preset time, or the battery state of charge does not exceed the preset threshold, or there is a request to start the engine, it is determined that the vehicle does not meet the exhaust gas recirculation valve dither mode conditions.
  • the vehicle after determining that the vehicle does not meet the exhaust gas recirculation enabling conditions, the vehicle is in a non-enabled mode, at which time, the first state information of the vehicle can be obtained.
  • the first state information includes the driving mode, the battery state of charge, and whether there is a request to start the engine.
  • the driving mode is the pure electric mode
  • the running time of the pure electric mode exceeds the third preset time
  • the battery state of charge exceeds the preset threshold
  • the driving mode is not the pure electric mode, or the running time of the pure electric mode does not exceed the third preset time, or the battery state of charge does not exceed the preset threshold, or there is a request to start the engine, it is determined that the vehicle does not meet the exhaust gas recirculation valve dither mode conditions.
  • the embodiment of the present application can simultaneously judge the information in the first state information to determine whether the vehicle meets the exhaust gas recirculation valve dither mode conditions. That is, it can simultaneously judge whether the driving mode is a pure electric mode, whether the running time of the pure electric mode exceeds the third preset time, whether the battery state of charge exceeds the preset threshold, and whether there is no request to start the engine. If all are satisfied, it can be determined that the vehicle meets the exhaust gas recirculation valve dither mode conditions, and the vehicle enters the exhaust gas recirculation valve dither mode.
  • the embodiment of the present application can also judge the information in the first state information one by one to determine whether the vehicle meets the exhaust gas recirculation valve dither mode conditions. For example, first determine whether the driving mode is a pure electric mode. If the driving mode is not a pure electric mode, it can be determined that the vehicle does not meet the exhaust gas recirculation valve dither mode conditions. If the driving mode is the pure electric mode, it is continued to determine whether the pure electric mode operation time exceeds the third preset time.
  • the pure electric mode operation time does not exceed the third preset time, it can be determined that the vehicle does not meet the exhaust gas recirculation valve dither mode condition. If the pure electric mode operation time exceeds the third preset time, it is continued to determine whether the battery state of charge exceeds the preset threshold. If the battery state of charge does not exceed the preset threshold, it can be determined that the vehicle does not meet the exhaust gas recirculation valve dither mode condition. If the battery state of charge exceeds the preset threshold, it is continued to determine whether there is a request to start the engine. If there is an engine request, it is determined that the vehicle does not meet the exhaust gas recirculation valve dither mode condition. If there is no engine request, it is determined that the vehicle meets the exhaust gas recirculation valve dither mode condition.
  • the driving mode of the vehicle when the driving mode of the vehicle is pure electric mode, and the pure electric mode operation time exceeds 30S, and the battery state of charge exceeds 30%, and there is no engine request, it can be determined that the vehicle meets the exhaust gas recirculation valve dither mode conditions. If the driving mode of the vehicle is not pure electric mode, or the pure electric mode operation time does not exceed 30S, or the battery state of charge does not exceed 30%, or there is an engine request, it is determined that the vehicle does not meet the exhaust gas recirculation valve dither mode conditions.
  • Step S102 when the vehicle meets the exhaust gas recirculation valve dither mode conditions, the exhaust gas recirculation valve opening is cyclically controlled according to the first control cycle until it is detected that the vehicle does not meet the exhaust gas recirculation valve dither mode conditions, the first control cycle is to control the exhaust gas recirculation valve opening to increase from 0 degrees to a first preset opening, when the exhaust gas recirculation valve opening maintains the first preset opening for a first preset time, the exhaust gas recirculation valve opening is controlled to decrease from the first preset opening to the second preset opening according to the first closing speed, and then the exhaust gas recirculation valve opening is controlled to decrease from the second preset opening to 0 degrees according to the second closing speed.
  • the opening of the exhaust gas recirculation valve is cyclically controlled according to the first control cycle until it is detected that the vehicle does not meet the exhaust gas recirculation valve dithering mode condition.
  • the first control cycle is to control the exhaust gas recirculation valve opening to increase from 0 degrees to a first preset opening, when the exhaust gas recirculation valve opening maintains the first preset opening for a duration of a first preset time, the exhaust gas recirculation valve opening is controlled to decrease from the first preset opening to the second preset opening according to the first closing speed, and then the exhaust gas recirculation valve opening is controlled to decrease from the second preset opening to 0 degrees according to the second closing speed.
  • FIG. 10 is a schematic diagram of the control cycle of the exhaust gas recirculation valve opening provided by an embodiment of the present application.
  • 40% PWM is first applied to the exhaust gas recirculation valve to control the exhaust gas recirculation valve opening from 0% at point A to 80% at point B, when the exhaust gas recirculation valve opening is maintained at 80% for a duration of 1S;
  • -40% PWM is applied to the exhaust gas recirculation valve to control the exhaust gas recirculation valve to decrease from 80% opening to 10% opening at a normal closing speed (first speed), and then the closing speed of the exhaust gas recirculation valve is reduced to 50°/s, that is, the exhaust gas recirculation valve is controlled to decrease from 10% opening to fully closed at a speed of 50°/s (second speed).
  • A-B-C-D-E from t1 to t2 is a first control cycle. Cycling at least three first control cycles can effectively shake off the condensed water attached to the exhaust gas recirculation valve and reduce the corrosion of the exhaust gas recirculation valve by the condensed water.
  • the step of determining whether the vehicle meets the exhaust gas recirculation valve dithering mode condition is returned, that is, whether the vehicle in the current state meets the exhaust gas recirculation valve dithering mode condition is re-determined. If it is satisfied, the opening of the exhaust gas recirculation valve is controlled for at least three cycles according to the first control cycle. If it is not satisfied, the control of the opening of the exhaust gas recirculation valve according to the first control cycle is stopped.
  • FIG. 11 which is a flowchart of steps performed after controlling the opening of the exhaust gas recirculation valve for at least three first control cycles according to an embodiment of the present application, including but not limited to steps S1101 to S1103 .
  • Step S1101 recounting the pure electric mode operation time of the vehicle
  • Step S1102 when the re-counted pure electric mode operation time exceeds a third preset time, determining whether the battery state of charge exceeds a preset threshold and determining whether there is a request to start the engine;
  • Step S1103 When the battery state of charge exceeds a preset threshold and there is no engine start request, at least The opening of the exhaust gas recirculation valve is controlled in the first control cycle 3 to shake off the condensed water attached to the exhaust gas recirculation valve.
  • the battery state of charge exceeds the preset threshold and there is no request to start the engine, it is continued to cycle at least three first control cycles to control the opening of the exhaust gas recirculation valve to shake off the condensed water attached to the exhaust gas recirculation valve.
  • the driving mode of the vehicle is not the pure electric mode, or the driving mode of the vehicle is the pure electric mode, but the pure electric mode operation time after re-counting does not exceed the third preset time, or the battery state of charge does not exceed the preset threshold, or there is a request to start the engine, it is necessary to stop controlling the opening of the exhaust gas recirculation valve according to the first control cycle.
  • FIG. 12 is an example diagram of an exhaust gas recirculation valve opening control method provided in an embodiment of the present application. As shown in FIG. 12 , the exhaust gas recirculation valve opening control method includes the following steps:
  • the exhaust gas recirculation valve Before the vehicle is powered on, the exhaust gas recirculation valve is closed by default, that is, the exhaust gas recirculation valve opening is 0.
  • the opening of the exhaust gas recirculation valve is controlled according to the MAP lookup table calibrated by the engine.
  • the vehicle meets the EGR valve dither mode conditions. Specifically, determine whether the driving mode is pure electric mode, whether the pure electric mode operation time exceeds 30 seconds, whether the battery charge state exceeds 30%, and whether there is no request to start the engine.
  • the opening of the EGR valve is cyclically controlled according to a first control period until it is detected that the vehicle does not meet the EGR valve dither mode condition.
  • the embodiment of the present application further provides an exhaust gas recirculation valve opening control device 130, which can implement the above exhaust gas recirculation valve opening control method, and the device includes:
  • the control module 1302 is used for, when the vehicle meets the exhaust gas recirculation valve dithering mode condition, to control the vehicle according to the first control
  • the control cycle cyclically controls the opening of the exhaust gas recirculation valve until it is detected that the vehicle does not meet the exhaust gas recirculation valve dither mode conditions.
  • the first control cycle is to control the exhaust gas recirculation valve opening from 0 degrees to a first preset opening.
  • the exhaust gas recirculation valve opening When the exhaust gas recirculation valve opening maintains the first preset opening for a first preset time, the exhaust gas recirculation valve opening is controlled to decrease from the first preset opening to the second preset opening according to the first closing speed, and then the exhaust gas recirculation valve opening is controlled to decrease from the second preset opening to 0 degrees according to the second closing speed.
  • the specific implementation of the exhaust gas recirculation valve opening control device is basically the same as the specific implementation of the exhaust gas recirculation valve opening control method described above, and will not be repeated here.
  • the embodiment of the present application also provides an electronic device, the electronic device includes a memory and a processor, the memory stores a computer program, and the processor implements the above-mentioned exhaust gas recirculation valve opening control method when executing the computer program.
  • the electronic device can be any intelligent terminal including a tablet computer, a car computer, etc.
  • FIG. 14 is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application.
  • the electronic device includes:
  • the processor 1401 may be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (Application Specific Integrated Circuit, ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present application;
  • a general-purpose CPU Central Processing Unit
  • ASIC Application Specific Integrated Circuit
  • the memory 1402 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM).
  • the memory 1402 can store an operating system and other application programs.
  • the relevant program code is stored in the memory 1402, and the processor 1401 calls and executes the exhaust gas recirculation valve opening control method of the embodiment of this application;
  • the communication interface 1404 is used to realize the communication interaction between the device and other devices.
  • the communication can be realized through a wired manner (such as USB, network cable, etc.) or a wireless manner (such as mobile network, WIFI, Bluetooth, etc.);
  • a bus 1405 that transmits information between the various components of the device (e.g., the processor 1401, the memory 1402, the input/output interface 1403, and the communication interface 1404);
  • the processor 1401 , the memory 1402 , the input/output interface 1403 and the communication interface 1404 are connected to each other in communication within the device via a bus 1405 .
  • An embodiment of the present application further provides a storage medium, which is a computer-readable storage medium and stores a computer program.
  • a storage medium which is a computer-readable storage medium and stores a computer program.
  • the memory can be used to store non-transient software programs and non-transient computer executable programs.
  • the memory may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device.
  • the memory may optionally include a memory remotely disposed relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.
  • the embodiment of the present application also provides an exhaust gas recirculation system, which satisfies the above-mentioned exhaust gas recirculation valve opening control method.
  • An embodiment of the present application also provides a vehicle, comprising the exhaust gas recirculation system.
  • the device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separated, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • At least one (item) means one or more, and “plurality” means two or more.
  • “And/or” is used to describe the association relationship of associated objects, indicating that three relationships may exist.
  • a and/or B can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural.
  • the character “/” generally indicates that the objects associated before and after are in an “or” relationship.
  • At least one of the following” or similar expressions refers to any combination of these items, including any combination of single or plural items.
  • At least one of a, b or c can mean: a, b, c, "a and b", “a and c", “b and c", or "a and b and c", where a, b, c can be single or multiple.
  • the disclosed devices and methods can be implemented in other ways.
  • the device embodiments described above are only schematic.
  • the division of the above units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed.
  • Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.
  • the units described above as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed over multiple network units. Some or all of the units may be selected according to actual needs. Element is used to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.
  • the above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.
  • the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium.
  • the computer software product is stored in a storage medium, including multiple instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of various embodiments of the present application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store programs.

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Abstract

本申请提出一种废气再循环阀开度控制方法、装置、电子设备、存储介质、废气再循环系统及车辆，该方法包括：判断车辆是否满足废气再循环阀抖动模式条件；当车辆满足废气再循环阀抖动模式条件，按照第一控制周期循环控制废气再循环阀的开度直到检测到车辆不满足废气再循环阀抖动模式条件。通过在车辆满足废气再循环阀抖动模式条件时，按照第一控制周期循环控制所述废气再循环阀的开度，从而能够有效抖落附着在废气再循环阀上的冷凝水，减少冷凝水对废气再循环阀的腐蚀。

Description

废气再循环阀开度控制方法、装置、电子设备及存储介质
本申请要求于2023年03月07日提交中国专利局，申请号为202310219975.2，发明名称为“废气再循环阀开度控制方法、装置、电子设备及存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及废气再循环技术领域，尤其涉及一种废气再循环阀开度控制方法、装置、电子设备、存储介质、废气再循环系统及车辆。
背景技术
目前，市面上为防止EGR(废气再循环)冷凝水对EGR阀的腐蚀通常做法是用发动机自身的高温冷却水对EGR进行冷却，使得EGR冷却器的出气温度控制在57℃(EGR露点温度)以上，从根源上规避EGR冷凝水的产生，以防止冷凝水对EGR阀的腐蚀。但是，实际上随着整车混搭化的趋势，发动机的水温很难长期稳定在60℃以上，EGR出气温度也难以控制在露点温度以上。加上市场油品质量参差不齐，部分炼油厂为降低成本在油品中添加了卤素化合物，不可避免地使得EGR冷凝水中将产生大量的卤素离子(如Cl-),而超标的卤素离子会腐蚀EGR阀，引起EGR阀卡滞等问题。
发明内容
本申请实施例的主要目的在于提出一种废气再循环阀开度控制方法、装置、电子设备、存储介质、废气再循环系统及车辆。旨在在车辆满足废气再循环阀抖动模式条件时，按照第一控制周期循环控制所述废气再循环阀的开度，从而能够有效抖落附着在废气再循环阀上的冷凝水，减少冷凝水对废气再循环阀的腐蚀。
为实现上述目的，本申请实施例的第一方面提出了一种废气再循环阀开度控制方法，所述方法包括：
判断车辆是否满足废气再循环阀抖动模式条件；
当所述车辆满足所述废气再循环阀抖动模式条件，按照第一控制周期循环控制所述废气再循环阀的开度直到检测到所述车辆不满足所述废气再循环阀抖动模式条件，所述第一控制周期为控制所述废气再循环阀开度从0度增加至第一预设开度，当所述废气再循环阀开度维持所述第一预设开度持续时长达到第一预设时长，按照第一关闭速度控制所述废气再循环阀开度从所述第一预设开度减少至第二预设开度后，按照第二关闭速度控制所述废气再循环阀开度从所述第二预设开度减少至0度。
在一些实施例，所述判断车辆是否满足废气再循环阀抖动模式条件，包括：
判断所述车辆是否满足废气再循环使能条件；
当所述车辆不满足废气再循环使能条件，获取所述车辆的第一状态信息，所述第一状态信息包括驾驶模式、电池荷电状态和有无启动发动机请求；
根据所述第一状态信息，确定所述车辆是否满足废气再循环阀抖动模式条件。
在一些实施例，所述判断所述车辆是否满足废气再循环使能条件，包括：
所述车辆上电后，获取第一参数组，所述第一参数组包括发动机水温、进气温度、环境温度、当前车速和发动机运行时长；
根据所述第一参数组，判断所述车辆是否满足废气再循环使能条件。
在一些实施例，所述根据所述第一参数组，判断所述车辆是否满足废气再循环使能条件，包括：
当所述发动机水温处于预设温度区间，且所述进气温度超过第一预设温度，且所述环境温度超过第二预设温度，且所述当前车速不低于预设车速，且所述发动机运行时长超过第二预设时长，确定所述车辆满足废气再循环使能条件；
当所述发动机水温不处于所述预设温度区间，或者所述进气温度不超过所述第一预设温度，或者所述环境温度不超过所述第二预设温度，或者所述当前车速低于所述预设车速，或者所述发动机运行时长不超过所述第二预设时长，确定所述车辆不满足所述废气再循环使能条件。
在一些实施例，所述车辆上电前，所述方法还包括：
控制所述废气再循环阀开度处于0度，以防止发动机启动瞬间发动机尾气窜入。
在一些实施例，所述车辆上电后，所述方法还包括：
检测用于测量所述第一参数组的测量装置是否存在故障情况；
当所述测量装置存在故障情况，进行相应故障报警；
当所述测量装置不存在故障情况，读取各个所述测量装置的数值，以获取所述第一参数组。
在一些实施例，所述判断所述车辆是否满足废气再循环使能条件之后，所述方法包括：
若所述车辆满足废气再循环使能条件，根据发动机标定的MAP查找表控制所述废气再循环阀的开度，所述MAP查找表为发动机转速、发动机扭矩和施加至所述废气再循环阀的预加力的对应关系表；
若所述车辆不满足废气再循环使能条件，判断车辆是否满足废气再循环阀抖动模式条件。
在一些实施例，所述根据所述第一状态信息，确定所述车辆是否满足废气再循环阀抖动模式条件，包括；
当所述驾驶模式为纯电动模式，且纯电动模式运行时长超过第三预设时长，且所述电池荷电状态超过预设阈值，且无启动发动机请求，确定所述车辆满足废气再循环阀抖动模式条件；
当所述驾驶模式不为所述纯电动模式，或者所述纯电动模式运行时长不超过所述第三预设时长，或者所述电池荷电状态不超过所述预设阈值，或者有启动发动机请求，确定所述车辆不满足废气再循环阀抖动模式条件。
在一些实施例，当所述车辆满足所述废气再循环阀抖动模式条件，所述方法还包括：
至少循环3个所述第一控制周期控制所述废气再循环阀的开度，以抖落附着在所述废气再循环阀上的冷凝水；
返回判断车辆是否满足废气再循环阀抖动模式条件的步骤，以对废气再循环阀的开度进行循环控制。
在一些实施例，至少循环3个所述第一控制周期控制所述废气再循环阀的开度之后，所述方法包括：
对车辆的所述纯电动模式运行时长进行重新计数；
当重新计数后的所述纯电动模式运行时长超过所述第三预设时长，判断所述电池荷电状态是否超过所述预设阈值和判断有无启动发动机请求；
当所述电池荷电状态超过所述预设阈值，且无启动发动机请求，至少循环3个所述第一控制周期控制所述废气再循环阀的开度，以抖落附着在所述废气再循环阀上的冷凝水。
为实现上述目的，本申请实施例的第二方面提出了一种废气再循环阀开度控制装置，所述装置包括：
判断模块，用于判断车辆是否满足废气再循环阀抖动模式条件；
控制模块，用于当所述车辆满足所述废气再循环阀抖动模式条件，按照第一控制周期循环控制所述废气再循环阀的开度直到检测到所述车辆不满足所述废气再循环阀抖动模式条件，所述第一控制周期为控制所述废气再循环阀开度从0度增加至第一预设开度，当所述废气再循环阀开度维持所述第一预设开度持续时长达到第一预设时长，按照第一关闭速度控制所述废气再循环阀开度从所述第一预设开度减少至第二预设开度后，按照第二关闭速度控制所述废气再循环阀开度从所述第二预设开度减少至0度。
为实现上述目的，本申请实施例的第三方面提出了一种电子设备，所述电子设备包括存储器和处理器，所述存储器存储有计算机程序，所述处理器执行所述计算机程序时实现上述第一方面所述的方法。
为实现上述目的，本申请实施例的第四方面提出了一种计算机可读存储介质，所述存储介质存储有计算机程序，所述计算机程序被处理器执行时实现上述第一方面所述的方法。
为实现上述目的，本申请实施例的第五方面提出了一种废气再循环系统，所述废气再循环系统满足上述第一方面所述的废气再循环阀开度控制方法。
为实现上述目的，本申请实施例的第六方面提出了一种车辆，包括第五方面所述的废气再循环系统。
本申请提出一种废气再循环阀开度控制方法、装置、电子设备、存储介质、废气再循环系统及车辆，该方法包括：判断车辆是否满足废气再循环阀抖动模式条件；当车辆满足废气再循环阀抖动模式条件，按照第一控制周期循环控制废气再循环阀的开度直到检测到车辆不满足废气再循环阀抖动模式条件。通过在车辆满足废气再循环阀抖动模式条件时，按照第一控制周期循环控制所述废气再循环阀的开度，从而能够有效抖落附着在废气再循环阀上的冷凝水，减少冷凝水 对废气再循环阀的腐蚀。
附图说明
图1是本申请实施例提供的废气再循环阀开度控制方法的流程图；
图2是本申请实施例提供的判断车辆是否满足废气再循环阀抖动模式条件的步骤流程图；
图3是本申请实施例提供的判断车辆是否满足废气再循环使能条件的步骤流程图；
图4是本申请实施例提供的根据第一参数组，判断车辆是否满足废气再循环使能条件的步骤流程图；
图5是本申请实施例提供的对第一参数组中的各个参数同时进行比较判断的逻辑示意图；
图6是本申请实施例提供的对第一参数组中的各个参数逐一进行比较判断的逻辑示意图；
图7是本申请实施例提供的车辆上电后执行的步骤流程图；
图8是本申请实施例提供的发动机标定的MAP查找表示意图；
图9是本申请实施例提供的根据第一状态信息，确定车辆是否满足废气再循环阀抖动模式条件的步骤流程图；
图10是本申请实施例提供的废气再循环阀开度的控制周期示意图；
图11是本申请实施例提供的至少循环3个第一控制周期控制废气再循环阀的开度之后执行的步骤流程图；
图12是本申请实施例提供的废气再循环阀开度控制方法的一个示例图；
图13是本申请实施例提供的废气再循环阀开度控制装置的结构示意图；
图14是本申请实施例提供的电子设备的硬件结构示意图。
具体实施方式
为了使本申请的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本申请进行进一步详细说明。应当理解，此处所描述的具体实施例仅用以解释本申请，并不用于限定本申请。
需要说明的是，虽然在装置示意图中进行了功能模块划分，在流程图中示出了逻辑顺序，但是在某些情况下，可以以不同于装置中的模块划分，或流程图中的顺序执行所示出或描述的步骤。说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。
除非另有定义，本文所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同。本文中所使用的术语只是为了描述本申请实施例的目的，不是旨在限制本申请。
随着国内排放法规日益严格，废气再循环(Exhaust Gas Recirculation，以下简称EGR)技术在柴油机领域得到了广泛的应用。EGR通过将部分废气返回到发动机吸气系统与新鲜空气混合后进入气缸，从而使气缸内的最高燃烧温度和 压力降低，以控制有害气体NOx的产生，达到降低排放的目的。EGR系统设计的关键是使足够的废气回流到进气管，并依据发动机的不同工况给出一个最佳的EGR率，同时对EGR进行闭环控制，以保证发动机及始终工作在最佳的EGR率状态之下。
早期EGR主要用于柴油机降低排放，近年来，随着对发动机热效率要求越来越高，EGR在汽油机上的应用逐渐成为一种标配技术。由于该技术在汽油机上的应用是近几年才逐渐兴起，不可避免将面临一系列的应用挑战。其中由于市场油品问题带来的冷凝水对EGR阀腐蚀问题就是EGR应用面临的难点之一。
相关技术中，为防止EGR冷凝水对EGR阀的腐蚀通常做法是用发动机自身的高温冷却水对EGR进行冷却，使得EGR冷却器的出气温度控制在57℃(EGR露点温度)以上，从根源上规避EGR冷凝水的产生。但是，实际上，随着整车混搭化的趋势，发动机的水温很难长期稳定在60℃以上，EGR出气温度也难以控制在露点温度以上，特别是对于P43/P47这种为了提高发动机热效率而采用中温冷却系统对EGR进行冷却，EGR出气温度必然在露点温度以下，EGR冷凝水的产生不可避免。另一方面，市场油品质量参差不齐，部分炼油厂为降低成本在油品中添加了卤素化合物，不可避免地在EGR冷凝水中将产生大量的卤素离子(如Cl-),而冷凝水中地卤素离子将对不锈钢和铝合金材质的EGR阀产生腐蚀。
基于此，本申请实施例提出一种废气再循环阀开度控制方法，旨在无可避免会产生冷凝水的情况下，在车辆满足废气再循环阀抖动模式条件时，通过控制废气再循环阀的开度，能够有效抖落附着在废气再循环阀上的冷凝水，减少冷凝水对废气再循环阀的腐蚀。
参照图1，图1是本申请实施例提供的废气再循环阀开度控制方法的流程图，包括但不限于步骤S101至步骤S102。
步骤S101，判断车辆是否满足废气再循环阀抖动模式条件。
本申请实施例中，需要先判断车辆是否满足废气再循环阀抖动模式条件，只有在车辆满足废气再循环阀抖动模式条件时，才能够通过控制废气再循环阀的开度，来抖落附着在废气再循环阀上的冷凝水，减少冷凝水对废气再循环阀的腐蚀。如果车辆不满足废气再循环阀抖动模式条件，比如车辆处于废气再循环使能模式，此时，废气再循环阀需按照发动机标定的MAP查找表进行开合动作，因而在废气再循环阀上一般不会附着的冷凝水，从而也不用考虑扫除附着在废气再循环阀上的冷凝水的问题。如果车辆虽然处于非使能模式，但不满足废气再循环阀抖动模式条件，即属于非抖动模式，此时，如果控制废气再循环阀的开度，可能会给车辆带来负面影响，或者说与车辆驾驶状态相冲突，因而也不能通过控制废气再循环阀的开度，来抖落附着在废气再循环阀上的冷凝水。也就是说，本申请实施例中，需要先判断车辆是否满足废气再循环阀抖动模式条件，只有在车辆满足废气再循环阀抖动模式条件下，才能够通过控制废气再循环阀的开度，来抖落附着在废气再循环阀上的冷凝水，以减少冷凝水对废气再循环阀的腐蚀。
参照图2，图2是本申请实施例提供的判断车辆是否满足废气再循环阀抖动模式条件的步骤流程图，包括但不限于步骤S201至步骤S203。
步骤S201，判断车辆是否满足废气再循环使能条件；
步骤S202，当车辆不满足废气再循环使能条件，获取车辆的第一状态信息，第一状态信息包括驾驶模式、电池荷电状态和有无启动发动机请求；
步骤S203，根据第一状态信息，确定车辆是否满足废气再循环阀抖动模式条件。
本申请实施例中，由于如果车辆处于废气再循环使能模式的话，则车辆不可能满足废气再循环阀抖动模式条件。因此，车辆上电后，需要先判断车辆是否满足废气再循环使能条件，当车辆不满足废气再循环使能条件时，再获取车辆的第一状态信息，第一状态信息包括驾驶模式、电池荷电状态和有无启动发动机请求。然后可根据获取的第一状态信息，确定车辆是否满足废气再循环阀抖动模式条件。
参照图3，图3是本申请实施例提供的判断车辆是否满足废气再循环使能条件的步骤流程图，包括但不限于步骤S301至步骤S302。
步骤S301，车辆上电后，获取第一参数组，第一参数组包括发动机水温、进气温度、环境温度、当前车速和发动机运行时长；
步骤S302，根据第一参数组，判断车辆是否满足废气再循环使能条件。
本申请实施例中，车辆上电后，先获取第一参数组，再根据第一参数组，判断车辆是否满足废气再循环使能条件。其中，第一参数组包括发动机水温、进气温度、环境温度、当前车速和发动机运行时长。具体地，通过读取发动机水温传感器的数值可获取发动机水温，通过读取进气温度传感器的数值可获取进气温度，通过读取环境温度传感器的数值可获取环境温度，通过读取车速传感器的数值可获取车辆的当前车速，通过读取时间计数器的数值可获取发动机运行时长。
参照图4，图4是本申请实施例提供的根据第一参数组，判断车辆是否满足废气再循环使能条件的步骤流程图，包括但不限于步骤S401至步骤S402。
步骤S401，当发动机水温处于预设温度区间，且进气温度超过第一预设温度，且环境温度超过第二预设温度，且当前车速不低于预设车速，且发动机运行时长超过第二预设时长，确定车辆满足废气再循环使能条件；
步骤S402，当发动机水温不处于预设温度区间，或者进气温度不超过第一预设温度，或者环境温度不超过第二预设温度，或者当前车速低于预设车速，或者发动机运行时长不超过第二预设时长，确定车辆不满足废气再循环使能条件。
本申请实施例中，获取第一参数组之后，需要对第一参数组中的各个参数进行一一判断，只有当发动机水温处于预设温度区间，且进气温度超过第一预设温度，且环境温度超过第二预设温度，且当前车速不低于预设车速，且发动机运行时长超过第二预设时长，才能够确定车辆满足废气再循环使能条件。而如果发动机水温不处于预设温度区间，或者进气温度不超过第一预设温度，或者环境温度不超过第二预设温度，或者当前车速低于预设车速，或者发动机运行时长不超过第二预设时长，则确定车辆不满足废气再循环使能条件。
本申请实施例中，可对第一参数组中的各个参数同时进行比较判断，参照图5，图5是本申请实施例提供的对第一参数组中的各个参数同时进行比较判断的逻辑示意图。如图5所示，可同时判断发动机水温是否处于预设温度区间，进气温度是否超过第一预设温度，环境温度是否超过第二预设温度，当前车速是否不 低于预设车速，发动机运行时长是否超过第二预设时长，当所有条件都满足时，确定车辆满足废气再循环使能条件，可进入废气再循环使能模式。而当存在至少一个条件不满足时，则确定车辆不满足废气再循环使能条件，不可进入废气再循环使能模式。
本申请实施例中，还可对第一参数组中的各个参数逐一进行比较判断，参照图6，图6是本申请实施例提供的对第一参数组中的各个参数逐一进行比较判断的逻辑示意图。如图6所示，可先判断发动机水温是否处于预设温度区间，如果发动机水温不处于预设温度区间，则可确定车辆不满足废气再循环使能条件。如果发动机水温处于预设温度区间，则继续判断进气温度是否超过第一预设温度。如果进气温度不超过第一预设温度，则可确定车辆不满足废气再循环使能条件。如果进气温度超过第一预设温度，则继续判断环境温度是否超过第二预设温度，如果环境温度不超过第二预设温度，则可确定车辆不满足废气再循环使能条件。如果环境温度超过第二预设温度，则继续判断当前车速是否不低于预设车速，如果当前车速低于预设车速，则可确定车辆不满足废气再循环使能条件。如果当前车速不低于预设车速，则继续判断发动机运行时长是否超过第二预设时长，如果发动机运行时长不超过第二预设时长，则可确定车辆不满足废气再循环使能条件。如果发动机运行时长超过第二预设时长，可确定车辆满足废气再循环使能条件。
示例性地，本申请实施例中，当发动机水温在60℃～107℃，且进气温度超过3℃，且环境温度超过3℃，且车速不低于20km/h，且发动机运行时长超过350S，可确定车辆满足废气再循环使能条件。而如果获取的发动机水温不处在60℃～107℃，或者进气温度不超过3℃，或者环境温度不超过3℃，或者当前车速低于20km/h，或者发动机运行时长不超过350S，可确定车辆不满足废气再循环使能条件。
需要说明的是，本申请实施例中，车辆上电前，控制废气再循环阀开度处于0度，即车辆上电之前，EGR阀默认处于关闭状态，可防止发动机启动瞬间大量的发动机尾气窜入缸内，造成发动机失火。
参照图7，图7是本申请实施例提供的车辆上电后执行的步骤流程图，包括但不限于步骤S701至步骤S703。
步骤S701，检测用于测量第一参数组的测量装置是否存在故障情况；
步骤S702，当测量装置存在故障情况，进行相应故障报警；
步骤S703，当测量装置不存在故障情况，读取各个测量装置的数值，以获取第一参数组。
本申请实施例中，为了确保获取的第一参数组中各个参数数值的准确性，以进一步确保车辆是否满足废气再循环使能条件判断的准确性，在车辆上电后，需要先检测用于测量第一参数组的测量装置是否存在故障情况。具体需要检测发动机水温测量装置是否存在故障，环境温度测量装置是否存在故障、车速测量装置是否存在故障，发动机运行时长测量装置是否存在故障。若检测到这些测量装置中存在故障情况，则需要进行相应的故障报警。若没有检测到故障情况，则读取各个测量装置的数值，以获取准确的第一参数组。
本申请实施例中，参照图8，图8是本申请实施例提供的发动机标定的MAP查找表示意图。当车辆满足废气再循环使能条件时，根据图8所示的发动机标定的MAP查找表控制废气再循环阀的开度。其中，MAP查找表为发动机转速、发动机扭矩和施加至废气再循环阀的预加力的对应关系表。如图8所示，MAP查找表的横坐标为发动机转速，纵坐标为发动机扭矩，每一个图层圈的数值表示施加至废气再循环阀的预加力。
本申请实施例中，如果车辆不满足废气再循环使能条件，则根据第一状态信息判断车辆是否满足废气再循环阀抖动模式条件。具体地，参照图9，图9是本申请实施例提供的根据第一状态信息，确定车辆是否满足废气再循环阀抖动模式条件的步骤流程图，包括但不限于步骤S901至步骤S902。
步骤S901，当驾驶模式为纯电动模式，且纯电动模式运行时长超过第三预设时长，且电池荷电状态超过预设阈值，且无启动发动机请求，确定车辆满足废气再循环阀抖动模式条件；
步骤S902，当驾驶模式不为纯电动模式，或者纯电动模式运行时长不超过第三预设时长，或者电池荷电状态不超过预设阈值，或者有启动发动机请求，确定车辆不满足废气再循环阀抖动模式条件。
本申请实施例中，确定车辆不满足废气再循环使能条件后，车辆处于非使能模式，此时，可获取车辆的第一状态信息。其中，第一状态信息包括驾驶模式、电池荷电状态和有无启动发动机请求。当驾驶模式为纯电动模式，且纯电动模式运行时长超过第三预设时长，且电池荷电状态超过预设阈值，且无启动发动机请求，确定车辆满足废气再循环阀抖动模式条件。而当驾驶模式不为纯电动模式，或者纯电动模式运行时长不超过第三预设时长，或者电池荷电状态不超过预设阈值，或者有启动发动机请求，确定车辆不满足废气再循环阀抖动模式条件。
同样地，本申请实施例可同时对第一状态信息中的信息进行判断，以确定车辆是否满足废气再循环阀抖动模式条件。即可同时判断驾驶模式是否为纯电动模式，纯电动模式运行时长是否超过第三预设时长，电池荷电状态是否超过预设阈值，是否无启动发动机请求，如果都满足，则可确定车辆满足废气再循环阀抖动模式条件，车辆进入废气再循环阀抖动模式。如果存在其中一个不满足，则确定车辆不满足废气再循环阀抖动模式条件，车辆进入废气再循环阀非抖动模式。本申请实施例还可对第一状态信息中的信息逐一进行判断，以确定车辆是否满足废气再循环阀抖动模式条件。比如，先判断驾驶模式是否为纯电动模式，如果断驾驶模式不为纯电动模式，则可确定车辆不满足废气再循环阀抖动模式条件。如果断驾驶模式为纯电动模式，则继续判断纯电动模式运行时长是否超过第三预设时长，如果纯电动模式运行时长不超过第三预设时长，则可确定车辆不满足废气再循环阀抖动模式条件。如果纯电动模式运行时长超过第三预设时长，则继续判断电池荷电状态是否超过预设阈值，如果电池荷电状态不超过预设阈值，则可确定车辆不满足废气再循环阀抖动模式条件。如果电池荷电状态超过预设阈值，则继续判断是否有启动发动机请求，如果有发动机请求，则确定车辆不满足废气再循环阀抖动模式条件。如果无发动机请求，则确定车辆满足废气再循环阀抖动模式条件。
示例性地，本申请实施例中，当车辆的驾驶模式为纯电动模式，且纯电动模式运行时长超过30S，且电池荷电状态超过30％，且无发动机请求，可确定车辆满足废气再循环阀抖动模式条件。而如果车辆的驾驶模式不为纯电动模式，或者纯电动模式运行时长不超过30S，或者电池荷电状态不超过30％，或者有发动机请求，则确定车辆不满足废气再循环阀抖动模式条件。
步骤S102，当车辆满足废气再循环阀抖动模式条件，按照第一控制周期循环控制废气再循环阀的开度直到检测到车辆不满足废气再循环阀抖动模式条件，第一控制周期为控制废气再循环阀开度从0度增加至第一预设开度，当废气再循环阀开度维持第一预设开度持续时长达到第一预设时长，按照第一关闭速度控制废气再循环阀开度从第一预设开度减少至第二预设开度后，按照第二关闭速度控制废气再循环阀开度从第二预设开度减少至0度。
本申请实施例中，当车辆满足废气再循环阀抖动模式条件，按照第一控制周期循环控制废气再循环阀的开度直到检测到车辆不满足废气再循环阀抖动模式条件。其中，第一控制周期为控制废气再循环阀开度从0度增加至第一预设开度，当废气再循环阀开度维持第一预设开度持续时长达到第一预设时长，按照第一关闭速度控制废气再循环阀开度从第一预设开度减少至第二预设开度后，按照第二关闭速度控制废气再循环阀开度从第二预设开度减少至0度。
示例性地，参照图10，图10是本申请实施例提供的废气再循环阀开度的控制周期示意图。如图10所示，当车辆满足废气再循环阀抖动模式条件时，先给废气再循环阀施加40％的PWM，以控制废气再循环阀开度由A点的0％增加到B点的80％，当废气再循环阀开度维持在80％的开度下的持续时长达到1S；给废气再循环阀施加-40％的PWM，控制废气再循环阀以正常关闭速度(第一速度)从80％的开度减少至10％的开度之后，降低废气再循环阀的关闭速度至50°/s,即以50°/s(第二速度)的速度控制废气再循环阀从10％的开度减少至完全关闭。参照图10，t1至t2中的A-B-C-D-E为一个第一控制周期，循环至少3个第一控制周期，可有效抖落附着在废气再循环阀上的冷凝水，减少冷凝水对废气再循环阀的腐蚀。
本申请实施例中，至少循环3个第一控制周期控制废气再循环阀的开度，以抖落附着在废气再循环阀上的冷凝水之后，返回判断车辆是否满足废气再循环阀抖动模式条件的步骤，即重新判断当前状态下的车辆是否满足废气再循环阀抖动模式条件，如果满足，则继续按照第一控制周期循环至少3个周期控制废气再循环阀的开度。如果不满足，则停止按照第一控制周期对废气再循环阀的开度的控制。
参照图11，图11是本申请实施例提供的至少循环3个第一控制周期控制废气再循环阀的开度之后执行的步骤流程图，包括但不限于步骤S1101至步骤S1103。
步骤S1101，对车辆的纯电动模式运行时长进行重新计数；
步骤S1102，当重新计数后的纯电动模式运行时长超过第三预设时长，判断电池荷电状态是否超过预设阈值和判断有无启动发动机请求；
步骤S1103，当电池荷电状态超过预设阈值，且无启动发动机请求，至少循 环3个第一控制周期控制废气再循环阀的开度，以抖落附着在废气再循环阀上的冷凝水。
本申请实施例中，至少循环3个第一控制周期控制废气再循环阀的开度之后，需重新判断当前状态下的车辆是否满足废气再循环阀抖动模式条件，此时，若车辆的驾驶模式依然为纯电动模式，则需要对车辆的纯电动模式运行时长进行重新计数，当重新计数后的纯电动模式运行时长超过第三预设时长，继续判断电池荷电状态是否超过预设阈值和判断有无启动发动机请求，如果电池荷电状态超过预设阈值，且无启动发动机请求，则继续至少循环3个第一控制周期控制废气再循环阀的开度，以抖落附着在废气再循环阀上的冷凝水。而如果存在其中一个条件不满足，比如至少循环3个第一控制周期控制废气再循环阀的开度之后，车辆的驾驶模式不为纯电动模式，或者车辆的驾驶模式为纯电动模式，但重新计数后的纯电动模式运行时长不超过第三预设时长，或者电池荷电状态不超过预设阈值，或者有启动发动机请求，则需要停止按照第一控制周期对废气再循环阀的开度的控制。
参照图12，图12是本申请实施例提供的废气再循环阀开度控制方法的一个示例图。如图12所示，废气再循环阀开度控制方法包括以下步骤：
(1)车辆上电之前，废气再循环阀默认处于关闭状态，即废气再循环阀开度为0。
(2)判断车辆是否满足废气再循环使能条件，具体需要判断进气温度是否大于3℃，环境温度是否大于3℃，当前车速是否大于等于20km/h，发动机水温是否在60℃～107℃，发动机运行时长是否大于350S。
(3)如果车辆满足废气再循环使能条件，车辆进入废气再循环使能模式。
(4)在废气再循环使能模式下，按照发动机标定的MAP查找表控制废气再循环阀的开度。
(5)如果车辆不满足废气再循环使能条件，车辆进入废气再循环非使能模式。
(6)在废气再循环非使能模式下，判断车辆是否满足废气再循环阀抖动模式条件，具体需要判断驾驶模式是否为纯电动模式，纯电动模式运行时长是否超过30S，电池荷电状态是否超过30％，是否无启动发动机请求。
(7)如果车辆满足废气再循环阀抖动模式条件，车辆进入废气再循环阀抖动模式。
(8)在废气再循环阀抖动模式下，按照第一控制周期循环控制废气再循环阀的开度直到检测到车辆不满足废气再循环阀抖动模式条件。
(9)如果车辆不满足废气再循环阀抖动模式条件，车辆进入废气再循环阀非抖动模式。
(10)在废气再循环阀非抖动模式下，废气再循环阀关闭。
请参阅图13，本申请实施例还提供一种废气再循环阀开度控制装置130，可以实现上述废气再循环阀开度控制方法，该装置包括：
判断模块1301，用于判断车辆是否满足废气再循环阀抖动模式条件；
控制模块1302，用于当车辆满足废气再循环阀抖动模式条件，按照第一控 制周期循环控制废气再循环阀的开度直到检测到车辆不满足废气再循环阀抖动模式条件，第一控制周期为控制废气再循环阀开度从0度增加至第一预设开度，当废气再循环阀开度维持第一预设开度持续时长达到第一预设时长，按照第一关闭速度控制废气再循环阀开度从第一预设开度减少至第二预设开度后，按照第二关闭速度控制废气再循环阀开度从第二预设开度减少至0度。
该废气再循环阀开度控制装置的具体实施方式与上述废气再循环阀开度控制方法的具体实施例基本相同，在此不再赘述。
本申请实施例还提供了一种电子设备，电子设备包括存储器和处理器，存储器存储有计算机程序，处理器执行计算机程序时实现上述废气再循环阀开度控制方法。该电子设备可以为包括平板电脑、车载电脑等任意智能终端。
请参阅图14，图14是本申请实施例提供的电子设备的硬件结构示意图，电子设备包括：
处理器1401，可以采用通用的CPU(CentralProcessingUnit，中央处理器)、微处理器、应用专用集成电路(ApplicationSpecificIntegratedCircuit，ASIC)、或者一个或多个集成电路等方式实现，用于执行相关程序，以实现本申请实施例所提供的技术方案；
存储器1402，可以采用只读存储器(ReadOnlyMemory，ROM)、静态存储设备、动态存储设备或者随机存取存储器(RandomAccessMemory，RAM)等形式实现。存储器1402可以存储操作系统和其他应用程序，在通过软件或者固件来实现本说明书实施例所提供的技术方案时，相关的程序代码保存在存储器1402中，并由处理器1401来调用执行本申请实施例的废气再循环阀开度控制方法；
输入/输出接口1403，用于实现信息输入及输出；
通信接口1404，用于实现本设备与其他设备的通信交互，可以通过有线方式(例如USB、网线等)实现通信，也可以通过无线方式(例如移动网络、WIFI、蓝牙等)实现通信；
总线1405，在设备的各个组件(例如处理器1401、存储器1402、输入/输出接口1403和通信接口1404)之间传输信息；
其中处理器1401、存储器1402、输入/输出接口1403和通信接口1404通过总线1405实现彼此之间在设备内部的通信连接。
本申请实施例还提供了一种存储介质，存储介质为计算机可读存储介质，该存储介质存储有计算机程序，该计算机程序被处理器执行时实现上述废气再循环阀开度控制方法。
存储器作为一种非暂态计算机可读存储介质，可用于存储非暂态软件程序以及非暂态性计算机可执行程序。此外，存储器可以包括高速随机存取存储器，还可以包括非暂态存储器，例如至少一个磁盘存储器件、闪存器件、或其他非暂态固态存储器件。在一些实施方式中，存储器可选包括相对于处理器远程设置的存储器，这些远程存储器可以通过网络连接至该处理器。上述网络的实例包括但不限于互联网、企业内部网、局域网、移动通信网及其组合。
本申请实施例还提供了一种废气再循环系统，该废气再循环系统满足上述废气再循环阀开度控制方法。
本申请实施例还提供了一种车辆，包括该废气再循环系统。
本申请实施例描述的实施例是为了更加清楚的说明本申请实施例的技术方案，并不构成对于本申请实施例提供的技术方案的限定，本领域技术人员可知，随着技术的演变和新应用场景的出现，本申请实施例提供的技术方案对于类似的技术问题，同样适用。
本领域技术人员可以理解的是，图中示出的技术方案并不构成对本申请实施例的限定，可以包括比图示更多或更少的步骤，或者组合某些步骤，或者不同的步骤。
以上所描述的装置实施例仅仅是示意性的，其中作为分离部件说明的单元可以是或者也可以不是物理上分开的，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。
本领域普通技术人员可以理解，上文中所公开方法中的全部或某些步骤、系统、设备中的功能模块/单元可以被实施为软件、固件、硬件及其适当的组合。
本申请的说明书及上述附图中的术语“第一”、“第二”、“第三”、“第四”等(如果存在)是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本申请的实施例能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
应当理解，在本申请中，“至少一个(项)”是指一个或者多个，“多个”是指两个或两个以上。“和/或”，用于描述关联对象的关联关系，表示可以存在三种关系，例如，“A和/或B”可以表示：只存在A，只存在B以及同时存在A和B三种情况，其中A，B可以是单数或者复数。字符“/”一般表示前后关联对象是一种“或”的关系。“以下至少一项(个)”或其类似表达，是指这些项中的任意组合，包括单项(个)或复数项(个)的任意组合。例如，a，b或c中的至少一项(个)，可以表示：a，b，c，“a和b”，“a和c”，“b和c”，或“a和b和c”，其中a，b，c可以是单个，也可以是多个。
在本申请所提供的几个实施例中，应该理解到，所揭露的装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，上述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
上述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单 元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。
集成的单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的全部或部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括多指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例的方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，简称ROM)、随机存取存储器(Random Access Memory，简称RAM)、磁碟或者光盘等各种可以存储程序的介质。
以上参照附图说明了本申请实施例的优选实施例，并非因此局限本申请实施例的权利范围。本领域技术人员不脱离本申请实施例的范围和实质内所作的任何修改、等同替换和改进，均应在本申请实施例的权利范围之内。

Claims (15)

  1. 一种废气再循环阀开度控制方法，其特征在于，所述方法包括：
    判断车辆是否满足废气再循环阀抖动模式条件；
    当所述车辆满足所述废气再循环阀抖动模式条件，按照第一控制周期循环控制所述废气再循环阀的开度直到检测到所述车辆不满足所述废气再循环阀抖动模式条件，所述第一控制周期为控制所述废气再循环阀开度从0度增加至第一预设开度，当所述废气再循环阀开度维持所述第一预设开度持续时长达到第一预设时长，按照第一关闭速度控制所述废气再循环阀开度从所述第一预设开度减少至第二预设开度后，按照第二关闭速度控制所述废气再循环阀开度从所述第二预设开度减少至0度。
  2. 根据权利要求1所述的方法，其特征在于，所述判断车辆是否满足废气再循环阀抖动模式条件，包括：
    判断所述车辆是否满足废气再循环使能条件；
    当所述车辆不满足废气再循环使能条件，获取所述车辆的第一状态信息，所述第一状态信息包括驾驶模式、电池荷电状态和有无启动发动机请求；
    根据所述第一状态信息，确定所述车辆是否满足废气再循环阀抖动模式条件。
  3. 根据权利要求2所述的方法，其特征在于，所述判断所述车辆是否满足废气再循环使能条件，包括：
    所述车辆上电后，获取第一参数组，所述第一参数组包括发动机水温、进气温度、环境温度、当前车速和发动机运行时长；
    根据所述第一参数组，判断所述车辆是否满足废气再循环使能条件。
  4. 根据权利要求3所述的方法，其特征在于，所述根据所述第一参数组，判断所述车辆是否满足废气再循环使能条件，包括：
    当所述发动机水温处于预设温度区间，且所述进气温度超过第一预设温度，且所述环境温度超过第二预设温度，且所述当前车速不低于预设车速，且所述发动机运行时长超过第二预设时长，确定所述车辆满足废气再循环使能条件；
    当所述发动机水温不处于所述预设温度区间，或者所述进气温度不超过所述第一预设温度，或者所述环境温度不超过所述第二预设温度，或者所述当前车速低于所述预设车速，或者所述发动机运行时长不超过所述第二预设时长，确定所述车辆不满足所述废气再循环使能条件。
  5. 根据权利要求3所述的方法，其特征在于，所述车辆上电前，所述方法还包括：
    控制所述废气再循环阀开度处于0度，以防止发动机启动瞬间发动机尾气窜入。
  6. 根据权利要求3所述的方法，其特征在于，所述车辆上电后，所述方法还包括：
    检测用于测量所述第一参数组的测量装置是否存在故障情况；
    当所述测量装置存在故障情况，进行相应故障报警；
    当所述测量装置不存在故障情况，读取各个所述测量装置的数值，以获取所述第一参数组。
  7. 根据权利要求3所述的方法，其特征在于，所述判断所述车辆是否满足废气再循环使能条件之后，所述方法包括：
    若所述车辆满足废气再循环使能条件，根据发动机标定的MAP查找表控制所述废气再循环阀的开度，所述MAP查找表为发动机转速、发动机扭矩和施加至所述废气再循环阀的预加力的对应关系表；
    若所述车辆不满足废气再循环使能条件，判断所述车辆是否满足废气再循环阀抖动模式条件。
  8. 根据权利要求2所述的方法，其特征在于，所述根据所述第一状态信息，确定所述车辆是否满足废气再循环阀抖动模式条件，包括；
    当所述驾驶模式为纯电动模式，且纯电动模式运行时长超过第三预设时长，且所述电池荷电状态超过预设阈值，且无启动发动机请求，确定所述车辆满足废气再循环阀抖动模式条件；
    当所述驾驶模式不为所述纯电动模式，或者所述纯电动模式运行时长不超过所述第三预设时长，或者所述电池荷电状态不超过所述预设阈值，或者有启动发动机请求，确定所述车辆不满足废气再循环阀抖动模式条件。
  9. 根据权利要求8所述的方法，其特征在于，当所述车辆满足所述废气再循环阀抖动模式条件，所述方法还包括：
    至少循环3个所述第一控制周期控制所述废气再循环阀的开度，以抖落附着在所述废气再循环阀上的冷凝水；
    返回判断车辆是否满足废气再循环阀抖动模式条件的步骤，以对废气再循环阀的开度进行循环控制。
  10. 根据权利要求9所述的方法，其特征在于，至少循环3个所述第一控制周期控制所述废气再循环阀的开度之后，所述方法包括：
    对车辆的所述纯电动模式运行时长进行重新计数；
    当重新计数后的所述纯电动模式运行时长超过所述第三预设时长，判断所述电池荷电状态是否超过所述预设阈值和判断有无启动发动机请求；
    当所述电池荷电状态超过所述预设阈值，且无启动发动机请求，至少循环3个所述第一控制周期控制所述废气再循环阀的开度，以抖落附着在所述废气再循环阀上的冷凝水。
  11. 一种废气再循环阀开度控制装置，其特征在于，所述装置包括：
    判断模块，用于判断车辆是否满足废气再循环阀抖动模式条件；
    控制模块，用于当所述车辆满足所述废气再循环阀抖动模式条件，按照第一控制周期循环控制所述废气再循环阀的开度直到检测到所述车辆不满足所述废气再循环阀抖动模式条件，所述第一控制周期为控制所述废气再循环阀开度从0度增加至第一预设开度，当所述废气再循环阀开度维持所述第一预设开度持续时长达到第一预设时长，按照第一关闭速度控制所述废气再循环阀开度从所述第一预设开度减少至第二预设开度后，按照第二关闭速度控制所述废气再循环阀开度从所述第二预设开度减少至0度。
  12. 一种电子设备，其特征在于，所述电子设备包括存储器和处理器，所述存储器存储有计算机程序，所述处理器执行所述计算机程序时实现权利要求1至10中任一项所述的方法。
  13. 一种计算机可读存储介质，所述存储介质存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现权利要求1至10中任一项所述的方法。
  14. 一种废气再循环系统，其特征在于，所述废气再循环系统满足所述权利要求1至10中任一项所述的废气再循环阀开度控制方法。
  15. 一种车辆，其特征在于，包括如权利要求14所述的废气再循环系统。
PCT/CN2023/123884 2023-03-07 2023-10-11 废气再循环阀开度控制方法、装置、电子设备及存储介质 Ceased WO2024183281A1 (zh)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11183081A (ja) * 1997-12-17 1999-07-06 Yamaha Motor Co Ltd エンジン駆動式ヒートポンプ装置
JP2015175335A (ja) * 2014-03-17 2015-10-05 富士重工業株式会社 エンジンの排気凝縮水排出装置
JP2016037874A (ja) * 2014-08-06 2016-03-22 愛三工業株式会社 ブローバイガス還元装置と過給機を備えたエンジンの排気還流装置
JP2022003238A (ja) * 2020-06-23 2022-01-11 愛三工業株式会社 エンジンのｅｇｒ装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11183081A (ja) * 1997-12-17 1999-07-06 Yamaha Motor Co Ltd エンジン駆動式ヒートポンプ装置
JP2015175335A (ja) * 2014-03-17 2015-10-05 富士重工業株式会社 エンジンの排気凝縮水排出装置
JP2016037874A (ja) * 2014-08-06 2016-03-22 愛三工業株式会社 ブローバイガス還元装置と過給機を備えたエンジンの排気還流装置
JP2022003238A (ja) * 2020-06-23 2022-01-11 愛三工業株式会社 エンジンのｅｇｒ装置

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