CN111156095B - Method and device for correcting exhaust gas flow - Google Patents
Method and device for correcting exhaust gas flow Download PDFInfo
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- CN111156095B CN111156095B CN202010252866.7A CN202010252866A CN111156095B CN 111156095 B CN111156095 B CN 111156095B CN 202010252866 A CN202010252866 A CN 202010252866A CN 111156095 B CN111156095 B CN 111156095B
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- 238000000034 method Methods 0.000 title claims abstract description 49
- 239000007789 gas Substances 0.000 claims abstract description 277
- 238000012937 correction Methods 0.000 claims abstract description 102
- 239000002912 waste gas Substances 0.000 claims abstract description 29
- 238000004364 calculation method Methods 0.000 claims description 8
- 238000005259 measurement Methods 0.000 abstract description 10
- 239000000446 fuel Substances 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 108010001267 Protein Subunits Proteins 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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- 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]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0052—Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
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- 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
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- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1445—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being related to the exhaust flow
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- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2474—Characteristics of sensors
-
- 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
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Analytical Chemistry (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The application provides a method and a device for correcting an exhaust gas flow, wherein the method for correcting the exhaust gas flow comprises the following steps: acquiring working condition parameters of the engine, the actual opening of an exhaust gas inlet valve and the actual exhaust gas flow output by a flow sensor; determining the theoretical opening degree of the exhaust gas inlet valve corresponding to the working condition parameters of the engine; calculating a difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve, and calculating by using the difference value to obtain a flow correction factor; and multiplying the flow correction factor by the actual exhaust gas flow output by the flow sensor to obtain a corrected value of the actual exhaust gas flow output by the flow sensor. Therefore, the correction of the measurement error of the flow sensor caused by the problems of zero drift and the like is realized, and the accuracy of the actual flow of the waste gas for closed-loop control is effectively ensured.
Description
Technical Field
The present disclosure relates to exhaust gas recirculation technologies, and in particular, to a method and an apparatus for correcting an exhaust gas flow.
Background
In an engine, Exhaust Gas Recirculation (EGR) is a very important technology, and a part of Exhaust Gas discharged from the engine is re-introduced into a cylinder together with a fresh air-fuel mixture, and since the Exhaust Gas contains a large amount of a polyatomic Gas such as carbon dioxide, and the part of the polyatomic Gas that cannot be combusted has a high specific heat capacity, a large amount of heat is absorbed, and the maximum combustion temperature of the air-fuel mixture in the cylinder is lowered, thereby reducing the amount of nitrogen oxides generated.
The flow rate of the exhaust gas returned to the cylinder is too small, which causes problems such as engine overpower and knocking, while the flow rate of the exhaust gas is too large, which easily causes an engine misfire, and therefore, it is very important to control the flow rate of the exhaust gas. In the prior art, the actual flow of the exhaust gas sent back to the engine is measured through the venturi differential pressure sensor, the required exhaust gas flow is determined according to the current working condition of the engine, PID closed-loop control is performed based on the actual flow of the exhaust gas obtained through measurement and the flow required by the current working condition, and then the actual flow of the exhaust gas obtained through measurement is consistent with the flow required by the current working condition through adjustment of the opening degree of the exhaust gas inlet valve.
However, in practical applications, when the venturi differential pressure sensor measures the actual flow rate of the exhaust gas of the engine, problems such as zero drift may occur, which causes inaccuracy in the actual flow rate of the exhaust gas measured by the venturi differential pressure sensor, and this causes that when the actual flow rate of the exhaust gas measured by the venturi differential pressure sensor is consistent with the flow rate required by the current working condition through PID closed-loop control, the actual flow rate of the exhaust gas is not consistent with the flow rate required by the current working condition, so that in order to accurately control the flow rate of the exhaust gas entering the engine, it is necessary to effectively ensure the accuracy of the actual flow rate of the exhaust gas used for closed-loop control.
Disclosure of Invention
Based on the defects of the prior art, the invention provides a method and a device for correcting the flow rate of exhaust gas, so as to solve the problem that the accuracy of the actual flow rate of the exhaust gas for closed-loop control cannot be ensured in the prior art.
In order to achieve the purpose, the invention provides the following technical scheme:
the present application provides in a first aspect a method of correcting an exhaust gas flow rate, comprising:
acquiring working condition parameters of the engine, the actual opening of an exhaust gas inlet valve and the actual exhaust gas flow output by a flow sensor;
determining the theoretical opening degree of the exhaust gas inlet valve corresponding to the working condition parameters of the engine;
calculating a difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve, and calculating by using the difference value to obtain a flow correction factor;
and multiplying the flow correction factor by the actual exhaust gas flow output by the flow sensor to obtain a corrected value of the actual exhaust gas flow output by the flow sensor.
Alternatively, in the above method for correcting the exhaust gas flow, the operating parameters include an engine speed and an actual charge, and the determining the theoretical opening of the exhaust gas intake valve corresponding to the operating parameters of the engine includes:
determining a theoretical opening of the exhaust gas intake valve corresponding to the engine speed and the actual charge from a pre-configured map; wherein one set of engine speed, actual charge, corresponds to a theoretical opening of an exhaust gas intake valve.
Optionally, in the method for correcting the exhaust gas flow rate, before the calculating a flow rate correction factor by using the difference, the method further includes:
judging whether the absolute value of the difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve is larger than a preset value or not; and if the absolute value of the difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve is judged to be larger than a preset value, executing the calculation by utilizing the difference value to obtain a flow correction factor.
Alternatively, in the above method for correcting the exhaust gas flow rate, before the determining the theoretical opening degree of the exhaust gas intake valve corresponding to the engine speed and the actual charge from a previously configured map, the method further includes:
acquiring state information of an engine fault management system and an engine working condition state;
respectively judging whether each target information meets corresponding preset requirements; wherein the target information is one or more of the engine speed, the actual charge, the actual opening of the exhaust gas intake valve, and state information of the engine fault management system; the preset requirement corresponding to the engine speed is greater than or equal to a preset speed value, the preset requirement corresponding to the actual charge is greater than or equal to a preset charge value, the preset requirement corresponding to the actual opening of the exhaust gas intake valve is greater than or equal to a preset opening value, and the preset requirement corresponding to the state information of the engine fault management system is that no fault affecting exhaust gas recirculation control exists;
if the judgment result shows that all the target information meets the corresponding preset requirements, judging whether the working state of the engine is a steady-state working condition or not; and if the working state of the engine is judged to be a steady-state working condition, determining the theoretical opening degree of the exhaust gas inlet valve corresponding to the engine speed and the actual charging amount from a preset comparison table.
Alternatively, in the above method for correcting the exhaust gas flow rate, after the calculating a flow rate correction factor using the difference, the method further includes:
judging whether the flow correction factor is in a preset range or not;
if the flow correction factor is judged to be smaller than the lower limit of the preset range, prompting that the actual exhaust gas flow forward deviation output by the flow sensor is overlarge;
if the flow correction factor is judged to be larger than the upper limit of the preset range, prompting that the negative deviation of the actual exhaust gas flow output by the flow sensor is overlarge;
and if the flow correction factor is judged to be in the preset range, prompting that the actual exhaust gas flow output by the flow sensor is normal.
The second aspect of the present application provides an exhaust gas flow correction device, comprising:
the first acquisition unit is used for acquiring working condition parameters of the engine, the actual opening of the exhaust gas inlet valve and the actual exhaust gas flow output by the flow sensor;
the determining unit is used for determining the theoretical opening of the exhaust gas inlet valve corresponding to the working condition parameters of the engine;
a first calculation unit for calculating a difference between an actual opening degree of the exhaust gas intake valve and a theoretical opening degree of the exhaust gas intake valve;
the second calculating unit is used for calculating to obtain a flow correction factor by using the difference value;
and the correction unit is used for multiplying the flow correction factor by the actual exhaust gas flow output by the flow sensor to obtain a correction value of the actual exhaust gas flow output by the flow sensor.
Alternatively, in the above exhaust gas flow correction apparatus, the operating condition parameters include an engine speed and an actual charge, wherein the determining unit includes:
a determining subunit for determining a theoretical opening degree of the exhaust gas intake valve corresponding to the engine speed and the actual charge from a pre-configured map; wherein one set of engine speed, actual charge, corresponds to a theoretical opening of an exhaust gas intake valve.
Optionally, in the above exhaust gas flow rate correction device, the device further includes:
the first judgment unit is used for judging whether the absolute value of the difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve is larger than a preset value or not; when the first judging unit judges that the absolute value of the difference value between the actual opening degree of the exhaust gas inlet valve and the theoretical opening degree of the exhaust gas inlet valve is larger than a preset value, the second calculating unit executes the calculation by using the difference value to obtain the flow correction factor.
Optionally, in the above exhaust gas flow rate correction device, the device further includes:
the second acquisition unit is used for acquiring the state information of the engine fault management system and the working condition state of the engine;
the second judging unit is used for respectively judging whether each target information meets the corresponding preset requirement; wherein the target information is one or more of the engine speed, the actual charge, the actual opening of the exhaust gas intake valve, and state information of the engine fault management system; the preset requirement corresponding to the engine speed is greater than or equal to a preset speed value, the preset requirement corresponding to the actual charge is greater than or equal to a preset charge value, the preset requirement corresponding to the actual opening of the exhaust gas intake valve is greater than or equal to a preset opening value, and the preset requirement corresponding to the state information of the engine fault management system is that no fault affecting exhaust gas recirculation control exists;
the third judging unit is used for judging whether the working state of the engine is a steady-state working condition or not when the second judging unit judges that all the target information meets the corresponding preset requirements; if the third judging unit judges that the working state of the engine is a steady-state working condition, the determining sub-unit executes the step of determining the theoretical opening degree of the exhaust gas intake valve corresponding to the engine speed and the actual charging amount from a pre-configured comparison table.
Optionally, in the above exhaust gas flow rate correction device, the device further includes:
the fourth judging unit is used for judging whether the flow correction factor is in a preset range or not;
the first prompting unit is used for prompting that the actual exhaust gas flow forward deviation output by the flow sensor is overlarge when the fourth judging unit judges that the flow correction factor is smaller than the lower limit of the preset range;
the second prompting unit is used for prompting that the negative deviation of the actual exhaust gas flow output by the flow sensor is overlarge when the fourth judging unit judges that the flow correction factor is larger than the upper limit of the preset range;
and the third prompting unit is used for prompting that the actual exhaust gas flow output by the flow sensor is normal when the fourth judging unit judges that the flow correction factor is in the preset range.
According to the exhaust gas flow correction method, the working condition parameters of the engine, the actual opening of the exhaust gas inlet valve and the actual exhaust gas flow output by the flow sensor are obtained, the corresponding theoretical opening of the exhaust gas inlet valve under the current working condition parameters of the engine is determined, then the difference value between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve is calculated, and the flow correction factor is obtained by calculating the difference value. Because the size of the exhaust gas flow is directly determined by the opening degree of the exhaust gas inlet valve, the flow correction factor can be multiplied by the actual exhaust gas flow output by the flow sensor to obtain the corrected value of the actual exhaust gas flow output by the flow sensor, thereby correcting the measurement error of the flow sensor caused by the problems of zero drift and the like and effectively ensuring the accuracy of the actual flow of the exhaust gas for closed-loop control.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic flow chart of a method for correcting exhaust gas flow according to an embodiment of the present disclosure;
FIG. 2 is a schematic flow chart of a method for correcting exhaust gas flow according to another embodiment of the present application;
FIG. 3 is a schematic flow chart of another method for correcting exhaust gas flow according to another embodiment of the present application;
FIG. 4 is a schematic structural diagram of an exhaust gas flow correction device according to another embodiment of the present application;
fig. 5 is a schematic structural diagram of another exhaust gas flow correction device according to another embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In this application, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The embodiment of the present application provides a method for correcting an exhaust gas flow, as shown in fig. 1, specifically including:
and S101, acquiring the working condition parameters of the engine, the actual opening of the exhaust gas inlet valve and the actual exhaust gas flow output by the flow sensor.
The acquired operating condition parameters of the engine refer to parameters of the engine operating conditions that correspond one-to-one to the theoretical opening degree of the exhaust gas intake valve. The operating parameters of the engine obtained in the embodiment of the application are the engine speed and the actual charge of the engine. Where actual charge refers to the charge of the engine in one cycle. For an engine, the theoretical opening of the exhaust gas inlet valve is also uniquely determined at engine speed and actual charge determination. Of course, other operating parameters of the engine, such as fuel injection quantity and rotation speed, can also be obtained.
The actual exhaust gas flow output by the flow sensor can be obtained by measuring upstream and downstream differential pressure parameters through the venturi flow sensor and then calculating the obtained differential pressure parameters based on the bernoulli equation and the flow continuity equation.
And S102, determining the theoretical opening of the exhaust gas inlet valve corresponding to the working condition parameters of the engine.
Specifically, under relatively ideal conditions, such as the absence of disturbances, when the engine is in one operating condition, there will be only one theoretical opening of the exhaust gas intake valve. Therefore, from the operating condition parameters of the engine, the theoretical opening of the exhaust gas intake valve corresponding to the operating condition parameters of the engine can be determined.
Alternatively, specifically, when the engine is off-line, under relatively ideal test conditions, the theoretical opening degrees of the exhaust gas intake valves of the engine under different operating condition parameters are obtained, then a comparison table (MAP table) or a MAP (MAP) between the operating condition parameters of each group of engines and the theoretical opening degrees of the corresponding exhaust gas intake valves is generated, and the comparison table or the MAP is written into an Electronic Control Unit (ECU) of the vehicle, so that when the current operating condition parameters of the engine are obtained, the theoretical opening degrees of the exhaust gas intake valves corresponding to the current operating condition parameters of the engine can be matched from the comparison table preset in the ECU.
Alternatively, it may be possible to obtain a corresponding theoretical opening of the exhaust gas inlet valve at different engine speeds and actual charges. The theoretical opening degree of the exhaust gas inlet valve corresponding to the working condition parameters of the engine is the opening degree of the exhaust gas inlet valve corresponding to the required exhaust gas flow under the current working condition parameters of the engine, and the required exhaust gas flow is specifically obtained by firstly determining the required EGR rate, namely the ratio of the exhaust gas quantity entering the cylinder to the total air intake quantity sucked into the cylinder, according to the engine rotating speed and the actual charge quantity under the current working condition parameters of the engine and then calculating according to the required EGR rate. Alternatively, the theoretical opening degree of the exhaust gas intake valve corresponding to different engine speeds and actual charges may be obtained by obtaining the required exhaust gas flow rate at different engine speeds and actual charges in the same manner, and then determining the opening degree of the exhaust gas intake valve according to the exhaust gas flow rate, so as to obtain the theoretical opening degree of the exhaust gas intake valve corresponding to different engine speeds and charges.
And S103, calculating a difference value between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve, and calculating to obtain a flow correction factor by using the difference value.
Since the opening of the exhaust gas intake valve determines the flow rate of the exhaust gas, when the flow sensor can accurately measure the flow rate of the exhaust gas, the actual opening of the exhaust gas intake valve and the theoretical opening of the exhaust gas intake valve should be equal after the control by the closed-loop control system, that is, the actual flow rate of the exhaust gas measured by the flow sensor and the exhaust gas flow rate corresponding to the theoretical opening of the exhaust gas intake valve are equal. Therefore, when the flow sensor measures the exhaust gas flow inaccurately, the flow correction factor can be calculated by the difference between the actual opening of the exhaust gas intake valve and the theoretical opening of the exhaust gas intake valve, and the exhaust gas flow is corrected by the flow correction factor.
Alternatively, the flow correction factor may be calculated by a PID closed-loop control system from the difference between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve. The PID closed-loop control system calculates the flow correction factor on the basis of controlling the actual opening of the waste gas inlet valve to be consistent with the theoretical opening of the waste gas inlet valve.
And S104, multiplying the flow correction factor by the actual exhaust gas flow output by the flow sensor to obtain a corrected value of the actual exhaust gas flow output by the flow sensor.
Because the opening degree of the waste gas inlet valve determines the flow rate of the waste gas, the obtained flow rate correction factor can be used for correcting the actual waste gas flow rate output by the flow rate sensor, so that the problem that the actual waste gas flow rate output by the flow rate sensor is inaccurate due to problems of zero drift and the like is solved, and the waste gas flow rate used for closed-loop control is equal to the actual waste gas flow rate.
It should be noted that, because there is an error in the actual exhaust gas flow measured by the flow sensor, after obtaining a correction value of the actual exhaust gas flow, the correction value and the exhaust gas flow required under the current engine operating condition are subjected to closed-loop control, so that the exhaust gas flow sent to the engine meets the requirement.
The embodiment of the application provides a method for correcting exhaust gas flow, which comprises the steps of obtaining working condition parameters of an engine, the actual opening of an exhaust gas inlet valve and the actual exhaust gas flow output by a flow sensor, determining the corresponding theoretical opening of the exhaust gas inlet valve under the current working condition parameters of the engine, calculating the difference value between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve, and calculating to obtain a flow correction factor by using the difference value. Because the size of the exhaust gas flow is directly determined by the opening degree of the exhaust gas inlet valve, the flow correction factor can be multiplied by the actual exhaust gas flow output by the flow sensor to obtain the corrected value of the actual exhaust gas flow output by the flow sensor, thereby correcting the measurement error of the flow sensor caused by the problems of zero drift and the like and effectively ensuring the accuracy of the actual flow of the exhaust gas for closed-loop control.
Another embodiment of the present application provides a method for correcting an exhaust gas flow, as shown in fig. 2, including:
s201, acquiring engine speed, actual charging amount, actual opening of an exhaust gas inlet valve, actual exhaust gas flow output by a flow sensor, state information of an engine fault management system and an engine working condition state of the engine.
It should be noted that the engine speed, the actual charge, the actual opening of the exhaust gas intake valve, the actual exhaust gas flow output by the flow sensor, the state information of the engine fault management system, and the engine operating condition state of the engine are acquired independently, so that all the above information may be acquired simultaneously, may be acquired sequentially, or may be acquired in other acquiring sequences.
S202, respectively judging whether each target information meets the corresponding preset requirement.
Wherein the target information is one or more of engine speed, actual charge, actual opening of the exhaust gas inlet valve, and state information of an engine fault management system.
It should be noted that the target information is selected to correct the exhaust gas flow rate under preset conditions, so the target information may be selected according to actual requirements from one or more of the engine speed, the actual charge, the actual opening of the exhaust gas intake valve, and the state information of the engine fault management system. Of course, the target information may be other vehicle information or engine information. If the target information does not include the status information of the engine fault management system, the status information of the engine fault management system may not be acquired in step S201. If the target information is other information than the above information, the corresponding information may be acquired at the same time when step S201 is executed.
The preset requirement corresponding to the engine rotating speed is greater than or equal to a preset rotating speed value; the actual charge corresponds to a preset demand greater than or equal to a preset charge value; the actual opening degree of the exhaust gas intake valve corresponds to a preset requirement that is greater than or equal to a preset opening degree value. Because the vehicle is in low speed running when the engine speed, the actual charging amount and the actual opening degree of the exhaust gas inlet valve are relatively small, the flow rate of the sucked exhaust gas is small, and the influence on the engine is small, the exhaust gas flow rate can not be corrected at the moment, and the occupation of ECU resources is favorably reduced. Since the effects of the engine speed, the actual charge, and the actual opening degree of the exhaust gas intake valve are consistent, only one of these three pieces of information is usually required as the target information. Of course, three can be selected, so that the accuracy of the judgment result is ensured.
The preset requirement corresponding to the status information of the engine fault management system is that there is no fault affecting the exhaust gas recirculation control. Since the exhaust gas recirculation control itself has a failure when there is a failure affecting the exhaust gas recirculation control, it is meaningless to correct the exhaust gas flow rate, so that the subsequent steps may not be performed at this time as well.
If it is determined that each target information satisfies the corresponding preset requirement, step S203 is executed.
And S203, judging whether the working state of the engine is a steady working condition.
When the engine is in an unsteady state working condition, namely a transient state working condition, the working condition information of the engine is in a rapid change process, and the required exhaust gas flow is also in rapid change, so that the control influence on the closed-loop control system by correcting the flow is not large, and at the moment, in order to avoid the occupation of ECU resources, the subsequent steps can be omitted.
It should be noted that, the step S203 is executed after the step S202 determines that each piece of target information meets the corresponding preset requirement, which is only one optional manner. Step S203 may be directly performed after step S201, and is not required to be performed after step S202 determines that each target information satisfies the corresponding preset requirement, but step S204 is performed after step S202 determines that each target information satisfies the corresponding preset requirement and step S203 determines that the operating state of the engine is a steady-state operating condition.
S204, the theoretical opening degree of the exhaust gas inlet valve corresponding to the engine speed and the actual charging amount of the engine is determined from a preset comparison table.
Wherein one set of engine speed, actual charge, corresponds to a theoretical opening of an exhaust gas intake valve.
It should be noted that, the specific execution process of step S204 may refer to step S102 in the foregoing method embodiment accordingly, and details are not repeated here.
And S205, calculating the difference value between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve.
And S206, judging whether the absolute value of the difference value between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve is larger than a preset value or not.
Since, when the absolute value of the difference between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve is relatively small, it means that the error of the actual exhaust gas flow measured by the flow sensor is relatively small. Since the error is small and the influence on the engine is small, when the absolute value of the difference between the actual opening degree of the exhaust gas intake valve and the theoretical opening degree of the exhaust gas intake valve is smaller than the preset value, the actual exhaust gas flow measured by the flow sensor may not need to be corrected, and step S207 is executed when it is determined that the absolute value of the difference between the actual opening degree of the exhaust gas intake valve and the theoretical opening degree of the exhaust gas intake valve is larger than the preset value.
And S207, calculating to obtain a flow correction factor by using the difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve.
It should be noted that, in the specific implementation of step S207, reference may be made to step S103 in the foregoing method embodiment, and details are not described here again.
Optionally, in another embodiment of the present application, after step S207 is executed, the following steps may be additionally executed: and judging whether the flow correction factor is in a preset range.
The lower limit of the preset range is generally a number less than 1, for example, 0.75, and when the flow correction factor is less than the lower limit of the preset range, it indicates that the actual exhaust gas flow output by the flow sensor is too large, and the zero point position of the flow sensor is shifted to the positive direction, which results in an excessively large actual opening degree of the exhaust gas intake valve. The upper limit of the preset range is generally a number greater than 1, for example, 1.25, and when the correction factor is greater than the upper limit of the preset range, it indicates that the actual exhaust gas flow output by the flow sensor is relatively small, and the zero position of the flow sensor shifts in the negative direction, which results in the actual opening of the exhaust gas intake valve being too small, so if it is determined that the flow correction factor is greater than the upper limit of the preset range, it indicates that the negative deviation of the actual exhaust gas flow output by the flow sensor is too large. Therefore, the situation that the measurement error of the flow sensor is overlarge is informed to the user in time, so that the user can maintain the flow sensor in a targeted manner in time.
The actual flow rate presented in the embodiment of the present application refers to the actual flow rate measured by the flow rate sensor, and does not refer to the flow rate of the exhaust gas actually supplied to the engine.
And if the flow correction factor is judged to be in the preset range, prompting that the actual exhaust gas flow output by the flow sensor is normal. The optional prompting mode can be one or more of voice, screen display, short message and the like.
Specifically, the lower limit of the predetermined range is usually less than 1,
it should be noted that the indication that the actual exhaust gas flow rate output by the flow rate sensor is normal is used to indicate that there is no error or a small error in the actual exhaust gas flow rate measured by the flow rate sensor, that is, the measurement error is within an allowable range, and not only indicates that there is no error in the actual exhaust gas flow rate measured by the flow rate sensor.
Alternatively, after calculating the flow correction factor by using the difference between the actual opening of the air intake valve and the theoretical opening of the exhaust gas intake valve, a specific embodiment of determining whether the flow correction factor is within the preset range, as shown in fig. 3, includes:
s301, calculating to obtain a flow correction factor by using the difference value between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve.
S302, judging whether the flow correction factor is smaller than the lower limit of the preset range.
If the flow correction factor is smaller than the lower limit of the preset range, step S302 is executed, and if the flow correction factor is not smaller than the lower limit of the preset range, step S303 is executed.
And S303, prompting that the actual exhaust gas flow rate output by the flow rate sensor has overlarge forward deviation.
S304, judging whether the flow correction factor is larger than the upper limit of the preset range.
If the flow correction factor is greater than the upper limit of the preset range, step S305 is executed, and if the flow correction factor is not greater than the lower limit of the preset range, it indicates that the flow correction factor is within the preset range, and step S306 is executed.
And S305, prompting that the negative deviation of the actual exhaust gas flow output by the flow sensor is too large.
And S306, prompting that the actual exhaust gas flow output by the flow sensor is normal.
And S208, multiplying the flow correction factor by the actual exhaust gas flow output by the flow sensor to obtain a corrected value of the actual exhaust gas flow output by the flow sensor.
It should be noted that, the specific implementation process of step S208 may refer to step S104 in the foregoing method embodiment accordingly, and details are not described here again.
The embodiment of the application provides a method for correcting the flow of exhaust gas, which is characterized in that the subsequent steps are executed only when the condition that the flow correction is needed at present is determined based on the acquired information by acquiring information such as working condition parameters of an engine, the actual opening degree of an exhaust gas inlet valve, the actual exhaust gas flow output by a flow sensor and the like, so that unnecessary flow correction work is reduced. In the specific flow correction process, the theoretical opening degree of the corresponding exhaust gas inlet valve under the working condition parameters of the current engine is determined, then the difference value between the actual opening degree of the exhaust gas inlet valve and the theoretical opening degree of the exhaust gas inlet valve is calculated, and the flow correction factor is obtained by utilizing the difference value. Because the size of the exhaust gas flow is directly determined by the opening degree of the exhaust gas inlet valve, the flow correction factor can be multiplied by the actual exhaust gas flow output by the flow sensor to obtain the corrected value of the actual exhaust gas flow, thereby correcting the measurement error of the flow sensor caused by the problems of zero drift and the like and effectively ensuring the accuracy of the actual flow of the exhaust gas for closed-loop control. Moreover, the condition of the exhaust gas flow measurement error is prompted according to the flow correction factor, so that timely maintenance is facilitated.
Another embodiment of the present application provides an exhaust gas flow correction apparatus, as shown in fig. 4, including:
a first obtaining unit 401, configured to obtain an operating condition parameter of the engine, an actual opening degree of the exhaust gas intake valve, and an actual exhaust gas flow output by the flow sensor.
A determination unit 402 for determining a theoretical opening of the exhaust gas inlet valve corresponding to an operating condition parameter of the engine.
A first calculation unit 403 for calculating the difference between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve.
And a second calculating unit 404, configured to calculate a flow correction factor by using the difference.
A correction unit 405 for multiplying the flow correction factor by the actual exhaust gas flow output by the flow sensor to obtain a corrected value of the actual exhaust gas flow output by the flow sensor.
It should be noted that, for the specific working process of the units in the embodiment of the present application, reference may be made to steps S101 to S104 in the method embodiment, which is not described herein again.
Alternatively, in another embodiment of the present application, the operating condition parameters include engine speed and actual charge, wherein, as shown in fig. 5, the determining unit 402 comprises:
and a determining subunit for determining the theoretical opening degree of the exhaust gas intake valve corresponding to the engine speed and the actual charge from a pre-configured map.
Wherein one set of engine speed, actual charge, corresponds to a theoretical opening of an exhaust gas intake valve.
It should be noted that, the step S102 in the above method embodiment may be referred to correspondingly to determine the specific working process of the sub-unit, and details are not described here again.
Alternatively, the exhaust gas flow correction device in another embodiment of the present application, as shown in fig. 5, further includes:
the first judging unit 507 is configured to judge whether an absolute value of a difference between an actual opening of the exhaust gas intake valve and a theoretical opening of the exhaust gas intake valve is greater than a preset value.
When the first determining unit 507 determines that the absolute value of the difference between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve is greater than the preset value, the second calculating unit 404 performs calculation using the difference to obtain the flow correction factor.
It should be noted that, the specific working process of the first determining unit 507 may refer to step S206 in the foregoing method embodiment accordingly, and details are not described here again.
Alternatively, the exhaust gas flow correction device in another embodiment of the present application, also referring to fig. 5, further includes:
a second obtaining unit 502, configured to obtain state information of the engine fault management system and an engine operating condition state.
The second determining unit 503 is configured to determine whether each target information meets the corresponding preset requirement.
Wherein the target information is one or more of engine speed, actual charge, actual opening of the exhaust gas intake valve, and state information of an engine fault management system; the preset requirement corresponding to the engine speed is greater than or equal to a preset speed value, the preset requirement corresponding to the actual charge is greater than or equal to a preset charge value, the preset requirement corresponding to the actual opening degree of the exhaust gas intake valve is greater than or equal to a preset opening degree value, and the preset requirement corresponding to the state information of the engine fault management system is that no fault affecting the exhaust gas recirculation control exists.
A third determining unit 504, configured to determine whether the engine operating state is a steady-state operating state when the second determining unit 503 determines that each piece of target information meets the corresponding preset requirement.
If the third determining unit 504 determines that the engine operating state is the steady-state operating state, the determining subunit 505 performs determining the theoretical opening degree of the exhaust gas intake valve corresponding to the operating state parameter of the engine from a pre-configured comparison table.
It should be noted that, for the specific working process of the units in the embodiment of the present application, reference may be made to steps S201 to S204 in the method embodiment, which is not described herein again.
Alternatively, the exhaust gas flow correction device in another embodiment of the present application further includes:
and the fourth judging unit is used for judging whether the flow correction factor is in a preset range.
And the first prompting unit is used for prompting that the actual exhaust gas flow forward deviation output by the flow sensor is overlarge when the fourth judging unit judges that the flow correction factor is smaller than the lower limit of the preset range.
And the second prompting unit is used for prompting that the negative deviation of the actual exhaust gas flow output by the flow sensor is overlarge when the fourth judging unit judges that the flow correction factor is larger than the upper limit of the preset range.
And the third prompting unit is used for prompting that the actual exhaust gas flow output by the flow sensor is normal when the fourth judging unit judges that the flow correction factor is in the preset range.
It should be noted that, for the specific working process of the units in the embodiment of the present application, reference may be made to steps S302 to S306 in the method embodiment, which is not described herein again.
The embodiment of the application provides a correcting device of exhaust gas flow, the working condition parameters of an engine, the actual opening of an exhaust gas inlet valve and the actual exhaust gas flow output by a flow sensor are obtained through a first obtaining unit, the determining unit determines the theoretical opening of the corresponding exhaust gas inlet valve under the working condition parameters of the current engine, then a first calculating unit calculates the difference value between the actual opening of the exhaust gas inlet valve and the theoretical opening of the exhaust gas inlet valve, and a second calculating unit calculates the flow correction factor by using the difference value. Because the size of the exhaust gas flow is directly determined by the opening degree of the exhaust gas inlet valve, the correction unit can multiply the flow correction factor by the actual exhaust gas flow output by the flow sensor to obtain the corrected value of the actual exhaust gas flow output by the flow sensor, thereby correcting the measurement error of the flow sensor caused by the problems of zero drift and the like and effectively ensuring the accuracy of the actual flow of the exhaust gas for closed-loop control.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (8)
1. A method of correcting an exhaust gas flow, comprising:
acquiring working condition parameters of the engine, the actual opening of an exhaust gas inlet valve and the actual exhaust gas flow output by a flow sensor, wherein the working condition parameters comprise the engine speed and the actual charging amount;
determining a theoretical opening of the exhaust gas intake valve corresponding to the engine speed and the actual charge from a pre-configured map; wherein one set of engine speed, actual charge corresponds to a theoretical opening of an exhaust gas intake valve;
calculating a difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve, and calculating by using the difference value to obtain a flow correction factor;
and multiplying the flow correction factor by the actual exhaust gas flow output by the flow sensor to obtain a corrected value of the actual exhaust gas flow output by the flow sensor.
2. The method of claim 1, wherein before calculating the flow correction factor using the difference, further comprising:
judging whether the absolute value of the difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve is larger than a preset value or not; and if the absolute value of the difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve is judged to be larger than a preset value, executing the calculation by utilizing the difference value to obtain a flow correction factor.
3. The method of claim 1, wherein prior to determining the theoretical opening of the exhaust gas intake valve corresponding to the engine speed and the actual charge from a preconfigured map, further comprising:
acquiring state information of an engine fault management system and an engine working condition state;
respectively judging whether each target information meets corresponding preset requirements; wherein the target information is one or more of the engine speed, the actual charge, the actual opening of the exhaust gas intake valve, and state information of the engine fault management system; the preset requirement corresponding to the engine speed is greater than or equal to a preset speed value, the preset requirement corresponding to the actual charge is greater than or equal to a preset charge value, the preset requirement corresponding to the actual opening of the exhaust gas intake valve is greater than or equal to a preset opening value, and the preset requirement corresponding to the state information of the engine fault management system is that no fault affecting exhaust gas recirculation control exists;
if the judgment result shows that all the target information meets the corresponding preset requirements, judging whether the working state of the engine is a steady-state working condition or not; and if the working state of the engine is judged to be a steady-state working condition, determining the theoretical opening degree of the exhaust gas inlet valve corresponding to the engine speed and the actual charging amount from a preset comparison table.
4. The method of claim 1, wherein after calculating the flow correction factor using the difference, further comprising:
judging whether the flow correction factor is in a preset range or not;
if the flow correction factor is judged to be smaller than the lower limit of the preset range, prompting that the actual exhaust gas flow forward deviation output by the flow sensor is overlarge;
if the flow correction factor is judged to be larger than the upper limit of the preset range, prompting that the negative deviation of the actual exhaust gas flow output by the flow sensor is overlarge;
and if the flow correction factor is judged to be in the preset range, prompting that the actual exhaust gas flow output by the flow sensor is normal.
5. An exhaust gas flow correction apparatus, comprising:
the device comprises a first acquisition unit, a second acquisition unit and a control unit, wherein the first acquisition unit is used for acquiring working condition parameters of the engine, the actual opening of an exhaust gas inlet valve and the actual exhaust gas flow output by a flow sensor, and the working condition parameters comprise the engine speed and the actual charging amount;
a determination unit for determining a theoretical opening degree of the exhaust gas intake valve corresponding to the engine speed and the actual charge from a pre-configured map; wherein one set of engine speed, actual charge corresponds to a theoretical opening of an exhaust gas intake valve;
a first calculation unit for calculating a difference between an actual opening degree of the exhaust gas intake valve and a theoretical opening degree of the exhaust gas intake valve;
the second calculating unit is used for calculating to obtain a flow correction factor by using the difference value;
and the correction unit is used for multiplying the flow correction factor by the actual exhaust gas flow output by the flow sensor to obtain a correction value of the actual exhaust gas flow output by the flow sensor.
6. The correction device according to claim 5, characterized by further comprising:
the first judgment unit is used for judging whether the absolute value of the difference value between the actual opening of the waste gas inlet valve and the theoretical opening of the waste gas inlet valve is larger than a preset value or not; when the first judging unit judges that the absolute value of the difference value between the actual opening degree of the exhaust gas inlet valve and the theoretical opening degree of the exhaust gas inlet valve is larger than a preset value, the second calculating unit executes the calculation by using the difference value to obtain the flow correction factor.
7. The correction device according to claim 5, characterized by further comprising:
the second acquisition unit is used for acquiring the state information of the engine fault management system and the working condition state of the engine;
the second judging unit is used for respectively judging whether each target information meets the corresponding preset requirement; wherein the target information is one or more of the engine speed, the actual charge, the actual opening of the exhaust gas intake valve, and state information of the engine fault management system; the preset requirement corresponding to the engine speed is greater than or equal to a preset speed value, the preset requirement corresponding to the actual charge is greater than or equal to a preset charge value, the preset requirement corresponding to the actual opening of the exhaust gas intake valve is greater than or equal to a preset opening value, and the preset requirement corresponding to the state information of the engine fault management system is that no fault affecting exhaust gas recirculation control exists;
the third judging unit is used for judging whether the working state of the engine is a steady-state working condition or not when the second judging unit judges that all the target information meets the corresponding preset requirements; if the third judging unit judges that the working state of the engine is a steady-state working condition, the determining sub-unit executes the step of determining the theoretical opening degree of the exhaust gas intake valve corresponding to the engine speed and the actual charging amount from a pre-configured comparison table.
8. The correction device according to claim 5, characterized by further comprising:
the fourth judging unit is used for judging whether the flow correction factor is in a preset range or not;
the first prompting unit is used for prompting that the actual exhaust gas flow forward deviation output by the flow sensor is overlarge when the fourth judging unit judges that the flow correction factor is smaller than the lower limit of the preset range;
the second prompting unit is used for prompting that the negative deviation of the actual exhaust gas flow output by the flow sensor is overlarge when the fourth judging unit judges that the flow correction factor is larger than the upper limit of the preset range;
and the third prompting unit is used for prompting that the actual exhaust gas flow output by the flow sensor is normal when the fourth judging unit judges that the flow correction factor is in the preset range.
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| CN113847118B (en) * | 2021-09-10 | 2022-10-18 | 浙江吉利控股集团有限公司 | System and method for actively sounding exhaust silencer assembly |
| CN114235100B (en) * | 2021-11-17 | 2025-02-18 | 潍柴动力股份有限公司 | A correction method and device for measuring flow rate using a venturi tube |
| CN114962026A (en) * | 2022-05-09 | 2022-08-30 | 潍柴动力股份有限公司 | Method and device for correcting set value of intake air flow, electronic device, and storage medium |
| CN117406148B (en) * | 2023-09-18 | 2024-08-09 | 江西师范大学 | Multi-parameter measuring device and method for conical micro-nano fiber Bragg grating sensor |
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