CN115030829A - Short-term fuel correction control method for engine - Google Patents
Short-term fuel correction control method for engine Download PDFInfo
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- 239000000446 fuel Substances 0.000 title claims abstract description 517
- 238000012937 correction Methods 0.000 title claims abstract description 165
- 238000000034 method Methods 0.000 title claims abstract description 38
- 230000008859 change Effects 0.000 claims abstract description 51
- 238000001914 filtration Methods 0.000 claims abstract description 10
- 239000003921 oil Substances 0.000 claims description 24
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 claims description 17
- 239000002826 coolant Substances 0.000 claims description 16
- 238000002347 injection Methods 0.000 claims description 15
- 239000007924 injection Substances 0.000 claims description 15
- 230000008569 process Effects 0.000 claims description 14
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 13
- 230000003247 decreasing effect Effects 0.000 claims description 8
- 238000005070 sampling Methods 0.000 claims description 8
- 230000007704 transition Effects 0.000 claims description 8
- 239000000295 fuel oil Substances 0.000 claims description 7
- 238000012545 processing Methods 0.000 claims description 7
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 4
- 239000001301 oxygen Substances 0.000 claims description 4
- 229910052760 oxygen Inorganic materials 0.000 claims description 4
- 238000004364 calculation method Methods 0.000 claims description 3
- 239000003054 catalyst Substances 0.000 claims description 3
- 230000003111 delayed effect Effects 0.000 claims description 2
- 206010027336 Menstruation delayed Diseases 0.000 claims 1
- 238000011217 control strategy Methods 0.000 abstract description 5
- 230000006870 function Effects 0.000 description 10
- 230000004913 activation Effects 0.000 description 5
- 238000002485 combustion reaction Methods 0.000 description 5
- 230000004044 response Effects 0.000 description 5
- 238000012360 testing method Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000006866 deterioration Effects 0.000 description 2
- 230000005484 gravity Effects 0.000 description 2
- 230000007774 longterm Effects 0.000 description 2
- 230000032683 aging Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000003745 diagnosis Methods 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 238000009499 grossing 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1404—Fuzzy logic control
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
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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
- 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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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention discloses a short-term fuel correction control method for an engine, which comprises the following steps: s1, acquiring a basic value of the short-term fuel correction coefficient; the air-fuel ratio is obtained by dividing the actual air-fuel ratio by the target air-fuel ratio and performing first-order low-pass filtering; s2, acquiring a short-term fuel correction coefficient according to the short-term fuel correction error fuzzy correction coefficient; wherein, the short-term fuel correction error fuzzy correction coefficient is obtained by a fuzzy controller; the input quantity of the fuzzy controller is short-term fuel correction error and the change rate of the short-term fuel correction error, and the output of the fuzzy controller is a short-term fuel correction error fuzzy correction coefficient. According to the invention, the deviation between the actual air-fuel ratio and the target air-fuel ratio can be further compensated through a fuzzy control strategy, the air-fuel ratio is more accurately controlled, the fuel correction coefficient can be controlled based on the target air-fuel ratio under various working conditions, and the actual air-fuel ratio can quickly and stably follow the target air-fuel ratio.
Description
Technical Field
The invention belongs to the field of engine control, and particularly relates to a short-term fuel correction control method for an engine.
Background
The engine air-fuel ratio has a crucial impact on emissions. Therefore, in an engine electric control system, an air-fuel ratio closed-loop control function is very important, and the actual air-fuel ratio can be controlled to be close to the theoretical air-fuel ratio by correcting the fuel injection quantity in real time, so that the conversion efficiency of the catalytic converter is highest.
However, since the fuel injection amount has a large deviation due to manufacturing variation of vehicles and aging of an injector, if the fuel is injected according to a predetermined injection amount, the actual air-fuel ratio deviates from the theoretical air-fuel ratio more, and the closed-loop control adjustment range of the air-fuel ratio is limited, an engine fuel correction control strategy is developed accordingly.
The fuel correction is divided into short-term fuel correction and long-term fuel correction. The short-term fuel correction is real-time correction control of the fuel injection quantity according to the rich and lean conditions of the mixed gas in the early working cycle fed back by the oxygen sensor. The change of the long-term fuel correction coefficient is a qualitative change formed on the basis of the quantity of the result continuously and correctly fed back by the electronic control unit. The invention provides a short-term fuel correction control method for an engine, which is used for adjusting a short-term fuel correction value based on a target air-fuel ratio under each working condition to realize quick and stable following of an actual air-fuel ratio.
Disclosure of Invention
The invention aims to provide a short-term fuel correction control method for an engine, which can intelligently perform fuel correction compensation, realize that the actual air-fuel ratio quickly and stably follows the theoretical air-fuel ratio, and improve the emission performance of the engine.
The technical scheme adopted by the invention is as follows:
after the activation condition of the short-term fuel correction of the engine is met, closed-loop control is carried out according to a short-term fuel correction error (a target air-fuel ratio and an actual short-term fuel correction error) and a short-term fuel correction error change rate (a target air-fuel ratio and an actual short-term fuel correction error change rate) and a preset fuzzy control rule to obtain real-time short-term fuel correction.
The input quantities of the fuzzy controller are: short term fuel correction error r STErr And short term fuel correction errorsRate of change of difference dr STErr . The output of the fuzzy controller is: short-term fuel correction error fuzzy correction coefficient r Fuzzy . Correcting error r based on short term fuel EGRErr Short term fuel correction error rate of change dr EGRErr And a preset fuzzy control rule is adopted to determine a short-term fuel correction error coefficient r FuelST The process of (2) may include: correcting the short-term fuel to the error r respectively STErr And short term fuel correction error rate of change dr STErr Fuzzification processing is carried out to obtain a first fuzzy amount and a second fuzzy amount; obtaining a fuzzy control quantity according to the first fuzzy quantity, the second fuzzy quantity and a preset fuzzy control rule; defuzzification processing is carried out on the fuzzy control quantity to obtain a short-term fuel correction error coefficient r FuelST 。
Compared with the prior art, the invention has the following advantages and beneficial effects:
according to the invention, the deviation between the actual air-fuel ratio and the target air-fuel ratio can be further compensated through a fuzzy control strategy, the air-fuel ratio is more accurately controlled, the fuel correction coefficient can be controlled based on the target air-fuel ratio under each working condition, and the actual air-fuel ratio can quickly and stably follow the target air-fuel ratio.
Drawings
FIG. 1 is a schematic representation of membership functions for short term fuel correction errors;
FIG. 2 is a schematic representation of membership functions for short term fuel correction error rate of change;
FIG. 3 is a schematic of a membership function for the output of a fuzzy control quantity;
fig. 4 is a fuzzy control rule table.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
After the activation condition of the short-term fuel correction of the engine is met, closed-loop control is carried out according to a short-term fuel correction error (a target air-fuel ratio and an actual short-term fuel correction error) and a short-term fuel correction error change rate (a target air-fuel ratio and an actual short-term fuel correction error change rate) and a preset fuzzy control rule to obtain real-time short-term fuel correction. Wherein the short term fuel correction error and the rate of change of the short term fuel correction error are prior art and thus can be obtained according to the prior art.
Firstly, determining the conditions of fuel correction control, and starting to perform the fuel correction control after the following conditions are met:
1) the oxygen sensor has been activated for a period of time, in this example 0.5 s;
2) the engine is in a running state or in a stopping process;
3) catalyst diagnostics have not begun. The diagnosis of the catalyst requires forced control of air-fuel ratio and open loop of fuel control;
4) related part faults of the oil injection system, such as an oxygen sensor, an oil injector, an oil rail system and the like, do not occur;
5) the fuel cut request of any cylinder does not occur, and the self-learning activation is allowed after the fuel cut recovery needs to be delayed for a period of time T. The time T is the actual engine speed n, the actual load rho and the current water temperature T Coolant I.e. T-max [ f ] 1 (n，T Coolant )，f 2 (n，rho)]. As the oil injection is not carried out in the oil cut-off process in the process of a large number of tests, the air-fuel ratio parameters identified by the exhaust system are inaccurate and are abnormally large; after the fuel cut is recovered, because the fuel cut is not recovered for a long time in a test, the short-term fuel correction is large, and the rotating speed of the engine is greatly interfered, self-learning needs to be carried out after a period of time delay. After a large number of tests, the short-term fuel correction is more accurate when the engine speed is higher, the water temperature is higher and the load is larger after the fuel cut is recovered. In this example, f 1 And f 2 The calibration data are shown in tables 1 and 2:
TABLE 1 f 1 Calibration data table
TABLE 2 f 2 Calibration data table
If any one of the activation conditions is not satisfied at any stage in the short-term fuel correction control process, the short-term fuel correction compensation is terminated, and the short-term fuel correction compensation can not be continued until the next activation condition is satisfied.
If the condition is not met or the short term fuel correction compensation is terminated, the fuel correction is gradually transitioned to 1 based on the current value by the following method: i.e. the absolute value of the maximum rate of change limiting the fuel correction:
1) when the fuel correction is increasing during the fuel correction transition to 1
The maximum fuel correction change rate depends on the engine speed and the water temperature after filtering, and the fuel correction fluctuation transition is avoided:
dr FuelSTMax ＝f(n Filter ,T Coolant ),
in the formula, n Filter Is the engine speed after real-time filtering, and is updated once every fixed updating period delta T Coolant The water temperature of the engine is updated once every fixed updating period delta T.
Wherein n is Filter (N)＝C1×[n-n Filter (N-1)]+n Filter (N-1), wherein N ═ 1,2,3, N Filter (N-1) the filtered engine speed of the sampling period of the (N-1) th time; n is Filter (N) the filtered engine speed of the Nth sampling period; the difference between them is a fixed update period Δ T (10 ms in this example); n is the actual engine speed of the Nth sampling period, in particular N Filter (0) Equal to 0. The first order low pass filter coefficient at this time is the engine speed filter coefficient C1.
2) When the fuel correction is not in an increasing trend during the fuel correction transition to 1
The absolute value of the maximum fuel correction change rate also depends on the rotating speed and the water temperature of the filtered engine, so that the fuel correction fluctuation transition is avoided:
dr FuelSTMax ＝f(n Filter ,T Coolant )
in the formula, n Filter Is the engine speed after real-time filtering, and is updated once after every fixed updating period delta T Coolant The water temperature of the engine is updated once every fixed updating period delta T for real-time.
Wherein n is Filter (N)＝C2×[n-n Filter (N-1)]+n Filter (N-1). The first order low pass filter coefficient at this time is the engine speed filter coefficient C2.
The smaller the filter coefficient C1 or C2 is, the smoother the engine speed is, the more than 0 and less than 1 both of C1 and C2 are in the range, and C1 is not more than C2, namely, the situation that the change of the fuel correction is too small due to too fast change of the speed is avoided when the fuel correction is increased, and engine shake can occur.
Final f (n) Filter ,T Coolant ) The calibration parameters are shown in table 3, and the calibration bases are: during the short-term fuel correction control from active to inactive, the engine torque fluctuates by no more than ± 5 Nm.
TABLE 3 f (n) Filter ,T Coolant ) Calibration parameter table
After the fuel correction control condition is satisfied, the following control is performed:
firstly, obtaining a short-term fuel correction factor basic value r FuelSTBase The actual air-fuel ratio is divided by the target air-fuel ratio and subjected to first-order low-pass filtering, assuming that the original value of the actual air-fuel ratio divided by the target air-fuel ratio is r AFRatioRaw Which isFiltered value of r FuelSTBase 。
r FuelSTBase ＝K Filter ×r AFRatioRaw +(1-K Filter )×r FuelSTBaseOld ，r FuelSTBaseOld Short-term fuel correction factor basic value, K, calculated for the last sampling period Filter The filter coefficient is determined by the engine speed and load, and the control precision coefficient of the high-pressure common rail fuel pressure
Wherein p is FuelRailDsrd For a target high pressure rail fuel pressure, p FuelRailActual Actual high pressure rail fuel pressure), and the octane number of the oil. The larger the filter coefficient is, the more aggressive the short-term fuel correction closed-loop control is, but overshoot may occur; the smaller the filter coefficient, the less aggressive the short-term fuel correction closed-loop control, but the slower the response speed will occur. The fuel pressure difference can influence the fuel injection error, so that the actual fuel injection control precision can be influenced, and the filtering is larger when the absolute value of the high-pressure common rail fuel pressure control precision coefficient is smaller; the higher the octane number of the oil product is, the higher the combustion effect of the engine is, the better the control effect is, and the higher the octane number of the oil product is, the larger the filtering is; the larger the fluctuation of the fresh air amount is, the smaller the fuel correction change needs to be, the larger the fluctuation of air and fuel control is avoided, the combustion deterioration is improved, and the high emission is avoided.
Final short term fuel correction factor r FuelST ＝r FuelSTBase ×r Fuzzy Wherein r is Fuzzy And correcting the error fuzzy correction coefficient for the short-term fuel. The realization of the fuzzy control requires the establishment of a membership function. The establishment of the membership function has a certain principle, and the fuzzy control process is insensitive to the shape of the membership function of the linguistic variable value and only sensitive to the range of the membership degree, so that the triangular or trapezoidal membership function can be adopted, and the membership degree can be calculated.
In the specific implementation process, a fuzzy controller needs to be constructed, and the input quantity of the fuzzy controller is as follows: short term fuel correction error r STErr And short term fuel correction error rate of change dr STErr . The output of the fuzzy controller is: short-term fuel correction error fuzzy correction coefficient r Fuzzy . Correcting error r based on short term fuel EGRErr Short term fuel correction error rate of change dr EGRErr And a preset fuzzy control rule is adopted to determine a short-term fuel correction error coefficient r FuelST The process of (a) may include: respectively correcting the short-term fuel oil to obtain error r STErr And short term fuel correction error rate of change dr STErr Fuzzification processing is carried out to obtain a first fuzzy amount and a second fuzzy amount; obtaining a fuzzy control quantity according to the first fuzzy quantity, the second fuzzy quantity and a preset fuzzy control rule; defuzzification processing is carried out on the fuzzy control quantity to obtain a short-term fuel correction error coefficient r FuelST 。
Before the above steps are executed, the preset fuzzy control rules can be arranged into a fuzzy control rule table in advance and stored. The following describes a construction process of the fuzzy control rule table with a specific example. Of course, in the specific implementation process, the number of the divided fuzzy sets and the setting range of the domain of discourse may be set according to actual needs and multiple tests.
Correcting the short-term fuel for error r STErr Divided into 7 fuzzy sets, and the universe of discourse can be set as [ -1, 1 [)]That is, when the short-term fuel correction error is less than-0.4, the module control rule is negative large (NB), and when the short-term fuel correction error is greater than 0.4, the module control rule is positive large (PB). It should be noted that the domain of discourse is selected to be [ -1, 1]The reason for this is that the control rule is adjusted only when the short-term fuel correction error is indicated to be between-1 and 1 (the short-term fuel correction error is not too large), so as to improve the control accuracy (the short-term fuel correction error is large by adopting a "large step", the control response time is improved, the short-term fuel correction error is small by adopting a "small step", the control response accuracy), and the fuzzy set membership function is shown in fig. 1. Wherein a negative large (NB) indicates that the actual air-fuel ratio is about 0.4 larger than the target air-fuel ratio; negative Middle (NM) indicates that the actual air-fuel ratio is about 0.2 greater than the target air-fuel ratio; minus or minus (NS) indicates that the actual air-fuel ratio is about 0.1 greater than the target air-fuel ratio; zero (ZO) indicates that the actual air-fuel ratio is close to the target air-fuel ratio; positive Small (PS) indicates actual nullThe fuel ratio is about 0.1 smaller than the target air-fuel ratio; positive Middle (PM) indicates that the actual air-fuel ratio is smaller than the target air-fuel ratio by about 0.2; positive large (PB) indicates that the actual air-fuel ratio is smaller than the target air-fuel ratio by about 0.4.
Correcting the short-term fuel oil by the error change rate dr EGRErr The same is divided into 5 fuzzy sets, and the universe of discourse can be set to [ -1, 1]When the short-term fuel correction error change rate is lower than-1/s, the module control rule belongs to negative large (NB), and when the short-term fuel correction error change rate is higher than 1/s, the module control rule belongs to positive large (PB). The discourse domain is chosen as [ -1, 1]The reason for the adjustment is that the control rule is adjusted only when the short-term fuel correction error change rate is indicated to be between-1/s and 1/s (the short-term fuel correction error change rate is not large), so that the control precision is improved (the short-term fuel correction error change rate adopts 'large step', the control response time is improved, the short-term fuel correction error change rate adopts 'small step', and the control response precision is improved). Wherein, the negative large (NB) indicates that the change rate of the short-term fuel correction error is about-1/s; the Negative Small (NS) indicates that the change rate of the short-term fuel correction error is about-0.4/s; zero (ZO) indicates that the short-term fuel correction error change rate is about 0/s; the Positive Small (PS) indicates that the change rate of the short-term fuel correction error is about 0.4/s; a positive large (PB) indicates a short term fuel correction error rate of change of around 1/s, as shown in FIG. 2.
The output of the fuzzy controller is a fuzzy control quantity, and the domain of regard can be set to [0.7, 1.3] (namely, the error correction coefficient of the fuel correction is allowed to be within +/-0.3, if the fuel correction is too large, the fuel control deviation is too large, and the oil way system has a fault), namely, the final fuzzy control quantity is limited within the range of 0.7 to 1.3, and the membership function of the fuzzy control quantity can be shown in fig. 3.
For example, the fuzzy control rule design criteria are: "the more the target air-fuel ratio is higher than the actual air-fuel ratio, the faster the air-fuel ratio rises, and the larger the amount of fuzzy control increases"; "the target air-fuel ratio is close to the actual air-fuel ratio, the air-fuel ratio is not changed greatly, and the fuzzy control amount is basically kept unchanged"; "the more the target air-fuel ratio is lower than the actual air-fuel ratio, the faster the air-fuel ratio decrease speed is, the larger the decrease in the amount of fuzzy control is".
Accordingly, the following 35 fuzzy control rules may be employed:
if the target air-fuel ratio of Rule 1 is greatly smaller than the actual air-fuel ratio, the air-fuel ratio is rapidly reduced, and then the fuzzy control amount is greatly reduced;
if the target air-fuel ratio of Rule 2 is greatly smaller than the actual air-fuel ratio, the air-fuel ratio is slowly reduced, and then the fuzzy control amount is greatly reduced;
if the target air-fuel ratio of Rule 3 is greatly smaller than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then greatly reducing the fuzzy control quantity;
if the target air-fuel ratio of Rule 4 is greatly smaller than the actual air-fuel ratio, the air-fuel ratio is slowly increased, and the fuzzy control amount is reduced in the then;
if the target air-fuel ratio is greatly smaller than the actual air-fuel ratio, the air-fuel ratio rapidly rises, and then the fuzzy control amount is slightly reduced;
if the target air-fuel ratio of Rule 6 is larger than the actual air-fuel ratio and the air-fuel ratio is rapidly reduced, then the fuzzy control amount is greatly reduced;
if the target air-fuel ratio is larger than the actual air-fuel ratio and the air-fuel ratio is slowly reduced, the fuzzy control amount is reduced in the then;
if the target air-fuel ratio is larger than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then slightly reducing the fuzzy control amount;
if 9, the target air-fuel ratio is lower than the actual air-fuel ratio, the air-fuel ratio slowly rises, and then the fuzzy control amount is slightly reduced;
if the target air-fuel ratio is larger than the actual air-fuel ratio and the air-fuel ratio rapidly rises, then basically keeping the fuzzy control quantity;
if the target air-fuel ratio of Rule 11 is slightly lower than the actual air-fuel ratio, the air-fuel ratio is rapidly reduced, and then the fuzzy control amount is greatly reduced;
if the target air-fuel ratio of Rule 12 is slightly lower than the actual air-fuel ratio, the air-fuel ratio is slowly reduced, and the fuzzy control amount is reduced in the then;
if the target air-fuel ratio is slightly lower than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then slightly reducing the fuzzy control amount;
if the target air-fuel ratio of Rule 14 is slightly lower than the actual air-fuel ratio, the air-fuel ratio rises slowly, and then the fuzzy control quantity is basically maintained;
if the target air-fuel ratio is slightly lower than the actual air-fuel ratio and the air-fuel ratio rises quickly, then slightly increasing the fuzzy control amount;
if the target air-fuel ratio of Rule 16 is basically equal to the actual air-fuel ratio, the air-fuel ratio is decreased quickly, and then the fuzzy control amount is greatly reduced;
if target air-fuel ratio is substantially equal to actual air-fuel ratio and air-fuel ratio is decreased slowly, then slightly decreasing the amount of fuzzy control;
if the target air-fuel ratio is basically equal to the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then basically keeping the fuzzy control quantity;
rule 19 if the target air-fuel ratio is substantially equal to the actual air-fuel ratio and the air-fuel ratio rises slowly, then slightly increasing the amount of the fuzzy control;
rule 20: if target air-fuel ratio is substantially equal to actual air-fuel ratio and air-fuel ratio rises quickly, then increases fuzzy control amount in the middle;
if the target air-fuel ratio of Rule 21 is slightly higher than the actual air-fuel ratio, the air-fuel ratio is decreased rapidly, and the fuzzy control amount is reduced in the then;
if the target air-fuel ratio of Rule 22 is slightly higher than the actual air-fuel ratio, the air-fuel ratio is slowly reduced, and then the fuzzy control quantity is basically maintained;
if the target air-fuel ratio is slightly higher than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then slightly increasing the fuzzy control amount;
if the target air-fuel ratio of Rule 24 is slightly higher than the actual air-fuel ratio, the air-fuel ratio slowly rises, and the fuzzy control amount is increased in the then;
if the target air-fuel ratio is slightly higher than the actual air-fuel ratio, the air-fuel ratio rises quickly, and the fuzzy control amount is increased in the then;
if the target air-fuel ratio is higher than the actual air-fuel ratio and the air-fuel ratio is decreased rapidly, then slightly reducing the fuzzy control amount;
if the target air-fuel ratio of Rule 27 is higher than the actual air-fuel ratio and the air-fuel ratio slowly drops, then basically keeping the fuzzy control quantity;
if the target air-fuel ratio of Rule 28 is higher than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then slightly increasing the fuzzy control amount;
if the target air-fuel ratio is higher than the actual air-fuel ratio, the air-fuel ratio slowly rises, and the fuzzy control amount is increased in the same way;
the Rule 30: if target air-fuel ratio is higher than the actual air-fuel ratio and the air-fuel ratio rises rapidly, then greatly increases the amount of fuzzy control.
If the target air-fuel ratio of Rule 31 is greatly higher than the actual air-fuel ratio, the air-fuel ratio is rapidly reduced, and then the fuzzy control amount is slightly reduced;
if the target air-fuel ratio of Rule 32 is greatly higher than the actual air-fuel ratio, the air-fuel ratio is slowly reduced, and then the fuzzy control amount is slightly increased;
if the target air-fuel ratio of Rule 33 is greatly higher than the actual air-fuel ratio, the air-fuel ratio is basically unchanged, and the fuzzy control amount is increased in the then;
if the target air-fuel ratio of Rule 34 is greatly higher than the actual air-fuel ratio, the air-fuel ratio is slowly increased, and then the fuzzy control amount is greatly increased;
the Rule 35: if target air-fuel ratio is much higher than the actual air-fuel ratio and the air-fuel ratio rises quickly, then increases the amount of the fuzzy control greatly.
In this case, the fuzzy control rules may be arranged in a fuzzy control rule table as shown in fig. 4.
After the currently detected short-term fuel correction error and the change rate of the short-term fuel correction error are respectively fuzzified into corresponding fuzzy sets, and after a first fuzzy quantity and a second fuzzy quantity are determined, a fuzzy control quantity can be obtained according to the fuzzy control rule table.
Further, the obtained fuzzy control quantity needs to be defuzzified to obtain an accurate control quantity. There are many methods of defuzzification, for example, the most common methods are the maximum membership method, the center of gravity method, and the weighted average method.
For example, in this embodiment, the center-of-gravity method may be used to perform defuzzification processing, and the following formula is used to obtain the fuzzy control output u corresponding to the short-term fuel correction error and the short-term fuel correction error change rate, where the fuzzy control output u is the short-term fuel correction coefficient:
in the formula, mu c (u i ) Is u i Degree of membership of u i Indicating the ith fuzzy control input quantity. It should be noted that the gravity center method is an existing defuzzification method, and a specific calculation method may participate in the related description in the prior art, which is not described in detail herein.
Because the structure of an engine oil injection system is complex, the air-fuel ratio of combustion of an engine cylinder and the air-fuel ratio detected by an exhaust system have the characteristics of nonlinearity, time variation and large delay, and the conventional PID control is difficult to control fuel correction.
Correcting the final short-term fuel correction coefficient r FuelST And multiplying the target air-fuel ratio which is not corrected by the fuel at the beginning to obtain the final target air-fuel ratio. And performing fuel injection control based on the target air-fuel ratio to realize fuel closed loop.
In the fuzzy control process, the target air-fuel ratio is a parameter in the fuzzy control strategy, so that the fuzzy control strategy has certain flexibility, and in the actual application process, the target air-fuel ratio can be set to be a variable value to adapt to the requirements of the internal combustion engine on the air-fuel ratio under different working conditions.
The knowledge and thinking, learning and reasoning, association and decision processes of relevant experts are identified and modeled by a computer, and are controlled to realize self-tuning, so that the intelligent control of the air-fuel ratio can be further upgraded, the deviation between the actual air-fuel ratio and the target air-fuel ratio is compensated, the accurate control of the air-fuel ratio is facilitated, the fuel compensation can be controlled based on the actual air-fuel ratio under each working condition, and the technical effect that the actual air-fuel ratio quickly and stably follows the actual air-fuel ratio is realized.
It will be understood by those skilled in the art that the foregoing is merely a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included within the scope of the present invention.
Claims (6)
1. An engine short-term fuel correction control method is characterized by comprising the following steps:
s1, obtaining the basic value r of the short-term fuel correction coefficient FuelSTBase (ii) a The air-fuel ratio is obtained by dividing the actual air-fuel ratio by the target air-fuel ratio and performing first-order low-pass filtering, and the calculation formula is as follows:
r FuelSTBase ＝K Filter ×r AFRatioRaw +(1-K Filter )×r FuelSTBaseOld
in the formula, r AFRatioRaw Is the actual air-fuel ratio divided by the target air-fuel ratio original value, r FuelSTBaseOld Calculating a short-term fuel correction coefficient basic value for the last sampling period; k Filter The filter coefficient is a filter coefficient, the larger the filter coefficient is, the more rapid short-term fuel correction closed-loop control is, the filter coefficient depends on the rotating speed and load of an engine, the high-pressure common rail fuel pressure control precision coefficient and the octane number of an oil product, and the calculation formula is as follows:
in the formula, k 1 (n, rho) is a filter coefficient under a basic working condition determined by the engine speed n and the load rho; k is a radical of formula 2 (r FuelAccuracy ) A filter compensation coefficient determined for the high-pressure common rail fuel pressure control precision coefficient, and a high-pressure common rail fuel pressure control precision coefficient
Wherein p is FuelRailDsrd Target high-pressure oil railFuel pressure, p FuelRailActual The actual high-pressure fuel rail fuel pressure; k is a radical of 3 (r Octane ) Filter compensation factor determined for the octane number of the oil product, where r Octane The octane number coefficient of the oil product;
based on the difference rho between the target fresh air density and the actual fresh air density AirErr With target fresh air density rho Desrd Ratio of (A to B)
And a filter compensation coefficient determined by the engine speed n;
s2, obtaining the short-term fuel correction coefficient r FuelST ＝r FuelSTBase ×r Fuzzy Wherein r is Fuzzy The fuzzy correction coefficient is a short-term fuel correction error fuzzy correction coefficient and is obtained by a fuzzy controller; the input of the fuzzy controller is short-term fuel correction error r STErr And short term fuel correction error rate of change dr STErr The output of the fuzzy controller is a short-term fuel correction error fuzzy correction coefficient r Fuzzy ；
Correcting error r based on short term fuel EGRErr Short term fuel correction error rate of change dr EGRErr And a preset fuzzy control rule is adopted to determine a short-term fuel correction error coefficient r FuelST The method comprises the following steps: correcting the short-term fuel to the error r respectively STErr And short term fuel correction error rate of change dr STErr Fuzzification processing is carried out to obtain a first fuzzy amount and a second fuzzy amount; obtaining a fuzzy control quantity according to the first fuzzy quantity, the second fuzzy quantity and a preset fuzzy control rule; defuzzification processing is carried out on the fuzzy control quantity to obtain a short-term fuel correction error coefficient r FuelST ；
Correcting the short-term fuel for error r STErr Dividing into 7 fuzzy sets, and setting the universe of discourse as [ -1, 1 [ -1]Adjusting the control rule when the short-term fuel correction error is between-1 and 1; the 7 fuzzy sets include: minus large NB, which indicates that the actual air-fuel ratio is about 0.4 larger than the target air-fuel ratio; negative middle NM, tableThe actual air-fuel ratio is larger than the target air-fuel ratio by about 0.2; minus NS indicates that the actual air-fuel ratio is about 0.1 greater than the target air-fuel ratio; zero ZO, indicating that the actual air-fuel ratio is close to the target air-fuel ratio; plus or minus PS indicates that the actual air-fuel ratio is about 0.1 smaller than the target air-fuel ratio; the middle PM shows that the actual air-fuel ratio is smaller than the target air-fuel ratio by about 0.2; positive large PB indicating actual air-fuel ratio is about 0.4 less than target air-fuel ratio;
correcting the short-term fuel oil by the error change rate dr EGRErr Dividing into 5 fuzzy sets, setting discourse domain as [ -1, 1 [)]Adjusting the control rule when the change rate of the short-term fuel correction error is between-1/s and 1/s; the 5 fuzzy sets include: the large negative NB shows that the change rate of the short-term fuel correction error is about-1/s; negative small NS indicates that the change rate of the short-term fuel correction error is about-0.4/s; zero ZO, which indicates that the change rate of the short-term fuel correction error is about 0/s; the positive small PS indicates that the change rate of the short-term fuel correction error is about 0.4/s; positive large PB indicates that the change rate of the short-term fuel correction error is about 1/s;
the fuzzy control rule standard is as follows: the more the target air-fuel ratio is higher than the actual air-fuel ratio, the faster the air-fuel ratio rises, and the larger the fuzzy control amount increases; the target air-fuel ratio is close to the actual air-fuel ratio, the air-fuel ratio change is small, and the fuzzy control amount is basically kept unchanged; the more the target air-fuel ratio is lower than the actual air-fuel ratio, the faster the air-fuel ratio decrease speed is, and the larger the fuzzy control amount is reduced;
s3, correcting the short-term fuel by a coefficient r FuelST Multiplying the target air-fuel ratio which is not corrected by fuel oil originally to obtain a final target air-fuel ratio; and performing oil injection control based on the final target air-fuel ratio to realize closed-loop fuel oil.
2. The engine short-term fuel correction control method according to claim 1, characterized in that the output of the fuzzy controller is a fuzzy control quantity, the discourse domain is set to [0.7, 1.3], and the fuzzy control rule is as follows:
if the target air-fuel ratio of Rule 1 is greatly smaller than the actual air-fuel ratio, the air-fuel ratio is rapidly reduced, and then the fuzzy control amount is greatly reduced;
if 2, the target air-fuel ratio is greatly smaller than the actual air-fuel ratio, the air-fuel ratio is slowly reduced, and then the fuzzy control quantity is greatly reduced;
if the target air-fuel ratio of Rule 3 is greatly smaller than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then greatly reducing the fuzzy control quantity;
if the target air-fuel ratio of Rule 4 is greatly smaller than the actual air-fuel ratio, the air-fuel ratio is slowly increased, and the fuzzy control amount is reduced in the then;
if the target air-fuel ratio is greatly smaller than the actual air-fuel ratio, the air-fuel ratio rapidly rises, and then the fuzzy control amount is slightly reduced;
if the target air-fuel ratio of Rule 6 is larger than the actual air-fuel ratio and the air-fuel ratio is rapidly reduced, then the fuzzy control amount is greatly reduced;
if the target air-fuel ratio is larger than the actual air-fuel ratio and the air-fuel ratio is slowly reduced, the fuzzy control amount is reduced in the then;
if the target air-fuel ratio is larger than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then slightly reducing the fuzzy control amount;
if the target air-fuel ratio is lower than the actual air-fuel ratio and the air-fuel ratio rises slowly, then slightly reducing the fuzzy control amount;
if the target air-fuel ratio is larger than the actual air-fuel ratio and the air-fuel ratio rapidly rises, then basically keeping the fuzzy control quantity;
if the target air-fuel ratio of Rule 11 is slightly lower than the actual air-fuel ratio, the air-fuel ratio is rapidly reduced, and then the fuzzy control amount is greatly reduced;
if the target air-fuel ratio of Rule 12 is slightly lower than the actual air-fuel ratio, the air-fuel ratio is slowly reduced, and the fuzzy control amount is reduced in the then;
if the target air-fuel ratio is slightly lower than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then slightly reducing the fuzzy control amount;
if 14 Rule, the target air-fuel ratio is slightly lower than the actual air-fuel ratio, the air-fuel ratio rises slowly, and then the fuzzy control quantity is basically kept;
if the target air-fuel ratio is slightly lower than the actual air-fuel ratio and the air-fuel ratio rises quickly, then slightly increasing the fuzzy control amount;
if the target air-fuel ratio of Rule 16 is basically equal to the actual air-fuel ratio, the air-fuel ratio is decreased quickly, and then the fuzzy control amount is greatly reduced;
if target air-fuel ratio of Rule 17 is basically equal to actual air-fuel ratio and air-fuel ratio slowly drops, then slightly reduces fuzzy control quantity;
if the target air-fuel ratio is basically equal to the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then basically keeping the fuzzy control quantity;
rule 19 if the target air-fuel ratio is substantially equal to the actual air-fuel ratio and the air-fuel ratio rises slowly, then slightly increasing the amount of the fuzzy control;
rule 20: if target air-fuel ratio is substantially equal to actual air-fuel ratio and air-fuel ratio rises quickly, then increases fuzzy control amount in the middle;
if the target air-fuel ratio of Rule 21 is slightly higher than the actual air-fuel ratio, the air-fuel ratio is decreased rapidly, and the fuzzy control amount is reduced in the then;
if the target air-fuel ratio of Rule 22 is slightly higher than the actual air-fuel ratio, the air-fuel ratio is slowly reduced, and then the fuzzy control quantity is basically maintained;
if the target air-fuel ratio is slightly higher than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then slightly increasing the fuzzy control amount;
if the target air-fuel ratio of Rule 24 is slightly higher than the actual air-fuel ratio, the air-fuel ratio slowly rises, and the fuzzy control amount is increased in the then;
if the target air-fuel ratio is slightly higher than the actual air-fuel ratio, the air-fuel ratio rises quickly, and the fuzzy control amount is increased in the then;
if the target air-fuel ratio is higher than the actual air-fuel ratio and the air-fuel ratio is decreased rapidly, then slightly reducing the fuzzy control amount;
if the target air-fuel ratio of Rule 27 is higher than the actual air-fuel ratio, the air-fuel ratio is slowly reduced, and then the fuzzy control quantity is basically kept;
if the target air-fuel ratio of Rule 28 is higher than the actual air-fuel ratio and the air-fuel ratio is basically unchanged, then slightly increasing the fuzzy control amount;
if the target air-fuel ratio is higher than the actual air-fuel ratio, the air-fuel ratio slowly rises, and the amount of fuzzy control is increased in the same way;
the Rule 30: if target air-fuel ratio is higher than the actual air-fuel ratio and the air-fuel ratio rises rapidly, then greatly increases the amount of fuzzy control.
If the target air-fuel ratio of Rule 31 is greatly higher than the actual air-fuel ratio, the air-fuel ratio is rapidly reduced, and then the fuzzy control amount is slightly reduced;
if the target air-fuel ratio of Rule 32 is greatly higher than the actual air-fuel ratio, the air-fuel ratio is slowly reduced, and then the fuzzy control amount is slightly increased;
if the target air-fuel ratio of Rule 33 is greatly higher than the actual air-fuel ratio, the air-fuel ratio is basically unchanged, and the fuzzy control amount is increased in the then;
if the target air-fuel ratio of Rule 34 is greatly higher than the actual air-fuel ratio, the air-fuel ratio is slowly increased, and then the fuzzy control amount is greatly increased;
the Rule 35: if target air-fuel ratio is much higher than the actual air-fuel ratio and the air-fuel ratio rises quickly, then increases the amount of the fuzzy control greatly.
3. The engine short-term fuel correction control method according to claim 2, characterized in that the center-of-gravity method is used for defuzzification, and the fuzzy control output u corresponding to the short-term fuel correction error and the change rate of the short-term fuel correction error is obtained by the following formula, and the fuzzy control output u is a short-term fuel correction coefficient:
in the formula, mu c (u i ) Is u i Degree of membership of u i Indicating the ith fuzzy control input quantity.
4. The engine short-term fuel correction control method according to claim 1, characterized in that the engine short-term fuel correction control is performed when a condition for the fuel correction control is satisfied; the conditions of the fuel correction control are as follows:
1) the oxygen sensor has been activated for a certain time;
2) the engine is in a running state or in a stopping process;
3) catalyst diagnostics not initiated;
4) the relevant parts of the oil injection system are normal;
5) a fuel cut request does not occur to any cylinder, and a period of time T needs to be delayed after the fuel cut is recovered;
if any one of the above conditions is not met, the short term fuel correction compensation is terminated, and the short term fuel correction compensation is not continued until the conditions are met.
5. The engine short-term fuel correction control method as claimed in claim 4, characterized in that the delayed period of time T is the actual engine speed n, the actual load rho and the current water temperature T Coolant Function of (c):
T＝max[f 1 (n，T Coolant )，f 2 (n，rho)]
in the formula (f) 1 The actual rotating speed n of the engine and the current water temperature T Coolant Calibration, f 2 And calibrating by the actual rotating speed n and the actual load rho of the engine.
6. The engine short term fuel correction control method as set forth in claim 4 or 5, characterized in that if the condition of the fuel correction control is not satisfied or the short term fuel correction compensation is terminated, the absolute value of the maximum rate of change of the fuel correction is limited so that the fuel correction coefficient is gradually transitioned to 1 based on the current value, by the following method:
1) when the fuel correction coefficient is in the increasing trend during the fuel correction transition to 1
Maximum corrected rate of change dr of fuel FuelSTMax And (3) avoiding fuel correction fluctuation transition according to the filtered engine speed and water temperature:
dr FuelSTMax ＝f(n Filter ,T Coolant )
in the formula, n Filter Updating the engine speed after real-time filtering every fixed updating period delta T, T Coolant The water temperature of the engine is updated once every fixed updating period delta T in the same way; the filtered engine speeds are as follows:
n Filter (N)＝C1×[n-n Filter (N-1)]+n Filter (N-1)
wherein N is 1,2,3, N Filter (N-1) the filtered engine speed of the sampling period of the (N-1) th time; n is Filter (N) the filtered engine speed of the Nth sampling period; the difference is a fixed update period delta T; n is the actual engine speed of the Nth sampling period, N Filter (0) Equal to 0; the first-order low-pass filter coefficient is the engine speed filter coefficient C1;
2) when the fuel correction is not increasing during the fuel correction transition to 1
Maximum fuel correction rate of change absolute value dr FuelSTMax And also depends on the filtered engine speed and water temperature, so that the fuel correction fluctuation transition is avoided:
dr FuelSTMax ＝f(n Filter ,T Coolant )
in the formula, n Filter For the real-time filtered engine speed, it is also updated once every fixed update period Δ T, T Coolant The water temperature of the engine is updated once every fixed updating period delta T in the same way; the filtered engine speeds are as follows:
n Filter (N)＝C2×[n-n Filter (N-1)]+n Filter (N-1)
the first-order low-pass filter coefficient is the engine speed filter coefficient C2;
the filter coefficients C1 and C2 are both in the range of more than 0 and less than 1, and C1 is less than or equal to C2, so that the situation that the fuel correction is too small due to too fast change of the rotating speed when the fuel correction is increased is avoided;
final f (n) Filter ,T Coolant ) And calibrating by the engine speed and the water temperature after filtering.
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