CN116044587B - Engine excess air ratio control method, device, vehicle and storage medium - Google Patents
Engine excess air ratio control method, device, vehicle and storage medium Download PDFInfo
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- CN116044587B CN116044587B CN202211716411.1A CN202211716411A CN116044587B CN 116044587 B CN116044587 B CN 116044587B CN 202211716411 A CN202211716411 A CN 202211716411A CN 116044587 B CN116044587 B CN 116044587B
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- 238000000034 method Methods 0.000 title claims abstract description 55
- 239000000446 fuel Substances 0.000 claims abstract description 17
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- 238000004590 computer program Methods 0.000 claims description 3
- 238000011217 control strategy Methods 0.000 abstract description 14
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 18
- 230000000694 effects Effects 0.000 description 10
- 238000002485 combustion reaction Methods 0.000 description 7
- 239000003344 environmental pollutant Substances 0.000 description 6
- 239000003345 natural gas Substances 0.000 description 6
- 231100000719 pollutant Toxicity 0.000 description 6
- 230000009286 beneficial effect Effects 0.000 description 2
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Classifications
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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
- F02D41/0002—Controlling intake air
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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
- F02D2200/1002—Output torque
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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
- Y02T10/12—Improving ICE efficiencies
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- Chemical & Material Sciences (AREA)
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- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention belongs to the technical field of vehicles, and discloses a method, a device, a vehicle and a storage medium for controlling excessive air coefficient of an engine, wherein the engine is provided with at least two mode sections divided based on rotating speed and torque, different mode sections respectively correspond to different control modes, the control modes corresponding to the different mode sections can reduce the excessive air coefficient of the engine, in the method for controlling the excess air ratio of the engine, the actual rotating speed and the actual torque of the engine are firstly obtained, the actual mode interval where the engine is located is judged according to the actual rotating speed and the actual torque of the engine, and a control mode corresponding to the actual mode interval is executed. The control method for the excessive air coefficient of the engine can flexibly select different control modes according to different load working conditions so as to select a proper control strategy to reduce the excessive air coefficient and obtain the optimal fuel consumption rate.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a method and a device for controlling an excessive air coefficient of an engine, a vehicle and a storage medium.
Background
Methane is one of the main subjects of natural gas engine emission control as the main emission pollutant of natural gas engines.
Currently, natural gas engines are typically reduced in pollutant emissions by either directly reducing the amount of fuel combustion pollutants produced or by post-treatment reactions. For the scheme of directly reducing the generation quantity of fuel combustion pollutants, the shape of a combustion chamber is usually optimized at present, the mixing uniformity of natural gas and air is improved, and the aim of reducing methane emission is fulfilled, but when the load of an engine is gradually reduced and the air excess coefficient of mixed gas in a cylinder is increased, the scheme can only improve local over-concentration or over-dilution within a certain range and has very limited effect.
Aiming at the problems, the prior art discloses a method for controlling the excessive air coefficient combustion of a gasoline engine, which is characterized in that the current load state of the engine is judged according to the operation condition of the engine by monitoring the operation condition of the engine, and the same control strategy is adopted under different load states so as to maintain the excessive air coefficient in different ranges. However, there is a problem in that the effect and strength of each control strategy for reducing the excess air ratio are different, and the control effect of the excess air ratio is poor due to the adoption of a single control strategy under different load conditions.
Disclosure of Invention
According to one aspect of the invention, the invention provides a method for controlling the excess air ratio of an engine, which aims to solve the problem that in the prior art, a single control strategy is adopted under different load conditions, so that the control effect of the excess air ratio is poor.
In order to achieve the above purpose, the invention adopts the following technical scheme:
The engine is provided with at least two mode sections divided based on rotating speed and torque, different control modes respectively correspond to different mode sections, and the control modes corresponding to different mode sections can reduce the excessive air coefficient of the engine;
the engine excess air ratio control method includes:
A pattern interval division, the pattern interval division comprising: at least two mode sections are divided according to the rotating speed of the engine and the torque of the engine, different control modes respectively correspond to different mode sections, and the control modes corresponding to different mode sections can reduce the excessive air coefficient of the engine;
Acquiring the actual rotating speed of the engine and the actual torque of the engine;
and judging an actual mode section where the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode section.
As a preferable mode of the engine excess air ratio control method, the pattern section includes a pattern section one and a pattern section two, the pattern section one corresponds to a control pattern one, and the control pattern one includes: reducing the opening of the intake throttle valve; the second mode interval corresponds to a second control mode, and the second control mode comprises: reducing the opening of the exhaust throttle valve;
judging an actual mode interval in which the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval comprises the following steps:
acquiring a threshold parameter according to the actual rotation speed of the engine, wherein the threshold parameter comprises a mode one upper limit threshold, a mode one lower limit threshold and a mode two lower limit threshold, and the mode one lower limit threshold is larger than the mode two lower limit threshold;
determining that an actual torque of the engine is not greater than a mode-upper threshold;
comparing the actual torque of the engine with the mode lower limit threshold;
if the actual torque of the engine is not smaller than the mode lower limit threshold, determining that the engine is in a mode interval I, and executing a control mode I;
If the actual torque of the engine is smaller than the mode lower limit threshold, determining that the actual torque of the engine is not smaller than the mode second lower limit threshold;
And determining that the engine is in a second mode interval, and executing a second control mode.
As a preferable mode of the engine excess air ratio control method, the mode section further includes a mode section three corresponding to a control mode three including: reducing the opening of the intake throttle valve and simultaneously reducing the opening of the exhaust throttle valve;
The threshold parameters further comprise a mode three lower limit threshold, and the mode two lower limit threshold is larger than the mode three lower limit threshold;
Judging an actual mode interval in which the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval further comprises:
If the actual torque of the engine is smaller than the second mode lower limit threshold, comparing the actual torque of the engine with the third mode lower limit threshold;
And if the actual torque of the engine is not smaller than the mode three lower limit threshold, determining that the engine is in a mode section three, and executing a control mode three.
As a preferable mode of the engine excess air ratio control method, the mode section further includes a mode section four corresponding to a control mode four including: reducing the opening of the intake throttle valve, reducing the opening of the exhaust throttle valve, and simultaneously increasing the opening of the supercharger bleed valve;
the threshold parameters further comprise a mode four lower limit threshold, and the mode three lower limit threshold is greater than the mode four lower limit threshold;
Judging an actual mode interval in which the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval further comprises:
If the actual torque of the engine is smaller than the mode three lower limit threshold, comparing the actual torque of the engine with the mode four lower limit threshold;
And if the actual torque of the engine is not smaller than the mode four lower limit threshold, the engine is in a mode section four, and a control mode four is executed.
As a preferable mode of the engine excess air ratio control method, the mode section further includes a mode section five corresponding to a control mode five including: reducing the opening of an air inlet throttle valve, reducing the opening of an exhaust throttle valve, increasing the opening of a supercharger air release valve, and simultaneously cutting off fuel injection and air inlet of part of cylinders;
Judging an actual mode interval in which the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval further comprises:
And executing a control mode five if the actual torque of the engine is smaller than the mode four lower limit threshold.
As a preferable mode of the engine excess air ratio control method, in the control mode one, a target opening degree of the intake throttle valve is determined based on a difference between an actual torque of the engine and the mode lower limit threshold value.
As a preferable mode of the engine excess air ratio control method, in the second control mode, a target opening degree of the exhaust throttle valve is determined based on a difference between an actual torque of the engine and the second mode lower limit threshold value.
According to another aspect of the present invention, there is provided an engine excess air ratio control apparatus comprising:
the engine rotating speed acquisition module is used for acquiring the actual rotating speed of the engine;
The engine torque acquisition module is used for acquiring the actual torque of the engine;
The actual mode interval judging and executing module is used for judging an actual mode interval where the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval.
According to still another aspect of the present invention, there is provided a vehicle including an engine, further comprising:
ECU；
A rotation speed sensor for detecting an actual rotation speed of the engine and transmitting the detected actual rotation speed to the ECU;
A torque sensor for detecting an actual torque of the engine and transmitting the detected actual torque to the ECU;
A memory for storing one or more programs;
the one or more programs, when executed by the ECU, cause the ECU to control the vehicle to implement the engine air excess factor control method described above.
According to still another aspect of the present invention, there is provided a storage medium having stored thereon a computer program which, when executed by an ECU, causes a vehicle to implement the above-described engine air excess factor control method.
The beneficial effects of the invention are as follows:
the invention provides an engine excess air ratio control method, a device, a vehicle and a storage medium, wherein the engine is provided with at least two mode sections divided based on rotating speed and torque, different mode sections respectively correspond to different control modes, the control modes corresponding to different mode sections can reduce the excess air coefficient of the engine, the control method of the excess air coefficient of the engine firstly obtains the actual rotating speed and the actual torque of the engine, judges the actual mode section of the engine according to the actual rotating speed and the actual torque of the engine, and executes the control mode corresponding to the actual mode section. The control method of the excessive air coefficient of the engine divides different mode intervals according to different load working conditions, determines the mode interval according to the actual rotating speed and the actual torque of the engine, and executes corresponding control modes, so that different control modes are flexibly selected according to different load working conditions, the excessive air coefficient is reduced by selecting a proper control strategy, and the optimal fuel consumption rate is obtained.
Drawings
FIG. 1 is a flowchart of a method for controlling an excess air ratio of an engine in accordance with an embodiment of the present invention;
FIG. 2 is a second flowchart of a method for controlling an excess air ratio of an engine according to an embodiment of the present invention;
FIG. 3 is an external characteristic of torque versus speed for an engine in an embodiment of the present invention;
FIG. 4 is a graph of various mode intervals versus engine speed and torque for an embodiment of the present invention;
FIG. 5 is a schematic view showing the structure of an excessive air ratio control apparatus of an engine in an embodiment of the invention;
fig. 6 is a schematic view of a vehicle in an embodiment of the invention.
In the figure:
310. An engine speed acquisition module; 320. an engine torque acquisition module; 330. the actual mode interval judging and executing module;
400. an ECU; 410. a rotation speed sensor; 420. a torque sensor; 430. a memory.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are orientation or positional relationships based on those shown in the drawings, merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
Example 1
In the method for controlling pollutant emission of a natural gas engine, for the scheme for directly reducing the generation quantity of fuel combustion pollutants, the shape of a combustion chamber is usually optimized at present, the mixing uniformity of natural gas and air is improved, the purpose of reducing methane emission is achieved, but when the load of the engine is gradually reduced, and the excessive air coefficient of mixed gas in a cylinder is increased, the effect of the scheme is very limited. Aiming at the problems, the prior art discloses a method for controlling the excessive air coefficient combustion of a gasoline engine, which is characterized in that the current load state of the engine is judged according to the operation condition of the engine by monitoring the operation condition of the engine, and the same control strategy is adopted under different load states so as to maintain the excessive air coefficient in different ranges. However, there is a problem in that the effect and strength of each control strategy for reducing the excess air ratio are different, and the control effect of the excess air ratio is poor due to the adoption of a single control strategy under different load conditions.
In view of the above problems, the present embodiment provides a method for controlling an excess air ratio of an engine, so as to solve the problem that in the prior art, a single control strategy is adopted under different load conditions, which results in poor control effect of the excess air ratio, and the method can be used in the technical field of vehicles. The engine excess air ratio control method is performed by an engine excess air ratio control device that can be implemented by software and/or hardware and integrated in a vehicle.
The engine is provided with at least two mode sections divided based on the rotating speed and the torque, different control modes respectively correspond to different mode sections, and the control modes corresponding to the different mode sections can reduce the excess air ratio of the engine.
In this embodiment, the mode interval includes a mode interval one and a mode interval two, the mode interval one corresponds to a control mode one, and the control mode one includes: reducing the opening of the intake throttle valve; the second mode interval corresponds to a second control mode, and the second control mode comprises: the opening degree of the exhaust throttle valve is reduced. By decreasing the opening degree of the intake throttle valve, the intake air amount can be decreased to decrease the excess air ratio. By reducing the opening of the exhaust throttle valve, the air pressure downstream of the turbocharger can be reduced, thereby reducing the intake pressure of the turbine in the turbocharger, reducing the air compressing capacity of the compressor, reducing the intake air amount of the engine, reducing the excess air ratio, and simultaneously reducing the fuel consumption rate.
As shown in fig. 1, the engine excess air ratio control method includes the following steps.
S100: the actual rotational speed of the engine is obtained.
The actual rotational speed of the engine may be obtained specifically by a rotational speed sensor.
S110: the actual torque of the engine is obtained.
The actual torque of the engine can be obtained by a torque sensor.
After step S110, the following steps are performed: and judging an actual mode section of the engine according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode section. The mode interval of the engine is determined according to the actual rotating speed and the actual torque of the engine, and corresponding control modes are executed, so that different control modes are flexibly selected according to different load working conditions, an appropriate control strategy is selected to reduce the excess air coefficient, and the optimal fuel consumption rate is obtained.
Specifically, in the present embodiment, the control method for determining the actual mode section in which the engine is located according to the actual rotation speed of the engine and the actual torque of the engine and executing the control method corresponding to the actual mode section includes steps S120 to S151.
S120: and acquiring a threshold parameter according to the actual rotation speed of the engine.
The threshold parameters include a mode one upper threshold, a mode one lower threshold, and a mode two lower threshold, the mode one lower threshold is greater than the mode two lower threshold, and the mode one upper threshold is greater than the mode one lower threshold.
S130: it is determined that the actual torque of the engine is not greater than the mode-upper threshold.
If the actual torque of the engine is not greater than the mode-upper threshold, the condition that the engine is in partial load is indicated, and the excess air ratio of the engine needs to be controlled. In addition, if the actual torque of the engine is greater than the mode-one upper threshold, the engine is indicated to be under the full-load normal working condition at the moment, and no excessive air coefficient control measures are needed.
S140: the actual torque of the engine is compared to a mode lower threshold.
If the actual torque of the engine is not less than the mode lower limit threshold, then S141 is executed; if the actual torque of the engine is less than the mode lower limit threshold, S150 is performed.
S141: and determining that the engine is in a mode interval I, and executing a control mode I.
If the actual torque of the engine is not smaller than the mode lower limit threshold value, the actual torque of the engine is still at a larger level, and other control measures besides reducing the opening of the air inlet throttle valve are not needed, so that the air inflow can be reduced by reducing the opening of the air inlet throttle valve, and the air excess coefficient is reduced.
It will be appreciated that in step S141, after the opening degree of the intake throttle valve is appropriately reduced, the adjustment of the opening degree of the intake throttle valve should be stopped so that the intake throttle valve is always kept at a certain opening degree, avoiding the continuous reduction of the opening degree of the intake throttle valve.
Optionally, in the first control mode, the target opening of the intake throttle valve is determined according to a difference between the actual torque of the engine and a lower mode limit threshold, so that different target opening of the intake throttle valve is selected according to different actual torques of the engine to adapt to actual requirements. Specifically, the smaller the difference value, the smaller the target opening degree, i.e., the larger the reduced opening degree.
S150: it is determined that the actual torque of the engine is not less than the mode two lower limit threshold.
If the actual torque of the engine is smaller than the mode lower limit threshold, the engine load is lower at the moment, and if the excessive air coefficient is controlled by only reducing the opening degree of the air inlet throttle valve, the problem of poor regulation effect exists, and the actual torque of the engine is determined not to be smaller than the mode second lower limit threshold at the moment, so that the engine load at the moment is determined to be in a range suitable for controlling the mode second.
S151: executing a second control mode, wherein the second control mode comprises: the opening degree of the exhaust throttle valve is reduced.
The exhaust throttle valve is positioned at the downstream of the turbocharger, and the turbocharger utilizes the pressure difference at the upstream and downstream of the exhaust throttle valve to drive the turbine to work, so that the air pressure at the downstream of the turbocharger can be reduced by reducing the opening of the exhaust throttle valve, thereby reducing the air inlet pressure of the turbine in the turbocharger, reducing the air compressing capacity of the compressor, reducing the air inflow of the engine, reducing the excess air coefficient and simultaneously reducing the fuel consumption rate.
It is understood that in step S151, after the opening degree of the exhaust throttle valve is appropriately reduced, the adjustment of the opening degree of the exhaust throttle valve should be stopped so that the exhaust throttle valve is always kept at a certain opening degree, avoiding continuous reduction of the opening degree of the exhaust throttle valve.
Optionally, in the second control mode, the target opening of the exhaust throttle valve is determined according to the difference between the actual torque of the engine and the second lower limit threshold of the mode, so that different target opening of the exhaust throttle valve is selected according to different actual torques of the engine to adapt to actual requirements. Specifically, the smaller the difference value, the smaller the target opening degree, i.e., the larger the reduced opening degree.
According to the method for controlling the excessive air coefficient of the engine, different mode intervals are divided according to different load working conditions, the mode intervals where the engine is located are determined according to the actual rotating speed and the actual torque of the engine, and corresponding control modes are executed, so that different control modes are flexibly selected according to different load working conditions, the excessive air coefficient is reduced according to a proper control strategy, and the optimal fuel consumption rate is obtained. Specifically, according to the actual rotation speed of the engine, acquiring threshold parameters such as a mode one upper limit threshold value, a mode lower limit threshold value and a mode two lower limit threshold value, determining that the actual torque of the engine is not greater than the mode one upper limit threshold value, namely determining that the engine is under the working condition of partial load, comparing the actual torque of the engine with the mode lower limit threshold value, if the actual torque of the engine is not less than the mode lower limit threshold value, executing a control mode I, and reducing the opening of an air inlet throttle valve in the control mode I so as to reduce the air inflow so as to reduce the excessive air coefficient; if the actual torque of the engine is smaller than the mode lower limit threshold, determining that the actual torque of the engine is not smaller than the mode second lower limit threshold, executing a control mode II, and reducing the opening of an exhaust throttle valve in the control mode II, thereby reducing the air inlet pressure of a turbine in the turbocharger, reducing the air compressing capacity of a compressor, reducing the air inflow of the engine and reducing the excess air coefficient. The control method for the excessive air coefficient of the engine flexibly selects a first control mode or a second control mode according to different load working conditions.
Example two
The present embodiment provides an engine excess air ratio control method, which is embodied on the basis of the first embodiment described above.
In this embodiment, the mode section includes a mode section one and a mode section two, and further includes a mode section three, a mode section four, a mode section five, and a normal control mode section.
The mode interval III corresponds to a control mode III, and the control mode III comprises: the opening degree of the intake throttle valve is reduced, and at the same time, the opening degree of the exhaust throttle valve is reduced to reduce the excess air ratio of the engine.
The mode interval four corresponds to a control mode four, and the control mode four comprises: the opening degree of the intake throttle valve is reduced, the opening degree of the exhaust throttle valve is reduced, and at the same time, the opening degree of the supercharger air release valve is increased. The opening of the air inlet throttle valve is reduced, the opening of the air outlet throttle valve is reduced, and the opening of the air release valve of the supercharger is increased, so that the air inflow of the supercharger is reduced, the air compression capacity of the air compressor is reduced, the air inflow of the engine is reduced, and the excess air coefficient is reduced.
The mode interval five corresponds to a control mode five, which includes: the opening degree of the intake throttle valve is reduced, the opening degree of the exhaust throttle valve is reduced, the opening degree of the supercharger air release valve is increased, and fuel injection and intake air of part of cylinders are cut off at the same time. On the basis of reducing the opening of the air inlet throttle valve, reducing the opening of the air outlet throttle valve and increasing the opening of the air release valve of the supercharger, fuel injection and air inlet of part of cylinders are cut off at the same time, so that the excess air ratio can meet the actual requirement and the optimal fuel consumption rate can be obtained.
As shown in fig. 2, the engine air excess factor control method includes the following steps.
S200: the actual rotational speed of the engine is obtained.
S210: the actual torque of the engine is obtained.
After step S210, an actual mode interval in which the engine is located is determined according to an actual rotational speed of the engine and an actual torque of the engine, and a control manner corresponding to the actual mode interval is executed, which specifically includes steps S220-S280.
S220: and acquiring a threshold parameter according to the actual rotation speed of the engine.
The threshold parameters comprise a mode one upper limit threshold, a mode lower limit threshold, a mode two lower limit threshold, a mode three lower limit threshold and a mode four lower limit threshold, wherein the mode one upper limit threshold is larger than the mode lower limit threshold, the mode lower limit threshold is larger than the mode two lower limit threshold, the mode two lower limit threshold is larger than the mode three lower limit threshold, and the mode three lower limit threshold is larger than the mode four lower limit threshold.
Optionally, the specific process of step S220 is that, first, a relation chart of each mode interval and the rotational speed and torque of the engine is obtained, the relation chart may be marked in an external characteristic chart of the torque and the rotational speed of the engine, the corresponding mode interval is marked, and curves of various threshold parameters are drawn, fig. 3 shows an external characteristic chart of the torque and the rotational speed of the engine in this embodiment, the relation chart of each mode interval and the rotational speed and torque of the engine may be summarized through a large number of actual steps in the early stage, one of the relation charts is exemplarily given, and as shown in fig. 4, five curves below the external characteristic chart of the torque and the rotational speed of the engine are sequentially a mode one upper limit threshold curve, a mode one lower limit threshold curve, a mode two lower limit threshold curve, a mode three lower limit threshold curve and a mode four lower limit threshold curve under different rotational speeds of the engine. And then inquiring corresponding threshold parameters from the relation diagram based on the actual rotation speed of the engine.
S230: the actual torque of the engine is compared to the magnitude of a mode-upper threshold.
If the actual torque of the engine is greater than the mode-one upper threshold, step S231 is executed; if the actual torque of the engine is not greater than the mode-high threshold, step S240 is performed.
S231: the engine is determined to be in a normal control mode interval.
If the actual torque of the engine is greater than the mode-upper threshold, the engine is indicated to be under the normal working condition of full load at the moment, and the normal control mode can be executed without taking excessive air coefficient control measures. The normal control mode refers to restoration of normal fuel injection and intake and exhaust of each cylinder, while opening degrees of the intake throttle valve, the exhaust throttle valve, and the supercharger purge valve are restored to initial levels before execution of the control method.
If the actual torque of the engine is not greater than the mode-upper threshold, the engine is under the working condition of partial load, the excess air ratio of the engine needs to be controlled,
S240: the actual torque of the engine is compared to a mode lower threshold.
If the actual torque of the engine is not less than the mode lower limit threshold, executing step S241; if the actual torque of the engine is less than the mode lower threshold, step S250 is performed.
S241: and determining that the engine is in a mode interval I, and executing a control mode I.
S250: the actual torque of the engine is compared with the mode two lower threshold.
If the actual torque of the engine is not less than the mode two lower threshold, executing step S251; if the actual torque of the engine is less than the mode two lower threshold, step S260 is performed.
S251: and determining that the engine is in a second mode interval and executing a second control mode.
S260: the actual torque of the engine is compared to the magnitude of the mode three lower threshold.
If the actual torque of the engine is not less than the mode three lower threshold, step S261 is executed; if the actual torque of the engine is less than the mode three lower threshold, step S270 is performed.
S261: and determining that the engine is in a mode interval III, and executing a control mode III.
If the actual torque of the engine is smaller than the lower limit threshold of the second mode and not smaller than the lower limit threshold of the third mode, the condition that the engine is in partial load is indicated, and at the moment, the opening degree of the air inlet throttle valve is independently reduced or the opening degree of the air outlet throttle valve is reduced, so that the requirement cannot be met, the third mode is controlled, the opening degree of the air inlet throttle valve is reduced, and the opening degree of the air outlet throttle valve is simultaneously reduced.
S270: the actual torque of the engine is compared to the magnitude of the mode four lower threshold.
If the actual torque of the engine is not less than the mode four lower threshold, step S271 is executed; if the actual torque of the engine is less than the mode four lower threshold, step S280 is performed.
S271: and determining that the engine is in a mode interval four, and executing a control mode four.
If the actual torque of the engine is smaller than the mode three lower limit threshold but not smaller than the mode four lower limit threshold, this indicates that the load of the engine has been further reduced at this time, and the control of the air excess factor at this time needs to further execute the control mode four on the basis of the control mode three.
S280: and determining that the engine is in a mode interval five, and executing a control mode five.
If the actual torque of the engine is less than the mode four lower threshold, it indicates that the engine is approaching an idle state at this time, and thus control mode five is executed.
Optionally, after step S280, step S200 is returned.
According to the method for controlling the excessive air ratio of the engine, on the basis of the method for controlling the excessive air ratio of the engine in the first embodiment, when the actual torque of the engine is further reduced, different control measures are adopted according to the actual torque of the engine, so that the excessive air ratio is reduced by selecting a proper control strategy, and the optimal fuel consumption rate is obtained.
It will be appreciated that in other embodiments, those skilled in the art may also adjust the number of control modes and specific control measures according to actual needs, for example, if the actual torque of the engine is less than the third lower threshold, it is not compared with the fourth lower threshold, but directly adjusted by adopting the fifth control mode; alternatively, more transition modes are set between control mode three and control mode five, and a responsive mode threshold lower limit is set, and the actual torque of the engine is compared with the mode threshold lower limit to determine whether to execute the control mode.
Example III
The present embodiment provides an engine excess air ratio control apparatus that can execute the engine excess air ratio control method described in the above embodiment.
Specifically, as shown in fig. 5, the engine excess air ratio control apparatus includes an engine speed acquisition module 310, an engine torque acquisition module 320, and an actual mode interval determination and execution module 330.
Wherein, the engine speed acquisition module 310 is configured to acquire a speed of the engine; the engine torque acquisition module 320 is configured to acquire torque of an engine; the actual mode interval determination and execution module 330 is configured to determine an actual mode interval in which the engine is located according to an actual rotational speed of the engine and an actual torque of the engine, and execute a control manner corresponding to the actual mode interval.
The device for controlling the excessive air coefficient of the engine provided by the embodiment obtains the rotating speed of the engine through the engine rotating speed obtaining module 310; acquiring torque of the engine by the engine torque acquisition module 320; the actual mode interval determination and execution module 330 determines an actual mode interval in which the engine is located according to the actual rotational speed of the engine and the actual torque of the engine, and executes a control mode corresponding to the actual mode interval. Different control modes can be flexibly selected according to different load working conditions, so that an appropriate control strategy is selected to reduce the excess air coefficient, and the optimal fuel consumption rate is obtained.
Example IV
The present embodiment provides a vehicle, as shown in fig. 6, which includes an engine, and further includes an ECU400, a rotation speed sensor 410, a torque sensor 420, and a memory 430.
Specifically, the rotation speed sensor 410 is configured to detect the rotation speed of the engine, and transmit the detected rotation speed to the ECU400; torque sensor 420 is used to detect the torque of the engine and transmit the detected torque to ECU400.
The memory 430 is a computer readable storage medium that can be used to store software programs, computer executable programs, and modules, such as program instructions/modules corresponding to the method for controlling the excess air ratio of the engine in the embodiment of the present invention. The ECU400 executes various functional applications of the vehicle and data processing, namely, implements the engine excess air ratio control method of the above-described embodiment, by running software programs, instructions, and modules stored in the memory 430.
The memory 430 mainly includes a storage program area and a storage data area, wherein the storage program area can store an operating system, at least one application program required for functions; the storage data area may store data created according to the use of the terminal, etc. In addition, memory 430 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid-state storage device. In some examples, memory 430 may further include memory 430 located remotely from ECU400, which may be connected to the vehicle via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The vehicle provided in the fourth embodiment of the present invention belongs to the same inventive concept as the engine excess air ratio control method provided in the above embodiment, and technical details not described in detail in the present embodiment can be seen in the above embodiment, and the present embodiment has the same advantageous effects of executing the engine excess air ratio control method.
Example five
A fifth embodiment of the present invention provides a storage medium having stored thereon a computer program which, when executed by an ECU, causes a vehicle to implement the engine excess air ratio control method according to the above-described embodiment of the present invention.
Of course, the storage medium including the computer executable instructions provided by the embodiment of the invention is not limited to the operations in the method for controlling the excessive air ratio of the engine, but can also execute the related operations in the device for controlling the excessive air ratio of the engine provided by the embodiment of the invention, and has corresponding functions and beneficial effects.
From the above description of embodiments, it will be clear to a person skilled in the art that the present invention may be implemented by means of software and necessary general purpose hardware, but of course also by means of hardware, although in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a FLASH Memory (FLASH), a hard disk, or an optical disk of a computer, etc., and include several instructions for causing a computer device (which may be a robot, a personal computer, a server, or a network device, etc.) to execute the method for controlling an air ratio of an engine according to the embodiments of the present invention.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the invention. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
Claims (9)
1. The control method for the excessive air coefficient of the engine is characterized in that the engine is provided with at least two mode sections divided based on the rotating speed and the torque, different control modes respectively correspond to different mode sections, and the excessive air coefficient of the engine can be reduced by the control modes corresponding to the different mode sections;
the engine excess air ratio control method includes:
Acquiring the actual rotating speed of the engine and the actual torque of the engine;
Judging an actual mode interval in which the engine is positioned according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval;
The mode interval comprises a mode interval I and a mode interval II, the mode interval I corresponds to a control mode I, and the control mode I comprises the following steps: reducing the opening of the intake throttle valve; the second mode interval corresponds to a second control mode, and the second control mode comprises: reducing the opening of the exhaust throttle valve;
judging an actual mode interval in which the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval comprises the following steps:
acquiring a threshold parameter according to the actual rotation speed of the engine, wherein the threshold parameter comprises a mode one upper limit threshold, a mode one lower limit threshold and a mode two lower limit threshold, and the mode one lower limit threshold is larger than the mode two lower limit threshold;
determining that an actual torque of the engine is not greater than a mode-upper threshold;
comparing the actual torque of the engine with the mode lower limit threshold;
if the actual torque of the engine is not smaller than the mode lower limit threshold, determining that the engine is in a mode interval I, and executing a control mode I;
If the actual torque of the engine is smaller than the mode lower limit threshold, determining that the actual torque of the engine is not smaller than the mode second lower limit threshold;
And determining that the engine is in a second mode interval, and executing a second control mode.
2. The engine air excess factor control method according to claim 1, wherein the pattern section further includes a pattern section three corresponding to a control pattern three including: reducing the opening of the intake throttle valve and simultaneously reducing the opening of the exhaust throttle valve;
The threshold parameters further comprise a mode three lower limit threshold, and the mode two lower limit threshold is larger than the mode three lower limit threshold;
Judging an actual mode interval in which the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval further comprises:
If the actual torque of the engine is smaller than the second mode lower limit threshold, comparing the actual torque of the engine with the third mode lower limit threshold;
And if the actual torque of the engine is not smaller than the mode three lower limit threshold, determining that the engine is in a mode section three, and executing a control mode three.
3. The engine air excess factor control method according to claim 2, wherein the pattern section further includes a pattern section four corresponding to a control pattern four including: reducing the opening of the intake throttle valve, reducing the opening of the exhaust throttle valve, and simultaneously increasing the opening of the supercharger bleed valve;
the threshold parameters further comprise a mode four lower limit threshold, and the mode three lower limit threshold is greater than the mode four lower limit threshold;
Judging an actual mode interval in which the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval further comprises:
If the actual torque of the engine is smaller than the mode three lower limit threshold, comparing the actual torque of the engine with the mode four lower limit threshold;
And if the actual torque of the engine is not smaller than the mode four lower limit threshold, the engine is in a mode section four, and a control mode four is executed.
4. The engine air excess factor control method according to claim 3, wherein the pattern section further includes a pattern section five corresponding to a control pattern five including: reducing the opening of an air inlet throttle valve, reducing the opening of an exhaust throttle valve, increasing the opening of a supercharger air release valve, and simultaneously cutting off fuel injection and air inlet of part of cylinders;
Judging an actual mode interval in which the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval further comprises:
And executing a control mode five if the actual torque of the engine is smaller than the mode four lower limit threshold.
5. The engine excess air ratio control method according to any one of claims 1 to 4, characterized in that in the control mode one, a target opening degree of the intake throttle valve is determined based on a difference between an actual torque of the engine and the mode lower limit threshold value.
6. The engine excess air ratio control method according to any one of claims 1 to 4, characterized in that in the control mode two, a target opening degree of the exhaust throttle valve is determined based on a difference between an actual torque of the engine and the mode two lower limit threshold value.
7. An engine excess air ratio control apparatus characterized by comprising:
the engine rotating speed acquisition module is used for acquiring the actual rotating speed of the engine;
The engine torque acquisition module is used for acquiring the actual torque of the engine;
the actual mode interval judging and executing module is used for judging an actual mode interval where the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval;
The mode interval comprises a mode interval I and a mode interval II, the mode interval I corresponds to a control mode I, and the control mode I comprises the following steps: reducing the opening of the intake throttle valve; the second mode interval corresponds to a second control mode, and the second control mode comprises: reducing the opening of the exhaust throttle valve;
judging an actual mode interval in which the engine is located according to the actual rotating speed of the engine and the actual torque of the engine, and executing a control mode corresponding to the actual mode interval comprises the following steps:
acquiring a threshold parameter according to the actual rotation speed of the engine, wherein the threshold parameter comprises a mode one upper limit threshold, a mode one lower limit threshold and a mode two lower limit threshold, and the mode one lower limit threshold is larger than the mode two lower limit threshold;
determining that an actual torque of the engine is not greater than a mode-upper threshold;
comparing the actual torque of the engine with the mode lower limit threshold;
if the actual torque of the engine is not smaller than the mode lower limit threshold, determining that the engine is in a mode interval I, and executing a control mode I;
If the actual torque of the engine is smaller than the mode lower limit threshold, determining that the actual torque of the engine is not smaller than the mode second lower limit threshold;
And determining that the engine is in a second mode interval, and executing a second control mode.
8. Vehicle, including the engine, its characterized in that still includes:
ECU；
A rotation speed sensor for detecting an actual rotation speed of the engine and transmitting the detected actual rotation speed to the ECU;
A torque sensor for detecting an actual torque of the engine and transmitting the detected actual torque to the ECU;
A memory for storing one or more programs;
When the one or more programs are executed by the ECU, the ECU is caused to control a vehicle to implement the engine excess air ratio control method according to any one of claims 1 to 6.
9. A storage medium having stored thereon a computer program, characterized in that the vehicle implements the engine excess air ratio control method according to any one of claims 1 to 6 when the program is executed by an ECU.
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| CN108884775A (en) * | 2016-03-11 | 2018-11-23 | 马自达汽车株式会社 | The exhaust apparatus of engine |
| CN113882959A (en) * | 2021-10-18 | 2022-01-04 | 潍柴动力股份有限公司 | TV valve control method and device and storage medium |
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| JP3979066B2 (en) * | 2001-03-30 | 2007-09-19 | 日産自動車株式会社 | Engine air-fuel ratio control device |
| JP4045141B2 (en) * | 2002-07-30 | 2008-02-13 | ミヤマ株式会社 | Vehicle operating state evaluation system |
| DE112014006571B4 (en) * | 2014-04-10 | 2021-08-05 | Mitsubishi Electric Corporation | Engine start control device |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108884775A (en) * | 2016-03-11 | 2018-11-23 | 马自达汽车株式会社 | The exhaust apparatus of engine |
| CN113882959A (en) * | 2021-10-18 | 2022-01-04 | 潍柴动力股份有限公司 | TV valve control method and device and storage medium |
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