CN112576398B - Engine control method and device and vehicle - Google Patents

Engine control method and device and vehicle Download PDF

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Publication number
CN112576398B
CN112576398B CN202011445131.2A CN202011445131A CN112576398B CN 112576398 B CN112576398 B CN 112576398B CN 202011445131 A CN202011445131 A CN 202011445131A CN 112576398 B CN112576398 B CN 112576398B
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temperature
air
coefficient
engine
injection quantity
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CN112576398A (en
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赵钰鑫
王兴元
郭晓龙
杨军
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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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
    • F02D41/3005—Details not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • 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
    • 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
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

The embodiment of the invention discloses an engine control method, an engine control device and a vehicle. The engine control method includes: determining the state of the engine according to the state of the air-bleed brake valve and the temperature after inter-cooling; if the engine is in an air-leakage braking state or a first non-air-leakage braking state, determining a temperature oil injection quantity coefficient after intercooling according to the temperature after intercooling and a first correction relation curve; the first correction relation curve is used for storing the correlation relation between the correction values of the injection quantity coefficients of the post-intercooling temperature and the post-intercooling temperature; meanwhile, determining a smoke intensity limited oil injection quantity coefficient according to the intercooled temperature, the engine speed, the air inflow per cycle and a second correction relation curve; the second correction relation curve is used for storing the correlation relation between the post-intercooling temperature and the excess air coefficient correction value. The technical scheme provided by the embodiment of the invention can prevent the engine from stalling because the torque limit cannot provide enough power.

Description

Engine control method and device and vehicle
Technical Field
The embodiment of the invention relates to the technical field of vehicles, in particular to an engine control method, an engine control device and a vehicle.
Background
In the braking process of the series hybrid electric vehicle, braking power is generally provided by two ways, namely, a regenerative braking system, namely, a driving motor is used as a generator to run, partial kinetic energy of the vehicle is converted into electric energy, and a storage battery is charged, so that the braking purpose is achieved; the conventional engine auxiliary braking system comprises: exhaust braking, bleeder braking, in-cylinder braking, and the like.
However, for vehicles equipped with a bleeder brake system, researchers have found that the engine is likely to enter an overheat protection state or a smoke limit state during bleeder braking, resulting in a decrease in the amount of fuel injected and a limitation in output torque. As such, a phenomenon may occur in which the engine cannot provide sufficient power due to torque limitation, eventually leading to engine stall.
Disclosure of Invention
The invention provides an engine control method, an engine control device and a vehicle, which are used for preventing flameout of an engine due to the fact that a torque limit cannot provide enough power after air leakage braking of the engine is finished.
In a first aspect, an embodiment of the present invention provides an engine control method, including:
determining the state of the engine according to the state of the air-bleed brake valve and the temperature after inter-cooling; wherein the states of the engine include a bleeder braking state, a first non-bleeder braking state, and a second non-bleeder braking state;
if the engine is in the air-release braking state or the first non-air-release braking state, determining the oil injection quantity coefficient of the after-intercooling temperature according to the after-intercooling temperature and a first correction relation curve; the first correction relation curve is used for storing the correlation relation between the correction values of the injection quantity coefficients of the post-intercooling temperature and the post-intercooling temperature;
if the engine is in the air-release braking state or the first non-air-release braking state, determining a smoke intensity limited fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the air inflow per cycle and a second correction relation curve; the second correction relation curve is used for storing the correlation relation between the post-intercooling temperature and the excess air coefficient correction value.
In a second aspect, an embodiment of the present invention further provides an engine control apparatus, including:
the state determining module is used for determining the state of the engine according to the state of the air-bleed brake valve and the temperature after the air-bleed brake valve is subjected to intercooling; wherein the states of the engine include a bleeder braking state, a first non-bleeder braking state, and a second non-bleeder braking state;
the after-intercooling temperature fuel injection quantity coefficient determining module is used for determining an after-intercooling temperature fuel injection quantity coefficient according to the after-intercooling temperature and a first correction relation curve when the engine is in the air-leakage braking state or the first non-air-leakage braking state; the first correction relation curve is used for storing the correlation relation between the correction values of the injection quantity coefficients of the post-intercooling temperature and the post-intercooling temperature;
the smoke limit fuel injection quantity coefficient determining module is used for determining a smoke limit fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the air inflow per cycle and a second correction relation curve when the engine is in the air-release braking state or the first non-air-release braking state; the second correction relation curve is used for storing the correlation relation between the post-intercooling temperature and the excess air coefficient correction value.
In a third aspect, an embodiment of the present invention further provides a vehicle, including: one or more processors; a memory for storing one or more programs; the engine control method of the first aspect is implemented when the one or more programs are executed by the one or more processors.
According to the engine control method provided by the embodiment of the invention, the running state of the engine is divided into the air-leakage braking state, the first non-air-leakage braking state just after the air-leakage braking is finished and the second non-air-leakage braking state, and the oil injection quantity coefficient at the intercooled temperature and the smoke intensity limiting oil injection quantity coefficient are corrected under the air-leakage braking state and the first non-air-leakage braking state, so that the proper oil injection quantity is obtained. The problem of the limit of torsion that causes because the braking of losing air among the prior art is solved, realize preventing that the engine from because the limit of torsion can't provide sufficient power and flame-out's effect.
Drawings
FIG. 1 is a schematic flow chart diagram of a method for controlling an engine according to one embodiment of the present invention;
FIG. 2 is a flowchart illustrating an engine control method according to a second embodiment of the present invention;
fig. 3 is a schematic structural diagram of an engine control device according to a third embodiment of the present invention.
Detailed Description
Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the present disclosure are shown in the drawings, it is to be understood that the present disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but rather are provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the disclosure are for illustration purposes only and are not intended to limit the scope of the disclosure.
Before discussing exemplary embodiments in greater detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although a flowchart may describe the operations (or steps) as a sequential process, many of the operations can be performed in parallel, concurrently or simultaneously. In addition, the order of the operations may be re-arranged. The process may be terminated when its operations are completed, but may have additional steps not included in the figure. The processes may correspond to methods, functions, procedures, subroutines, and the like. In addition, the embodiments and features of the embodiments in the present invention may be combined with each other without conflict.
Example one
Fig. 1 is a schematic flow chart of an engine control method according to an embodiment of the present invention, which is applicable to a case where an engine of a tandem hybrid vehicle is controlled, and the method may determine a current operating state of the engine according to a state of a bleed-out brake valve and an after-intercooling temperature, and correct an after-intercooling temperature fuel injection quantity coefficient and a smoke limit fuel injection quantity coefficient when the engine is in a bleed-out braking state or a first non-bleed-out braking state, so as to solve a problem of torque limitation caused by bleed-out braking in the prior art. The method can be executed by an engine control device, which can be implemented by software and/or hardware and is generally integrated on a terminal, which can be an intelligent terminal with processing function, such as a driving computer, a vehicle-mounted computer, and the like.
Referring to fig. 1, the engine control method specifically includes the steps of:
and S110, determining the state of the engine according to the state of the air release brake valve and the temperature after the air release brake valve is cooled.
Wherein the engine's states include a bleeder braking state, a first non-bleeder braking state, and a second non-bleeder braking state. Specifically, the air-release braking state is a state in which the engine is in the air-release braking process, the first non-air-release braking state is a state after the air-release braking of the engine is just finished, and the second non-air-release braking state is a state after the air-release braking is finished for a period of time.
Specifically, a bleeder brake valve is typically provided in the bleeder brake system, and the engine can be brought into and out of the bleeder brake by controlling the opening and closing of the bleeder brake. During the air release braking process, the exhaust valves of the cylinders in the engine are always kept at certain opening degrees, so when some cylinders are charged, high-temperature exhaust gas of other cylinders enters the cylinders through the exhaust pipes, the exhaust valves and the intake pipes, and then the high-temperature exhaust gas is reversely fed into the intake pipelines through the intake valves, so that the temperature is abnormally increased after intercooling. Thus, the state of the engine can be determined according to the state of the bleeder brake valve and the post-intercooling temperature, and the specific implementation of S110 can be set by those skilled in the art according to practical situations, and is not limited herein. Optionally, S110 specifically includes:
and S111, if the state of the air release brake valve is open, determining that the engine is in the air release brake state.
And S112, if the state of the air release brake valve is closed, judging whether the temperature after inter-cooling is greater than or equal to a preset temperature threshold value.
And S113, if not, determining that the engine is in a second non-air-leakage braking state.
And S114, if yes, judging whether the change rate of the intercooled temperature is larger than or equal to a preset change rate threshold value.
And S115, if so, determining that the engine is in a first non-air-leakage braking state, otherwise, determining that the engine is in a second non-air-leakage braking state.
Specifically, when the air release brake valve is opened, the engine enters air release brake; when the air release brake valve is closed, the engine is released from air release braking. After the air-release brake is just finished, the high-temperature exhaust of other cylinders can not enter the cylinder in the air inlet state, so that the temperature can rapidly drop in a short time after the inter-cooling, and when the air-release brake valve is closed, if the conditions that the temperature after the inter-cooling is more than or equal to a preset temperature threshold value and the change rate of the temperature drop after the inter-cooling is more than or equal to a preset change rate threshold value are met, the engine can be determined to be in the air-release brake state which is just finished, namely in the first non-air-release brake state. It should be noted that specific values of the preset temperature threshold and the preset change rate threshold may be set by those skilled in the art according to practical situations, and are not limited herein.
And S120, if the engine is in the air-leakage braking state or the first non-air-leakage braking state, determining the oil injection quantity coefficient of the after-intercooling temperature according to the after-intercooling temperature and the first correction relation curve.
The first correction relation curve is used for storing the correlation relation between the correction value of the injection quantity coefficient of the post-intercooling temperature and the correction value of the post-intercooling temperature injection quantity coefficient.
S130, if the engine is in the air-release braking state or the first non-air-release braking state, determining a smoke limit fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the air inflow per cycle and the second correction relation curve.
And the second correction relation curve is used for storing the correlation between the intercooled temperature and the excess air coefficient correction value.
It can be understood from the foregoing that, when the engine is in the air-release braking state, the high-temperature exhaust gas of other cylinders enters the cylinder in the air intake state and then reversely enters the air intake pipeline through the air intake valve, so that the temperature is abnormally increased after the air intake; when the engine is in the first non-bleeder braking state, the already increased after-intercooling temperature has not yet fallen and is still at a higher temperature. And after the cold, the temperature is too high, so that the engine is easy to enter an overheat protection state or a smoke intensity limiting state, the fuel injection quantity is reduced, and the output torque is limited. The overheat protection state refers to the purpose of protecting the engine by reducing the fuel injection quantity and limiting the output torque of the engine when one or more of the engine oil temperature, the cooling water temperature, the fuel oil temperature and the after-intercooling temperature are too high. The smoke intensity limiting state refers to that a method for controlling the ratio of the circulating air inflow to the circulating oil supply is adopted, and proper oil injection quantity is selected according to the current circulating air inflow so as to meet the emission requirement and prevent the phenomenon of black smoke emission.
However, in the embodiment of the present invention, when the engine is in the air-release braking state or the first non-air-release braking state, the first correction relationship curve is used to correct the influence of the post-intercooling temperature rise caused by air-release braking on the post-intercooling temperature fuel injection quantity coefficient, so that the engine can be prevented from entering the overheat protection state due to the post-intercooling temperature rise caused by air-release braking, and the fuel injection quantity is prevented from being reduced. Meanwhile, the influence of the temperature rise after intercooling brought by air release braking on the smoke intensity limiting fuel injection quantity coefficient is corrected through the second correction relation curve, and the situation that the engine enters a smoke intensity limiting state due to the temperature rise after intercooling brought by air release braking can be avoided, so that the fuel injection quantity is prevented from being reduced.
According to the engine control method provided by the embodiment of the invention, the running state of the engine is divided into the air-leakage braking state, the first non-air-leakage braking state just after the air-leakage braking is finished and the second non-air-leakage braking state, and the oil injection quantity coefficient at the intercooled temperature and the smoke intensity limiting oil injection quantity coefficient are corrected under the air-leakage braking state and the first non-air-leakage braking state, so that the proper oil injection quantity is obtained. The problem of the limit of torsion that causes because the braking of losing air among the prior art is solved, realize preventing that the engine from because the limit of torsion can't provide sufficient power and flame-out's effect.
Example two
Fig. 2 is a flowchart illustrating an engine control method according to a second embodiment of the present invention. The present embodiment is optimized based on the above embodiments. Specifically, referring to fig. 2, the method specifically includes the following steps:
and S210, determining the state of the engine according to the state of the air release brake valve and the temperature after the air release brake valve is cooled.
S220, if the engine is in a deflation braking state or a first non-deflation braking state, inquiring a first relation curve according to the intercooled temperature to determine a first intercooled temperature oil injection quantity coefficient.
The first relation curve is used for storing the correlation between the after-intercooling temperature and the oil injection quantity coefficient of the after-first intercooling temperature.
Specifically, the first relation curve stores the correlation between the after-intercooling temperature and the after-first-intercooling temperature fuel injection quantity coefficient when the engine is not affected by the air leakage braking, when the engine is in the air leakage braking state or the first non-air leakage braking state, the after-intercooling temperature is greatly increased under the influence of the air leakage braking, and the first after-intercooling temperature fuel injection quantity coefficient obtained by query cannot be directly used as the after-intercooling temperature fuel injection quantity coefficient for calculating the overheat protection fuel injection quantity coefficient and needs to be corrected.
And S230, determining the oil injection quantity coefficient of the intercooled temperature according to the first intercooled temperature oil injection quantity coefficient, the intercooled temperature and the first correction relation.
Specifically, the specific implementation manner of S230 is various, and those skilled in the art can set the implementation manner according to practical situations, and the implementation manner is not limited herein. Optionally, S230 specifically includes:
s231, determining an overheating protection fuel injection quantity correction value corresponding to the intercooling temperature according to the intercooling temperature and the first correction relation.
S232, the first intercooled temperature oil injection quantity coefficient and the intercooled temperature oil injection quantity coefficient correction value are added, and the intercooled temperature oil injection quantity coefficient is determined.
It can be understood that errors caused by the fact that the oil injection quantity coefficient of the intercooling after temperature is abnormally increased due to air leakage braking to determine the oil injection quantity coefficient of the intercooling after temperature can be eliminated by correcting the oil injection quantity coefficient of the first intercooling after temperature, the finally determined oil injection quantity coefficient of the intercooling after temperature is matched with the current torque requirement, and then the engine is prevented from stalling.
It can also be understood that when the temperature after intercooling is lower than the preset temperature threshold, the engine does not enter the overheat protection state due to the excessively high temperature after intercooling, and when the temperature after intercooling is greater than or equal to the preset temperature threshold, the engine may enter the overheat protection state due to the excessively high temperature after intercooling. Therefore, in the first correction curve, for the part of the intercooled temperature which is smaller than the preset temperature threshold value, the corrected value of the intercooled temperature fuel injection quantity coefficient is equal to 0, and the first intercooled temperature fuel injection quantity coefficient is equal to the intercooled temperature fuel injection quantity coefficient.
And S240, if the engine is in the air leakage braking state or the first non-air leakage braking state, inquiring a second relation curve according to the rotating speed of the engine and the air inflow per cycle to determine a first excess air coefficient.
Wherein the second relationship curve is used for storing the correlation among the engine speed, the intake air amount per cycle and the first excess air ratio.
Specifically, when the engine is in the air-leakage braking state or the first non-air-leakage braking state, the temperature after intercooling is greatly increased under the influence of the air-leakage braking, and the first excess air coefficient obtained by inquiring cannot be directly used as the excess air coefficient for calculating the smoke limit fuel injection quantity coefficient and needs to be corrected.
And S250, determining the excess air coefficient according to the first excess air coefficient, the intercooled temperature and the first correction relation.
Specifically, the specific implementation manner of S250 is various, and those skilled in the art can set the implementation manner according to practical situations, and the implementation manner is not limited herein. Optionally, S250 specifically includes:
and S251, inquiring a second relation curve according to the engine speed and the air inflow per cycle to determine a first excess air coefficient.
And S252, adding the first excess air coefficient and the excess air coefficient correction value to determine the excess air coefficient.
It can be understood that by correcting the first excess air factor, the error caused by the abnormal increase of the temperature after the inter-cooling brought by the bleed-off brake to the determination of the excess air factor can be eliminated.
And S260, inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine the smoke intensity limited oil injection quantity coefficient.
And the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.
It can be understood that the smoke intensity limited fuel injection quantity coefficient is determined by using the corrected first excess air coefficient, namely the excess air coefficient, so that the finally determined smoke intensity limited fuel injection quantity coefficient can be matched with the current engine state, and the engine is prevented from stalling.
S270, if the engine is in a second non-air-leakage braking state, inquiring a first relation curve according to the intercooled temperature to determine a first intercooled temperature oil injection quantity coefficient, and determining the first intercooled temperature oil injection quantity coefficient as the intercooled temperature oil injection quantity coefficient.
The first relation curve is used for storing the correlation between the after-intercooling temperature and the first after-intercooling temperature fuel injection quantity coefficient.
Specifically, as described above, the first relation curve stores the correlation between the intercooled post-temperature and the first intercooled post-temperature fuel injection quantity coefficient when the engine is not affected by the air-bleed braking, when the engine is in the second non-air-bleed braking state, the higher intercooled post-temperature caused by the air-bleed braking is already reduced, the intercooled post-temperature is not affected by the air-bleed braking any more, and the first intercooled post-temperature fuel injection quantity coefficient obtained by query at this time can be directly used as the intercooled post-temperature fuel injection quantity coefficient for calculating the overheat protection fuel injection quantity coefficient without correction.
And S280, determining a first excess air coefficient according to the engine speed, the air inflow per cycle and the second relation curve, and determining the first excess air coefficient as a smoke limit oil injection coefficient.
Wherein the second relation curve is used for storing the correlation among the engine speed, the intake air amount per cycle and the first excess air ratio.
Specifically, as described above, the second relationship curve stores the correlation between the engine speed, the intake air amount per cycle and the first excess air coefficient when the engine is not affected by the air-bleeding brake, and when the engine is in the second non-air-bleeding brake state, the temperature after the inter-cooling is no longer affected by the air-bleeding brake, and the first excess air coefficient obtained by query at this time can be directly used as the excess air coefficient for calculating the smoke limit fuel injection quantity coefficient without correcting the excess air coefficient.
And S290, inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine the smoke limit oil injection quantity coefficient.
And the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.
According to the engine control method provided by the embodiment of the invention, under the air-release braking state and the first non-air-release braking state, the first correction curve is utilized to correct the first after-intercooling temperature fuel injection quantity coefficient to obtain the after-intercooling temperature fuel injection quantity coefficient, the second correction curve is utilized to correct the first excess air coefficient to obtain the excess air coefficient, and the smoke intensity limiting fuel injection quantity coefficient is determined according to the excess air coefficient, so that the finally obtained after-intercooling temperature fuel injection quantity coefficient and the smoke intensity limiting fuel injection quantity coefficient are matched with the current torque requirement, the fuel injection quantity is prevented from being reduced, the output torque of the engine is too small, and the engine is prevented from stalling due to the fact that the torque limitation cannot provide enough power.
On the basis of the above technical solution, optionally, the engine control method further includes: and determining the fuel injection quantity according to the engine oil temperature, the cooling water temperature, the fuel oil temperature, the after-intercooling temperature fuel injection quantity coefficient and the smoke limit fuel injection quantity coefficient.
Specifically, a fourth relation curve can be queried according to the engine oil temperature to obtain an engine oil temperature fuel injection quantity coefficient, wherein the fourth relation curve stores the correlation between the engine oil temperature and the engine oil temperature fuel injection quantity coefficient; inquiring a fifth relation curve according to the cooling water temperature to obtain a cooling water temperature fuel injection quantity coefficient, wherein the fifth relation curve stores the correlation between the cooling water temperature and the cooling water temperature fuel injection quantity coefficient; and inquiring a sixth relation curve according to the fuel temperature to obtain a fuel temperature fuel injection quantity coefficient, wherein the sixth relation curve stores the incidence relation between the fuel temperature and the fuel temperature fuel injection quantity coefficient. And then taking the minimum value of the engine oil temperature fuel injection quantity coefficient, the cooling water temperature fuel injection quantity coefficient, the fuel oil temperature fuel injection quantity coefficient and the intercooled temperature fuel injection quantity coefficient as an overheating protection fuel injection quantity coefficient. And finally, taking the smaller one of the overheat protection oil injection quantity coefficient and the smoke intensity limiting oil injection quantity coefficient as the oil injection quantity coefficient, and multiplying the oil injection quantity coefficient by the current oil injection quantity to obtain a new oil injection quantity so as to achieve the effect of adjusting the oil injection quantity in real time according to the state of the engine.
It should be noted that, the first relation curve, the second relation curve, the third relation curve, the fourth relation curve, the fifth relation curve, the sixth relation curve, the first correction relation curve, and the second correction relation curve can be obtained through a large number of test experiments by those skilled in the art, and are not described herein again.
EXAMPLE III
Based on the above inventive concept, the embodiment of the invention also provides an engine control device. Fig. 3 is a schematic structural diagram of an engine control device according to a third embodiment of the present invention. Referring to fig. 3, the apparatus includes:
a state determination module 310 for determining a state of the engine based on the state of the bleeder brake valve and the post-intercooled temperature; the state of the engine comprises a deflation braking state, a first non-deflation braking state and a second non-deflation braking state;
the after-intercooling temperature fuel injection quantity coefficient determining module 320 is used for determining an after-intercooling temperature fuel injection quantity coefficient according to the after-intercooling temperature and the first correction relation curve when the engine is in a gas release braking state or a first non-gas release braking state; the first correction relation curve is used for storing the correlation relation between the correction values of the injection quantity coefficients of the post-intercooling temperature and the post-intercooling temperature;
the smoke limit fuel injection quantity coefficient determining module 330 is configured to determine a smoke limit fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the per-cycle air intake amount, and the second correction relationship curve when the engine is in the air-release braking state or the first non-air-release braking state; and the second correction relation curve is used for storing the correlation between the intercooled temperature and the excess air coefficient correction value.
On the basis of the foregoing technical solution, optionally, the state determining module 310 is specifically configured to determine that the engine is in the air-release braking state when the state of the air-release braking valve is open; when the air escape brake valve is closed, judging whether the intercooled temperature is greater than or equal to a preset temperature threshold value; if not, determining that the engine is in a second non-air-leakage braking state; if yes, judging whether the change rate of the intercooled temperature is larger than or equal to a preset change rate threshold value or not; and if so, determining that the engine is in a first non-deflation braking state, otherwise, determining that the engine is in a second non-deflation braking state.
Optionally, the after-inter-cooling temperature fuel injection quantity coefficient determining module 320 includes:
the first determining unit is used for inquiring a first relation curve according to the intercooled temperature to determine a first intercooled temperature fuel injection quantity coefficient when the engine is in a gas-release braking state or a first non-gas-release braking state; the first relation curve is used for storing the incidence relation between the after-intercooling temperature and the first after-intercooling temperature fuel injection quantity coefficient;
and the first correction unit is used for determining the oil injection quantity coefficient of the post-intercooling temperature according to the first post-intercooling temperature oil injection quantity coefficient, the post-intercooling temperature and the first correction relation.
Optionally, the first correction unit is specifically configured to determine an overheat protection fuel injection quantity correction value corresponding to the intercooled temperature according to the intercooled temperature and the first correction relationship; and adding the first intercooled temperature oil injection quantity coefficient and the corrected value of the intercooled temperature oil injection quantity coefficient to determine the intercooled temperature oil injection quantity coefficient.
Optionally, the smoke limit fuel injection quantity coefficient determining module 330 specifically includes:
the second determining unit is used for inquiring a second relation curve according to the rotating speed of the engine and the air inflow per cycle to determine a first excess air coefficient when the engine is in the air-leakage braking state or the first non-air-leakage braking state; the second relation curve is used for storing the correlation among the engine speed, the air intake amount per cycle and the first excess air coefficient;
the second correction unit is used for determining the excess air coefficient according to the first excess air coefficient, the intercooled temperature and the second correction relation;
the third determining unit is used for inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine a smoke limit oil injection coefficient; and the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.
Optionally, the second correction unit is specifically configured to determine an excess air coefficient correction value corresponding to the intercooled temperature according to the intercooled temperature and the second correction relationship; the first excess air factor is summed with the excess air factor correction value to determine an excess air factor.
Optionally, the engine control apparatus further includes: and the fuel injection quantity determining module is used for determining the fuel injection quantity according to the engine oil temperature, the cooling water temperature, the fuel oil temperature, the fuel injection quantity coefficient of the intercooled temperature and the smoke intensity limit fuel injection quantity coefficient.
Optionally, the after-intercooling temperature fuel injection quantity coefficient determining module 320 is further configured to, when the engine is in the second non-air-leakage braking state, query the first relation curve according to the after-intercooling temperature to determine a first after-intercooling temperature fuel injection quantity coefficient, and determine that the first after-intercooling temperature fuel injection quantity coefficient is the after-intercooling temperature fuel injection quantity coefficient; the first relation curve is used for storing the incidence relation between the after-intercooling temperature and the first after-intercooling temperature fuel injection quantity coefficient;
the smoke limit fuel injection quantity coefficient determining module 330 is further configured to determine a first excess air coefficient according to the engine speed, the air inflow per cycle, and the second relation curve when the engine is in the air-release braking state or the first non-air-release braking state, and determine that the first excess air coefficient is a smoke limit fuel injection quantity coefficient; the second relation curve is used for storing the correlation among the engine speed, the air intake amount per cycle and the first excess air coefficient; inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine a smoke intensity limited oil injection coefficient; and the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.
The engine control device provided by the third embodiment of the invention can be used for executing the engine control method provided by the third embodiment of the invention, and has corresponding functions and beneficial effects.
Example four
Based on the above inventive concept, an embodiment of the present invention further provides a vehicle, including: one or more processors; a memory for storing one or more programs; the engine control methods of embodiments one and two are implemented when the one or more programs are executed by the one or more processors.
The processor in the vehicle provided by the fourth embodiment of the invention can be used for executing the engine control method provided by the above embodiment, and has corresponding functions and beneficial effects.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious modifications, rearrangements, combinations and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in some detail by the above embodiments, the invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the invention, and the scope of the invention is determined by the scope of the appended claims.

Claims (7)

1. An engine control method, characterized by comprising:
determining the state of an engine according to the state of the air release brake valve and the temperature after inter-cooling; wherein the states of the engine include a bleeder braking state, a first non-bleeder braking state, and a second non-bleeder braking state;
if the engine is in the air-release braking state or the first non-air-release braking state, determining the oil injection quantity coefficient of the after-intercooling temperature according to the after-intercooling temperature and a first correction relation curve; the first correction relation curve is used for storing the correlation relation between the correction values of the injection quantity coefficients of the post-intercooling temperature and the post-intercooling temperature;
if the engine is in the air-release braking state or the first non-air-release braking state, determining a smoke limit fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the air inflow per cycle and a second correction relation curve; the second correction relation curve is used for storing the correlation relation between the post-intercooling temperature and the excess air coefficient correction value;
the determining the state of the engine according to the state of the bleeder brake valve and the post-intercooling temperature comprises the following steps:
if the state of the air release brake valve is open, determining that the engine is in the air release brake state;
if the state of the air escape brake valve is closed, judging whether the intercooled temperature is greater than or equal to a preset temperature threshold value;
if not, determining that the engine is in the second non-air-leakage braking state;
if yes, judging whether the change rate of the intercooled temperature is larger than or equal to a preset change rate threshold value or not;
if so, determining that the engine is in the first non-deflation braking state, otherwise, determining that the engine is in the second non-deflation braking state;
if the engine is in the bleeder braking state or the first non-bleeder braking state, determining the after-intercooling temperature fuel injection quantity coefficient according to the after-intercooling temperature and the first correction relation curve comprises the following steps:
if the engine is in the air leakage braking state or the first non-air leakage braking state, inquiring a first relation curve according to the after-intercooling temperature to determine a first after-intercooling temperature fuel injection quantity coefficient; the first relation curve is used for storing the correlation between the after-intercooling temperature and the first after-intercooling temperature fuel injection quantity coefficient;
determining the oil injection quantity coefficient of the intercooled temperature according to the first intercooled temperature oil injection quantity coefficient, the intercooled temperature and the first correction relation;
if the engine is in the air-release braking state or the first non-air-release braking state, determining the smoke limit fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the per-cycle air input and a second correction relation curve comprises the following steps:
if the engine is in the air-leakage braking state or the first non-air-leakage braking state, inquiring a second relation curve according to the engine speed and the air inflow per cycle to determine a first excess air coefficient; wherein the second relationship curve is used for storing the correlation among the engine speed, the intake air amount per cycle, and the first excess air ratio;
determining an excess air coefficient according to the first excess air coefficient, the post-intercooling temperature and the second correction relationship;
inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine the smoke intensity limited oil injection quantity coefficient; and the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.
2. The engine control method of claim 1, wherein said determining the after-cold temperature fuel injection quantity coefficient as a function of the first after-cold temperature fuel injection quantity coefficient, the after-cold temperature, and the first correction relationship comprises:
determining an overheating protection fuel injection quantity correction value corresponding to the intercooled temperature according to the intercooled temperature and the first correction relation;
and adding the first intercooled temperature oil injection quantity coefficient and the corrected value of the intercooled temperature oil injection quantity coefficient to determine the intercooled temperature oil injection quantity coefficient.
3. The engine control method according to claim 1, characterized in that the determining an excess air ratio based on the first excess air ratio, the after-cold temperature, and the second correction relationship includes:
determining an excess air coefficient correction value corresponding to the intercooled temperature according to the intercooled temperature and the second correction relation;
and summing the first excess air factor and the excess air factor correction value to determine the excess air factor.
4. The engine control method according to claim 1, characterized by further comprising:
and determining the fuel injection quantity according to the engine oil temperature, the cooling water temperature, the fuel oil temperature, the after-intercooling temperature fuel injection quantity coefficient and the smoke limit fuel injection quantity coefficient.
5. The engine control method according to claim 1, characterized by further comprising:
if the engine is in the second non-air-release braking state, inquiring a first relation curve according to the intercooled temperature to determine a first intercooled temperature oil injection quantity coefficient, and determining the first intercooled temperature oil injection quantity coefficient as the intercooled temperature oil injection quantity coefficient; the first relation curve is used for storing the incidence relation between the after-intercooling temperature and the first after-intercooling temperature fuel injection quantity coefficient;
if the engine is in the second non-air-leakage braking state, determining a first excess air coefficient according to the engine speed, the air inflow per cycle and a second relation curve, and determining the first excess air coefficient as the smoke intensity limited oil injection coefficient; wherein the second relationship curve is used for storing the correlation among the engine speed, the intake air amount per cycle, and the first excess air ratio;
inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine the smoke intensity limited oil injection quantity coefficient; and the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.
6. An engine control apparatus characterized by comprising:
the state determining module is used for determining the state of the engine according to the state of the air-bleed brake valve and the temperature after the air-bleed brake valve is subjected to intercooling; wherein the states of the engine include a bleeder braking state, a first non-bleeder braking state, and a second non-bleeder braking state;
the after-intercooling temperature fuel injection quantity coefficient determining module is used for determining an after-intercooling temperature fuel injection quantity coefficient according to the after-intercooling temperature and a first correction relation curve when the engine is in the air-leakage braking state or the first non-air-leakage braking state; the first correction relation curve is used for storing the correlation relation between the correction values of the injection quantity coefficients of the post-intercooling temperature and the post-intercooling temperature;
the smoke limit fuel injection quantity coefficient determining module is used for determining a smoke limit fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the air inflow per cycle and a second correction relation curve when the engine is in the air-release braking state or the first non-air-release braking state; the second correction relation curve is used for storing the correlation between the post-intercooling temperature and the excess air coefficient correction value;
the state determining module is specifically used for determining that the engine is in the air-release braking state when the air-release braking valve is in the open state; when the air escape brake valve is closed, judging whether the intercooled temperature is greater than or equal to a preset temperature threshold value; if not, determining that the engine is in a second non-air-leakage braking state; if yes, judging whether the change rate of the intercooled temperature is larger than or equal to a preset change rate threshold value or not; if so, determining that the engine is in a first non-deflation braking state, otherwise, determining that the engine is in a second non-deflation braking state;
the after-intercooling temperature fuel injection quantity coefficient determining module comprises:
the first determining unit is used for inquiring a first relation curve according to the intercooled temperature to determine a first intercooled temperature fuel injection quantity coefficient when the engine is in a gas release braking state or a first non-gas release braking state; the first relation curve is used for storing the incidence relation between the after-intercooling temperature and the first after-intercooling temperature fuel injection quantity coefficient;
the first correction unit is used for determining the oil injection quantity coefficient of the post-intercooling temperature according to the first post-intercooling temperature oil injection quantity coefficient, the post-intercooling temperature and the first correction relation;
the smoke limit fuel injection quantity coefficient determining module specifically comprises:
the second determining unit is used for inquiring a second relation curve according to the rotating speed of the engine and the air inflow per cycle to determine a first excess air coefficient when the engine is in an air-bleeding braking state or a first non-air-bleeding braking state; the second relation curve is used for storing the correlation among the engine speed, the air intake amount per cycle and the first excess air coefficient;
the second correction unit is used for determining the excess air coefficient according to the first excess air coefficient, the intercooled temperature and the second correction relation;
the third determining unit is used for inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine a smoke intensity limiting oil injection quantity coefficient; and the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.
7. A vehicle, characterized by comprising:
one or more processors;
a memory for storing one or more programs;
the one or more programs, when executed by the one or more processors, implement the engine control method of any of claims 1-5.
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