CN114542305B - Engine emission control method and device - Google Patents

Engine emission control method and device Download PDF

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Publication number
CN114542305B
CN114542305B CN202210445219.7A CN202210445219A CN114542305B CN 114542305 B CN114542305 B CN 114542305B CN 202210445219 A CN202210445219 A CN 202210445219A CN 114542305 B CN114542305 B CN 114542305B
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engine
air
weight
air inflow
predicted
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CN114542305A (en
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栾军山
李俊琦
马丽
张晨
王云
谭治学
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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
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • 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
    • F02D41/1459—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 hydrocarbon content or concentration
    • 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
    • F02D41/146—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 an NOx content or concentration
    • F02D41/1461—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 an NOx content or concentration of the exhaust gases emitted by the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • 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
    • 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
    • F02D41/1454—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 an oxygen content or concentration or the air-fuel ratio
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

The invention provides an engine emission control method and a device, wherein the engine is determined to be in a target working condition when the engine has a first rotating speed and a first fuel injection quantity, a first predicted air inflow of fresh air entering an air inlet pipe of the engine is determined according to the emission requirement under the target working condition, the air inflow of the fresh air entering the air inlet pipe of the engine under the steady state under the target working condition is taken as a second predicted air inflow, a first weight of the first predicted air inflow and a second weight of the second predicted air inflow are determined based on the set pressure and the actual pressure of the air inlet pipe of the engine under the target working condition, the first predicted air inflow and the second predicted air inflow are weighted and averaged by utilizing the first weight and the second weight to obtain the target air inflow so as to control the fresh air to enter the air inlet pipe of the engine by utilizing the target air inflow, and the target air inflow meets the emission requirements of soot particles and nitrogen oxides, therefore, reasonable control and balance of transient soot particle and nitrogen oxide emission of the engine are realized.

Description

Engine emission control method and device
Technical Field
The invention relates to the field of vehicles, in particular to an engine emission control method and device.
Background
Nitrogen oxides (NOx) and Soot particles (Soot) are key emissions pollutants from diesel engines, and are subject to strict regulations regarding vehicle emissions.
Exhaust Gas Recirculation (EGR) is one of the key technologies for controlling engine emissions, and can reintroduce Exhaust Gas discharged from an engine into an intake pipe to mix with fresh air and then enter a combustion chamber for combustion, thereby effectively reducing NOx emissions from the engine and increasing Soot emissions. The EGR system comprises an EGR valve, a flowmeter and other components, the fresh gas intake quantity or the exhaust gas intake quantity of the engine can be adjusted in a self-adaptive mode through adjustment of the opening degree of the EGR valve, the EGR rate of the EGR system = EGR exhaust gas intake quantity/(EGR exhaust gas intake quantity + fresh gas intake quantity), and the EGR rate can be controlled through control of the fresh gas intake quantity or the exhaust gas intake quantity.
At present, under a stable working condition of an engine, the emission amounts of NOx and Soot can be effectively balanced through calibration and closed-loop control of a target EGR rate or a target fresh gas intake amount, however, under a transient transition working condition of the engine, the engine may generate a large NOx peak value or a Soot peak value due to the fact that the delay of intake pressure, the transient control opening degree of an EGR valve, the combustion state and the like are greatly different from the steady state, and the result of the whole emission cannot meet the performance requirement.
Disclosure of Invention
In view of the above, the present invention provides an engine emission control method and device, which can reasonably control and balance the emission of soot particles and nitrogen oxides in the transient state of an engine.
In order to achieve the purpose, the invention has the following technical scheme:
the embodiment of the application provides an engine emission control method, which comprises the following steps:
determining a first predicted air inflow of fresh air entering an air inlet pipe of the engine according to the emission requirement of the engine under a target working condition; the first predicted air inflow is larger than or equal to the minimum air inflow meeting the requirement of the maximum soot particles of the engine and smaller than or equal to the maximum air inflow meeting the requirement of the maximum nitrogen oxides of the engine; under the target working condition, the engine has a first rotating speed and a first fuel injection quantity;
taking the air inflow of the fresh air entering the air inlet pipe of the engine under the steady state of the target working condition as a second predicted air inflow;
determining a first weight of the first predicted air inflow and a second weight of the second predicted air inflow based on the set pressure and the actual pressure of the air inlet pipe of the engine under the target working condition;
and carrying out weighted average on the first predicted air inflow and the second predicted air inflow by using the first weight and the second weight to obtain a target air inflow so as to control fresh air to enter an engine air inlet pipe by using the target air inflow.
Optionally, the determining a first weight of the first predicted intake air amount and a second weight of a second predicted intake air amount based on the set pressure and the actual pressure of the engine intake pipe under the target operating condition includes:
determining a pressure deviation coefficient of the actual pressure relative to the set pressure based on the set pressure and the actual pressure of the engine air inlet pipe under the target working condition;
determining a first weight corresponding to a pressure deviation coefficient of the actual pressure relative to the set pressure based on a corresponding relationship between the pressure deviation coefficient and the first weight;
determining the second weight according to the first weight.
Optionally, determining a first predicted intake amount of fresh air entering an intake pipe of the engine according to the emission demand under the target working condition, comprising:
determining a third weight of the minimum air inflow and a fourth weight of the maximum air inflow according to the emission requirement under the target working condition;
and carrying out weighted average on the minimum air inflow and the maximum air inflow by using the third weight and the fourth weight to obtain a first predicted air inflow of the fresh air entering an air inlet pipe of the engine.
Optionally, the minimum intake air amount is a product of an oil injection amount, a theoretical air-fuel ratio and a minimum excess air coefficient of the engine, and the minimum excess air coefficient is a calibration coefficient of the engine when the maximum smoke intensity requirement of the engine is met under the target working condition.
Optionally, the maximum intake air amount is the product of the oxygen concentration coefficient and the total intake air amount of the mixture; the total intake amount of the mixed gas is the total intake amount of fresh gas and waste gas entering an air inlet pipe of the engine; the oxygen concentration coefficient is a ratio of a first oxygen concentration difference value and a second oxygen concentration difference value, the first oxygen concentration difference value is a difference value of a maximum intake oxygen concentration and an exhaust oxygen concentration of the engine when the maximum nitrogen oxide requirement of the engine is met under a target working condition, and the second oxygen concentration difference value is a difference value of an ambient oxygen concentration and an exhaust oxygen concentration.
Optionally, after controlling the fresh air to enter the engine intake pipe by using the target intake air amount, the method further comprises:
and adjusting the target air inflow according to the actual content of the soot particles and the nitrogen oxides in the exhaust gas.
An embodiment of the present application further provides an engine emission control device, including:
the first prediction unit is used for determining a first predicted air inflow of fresh air entering an air inlet pipe of the engine according to the emission requirement of the engine under a target working condition; the first predicted air inflow is larger than or equal to the minimum air inflow meeting the requirement of the maximum soot particles of the engine and smaller than or equal to the maximum air inflow meeting the requirement of the maximum nitrogen oxides of the engine; under the target working condition, the engine has a first rotating speed and a first fuel injection quantity;
the second prediction unit is used for taking the air inflow of the fresh air entering the air inlet pipe of the engine under the steady state of the target working condition as a second predicted air inflow;
a weight determination unit for determining a first weight of the first predicted intake air amount and a second weight of a second predicted intake air amount based on a set pressure and an actual pressure of the engine intake pipe under the target operating condition;
and the target air inflow determining unit is used for carrying out weighted average on the first predicted air inflow and the second predicted air inflow by using the first weight and the second weight to obtain a target air inflow so as to control the fresh air to enter an engine air inlet pipe by using the target air inflow.
Optionally, the weight determining unit includes:
the pressure deviation coefficient determining unit is used for determining a pressure deviation coefficient of the actual pressure relative to the set pressure based on the set pressure and the actual pressure of the engine air inlet pipe under the target working condition;
a first weight determination unit configured to determine a first weight corresponding to a pressure deviation coefficient of the actual pressure with respect to the set pressure based on a correspondence relationship between a pressure deviation coefficient and the first weight;
a second weight determining unit for determining the second weight according to the first weight.
Optionally, the first prediction unit is specifically configured to:
determining a third weight of the minimum air inflow and a fourth weight of the maximum air inflow according to the emission requirement under the target working condition;
and carrying out weighted average on the minimum air inflow and the maximum air inflow by using the third weight and the fourth weight to obtain a first predicted air inflow of the fresh air entering an air inlet pipe of the engine.
Optionally, the minimum intake air amount is a product of an oil injection amount, a theoretical air-fuel ratio and a minimum excess air coefficient of the engine, and the minimum excess air coefficient is a calibration coefficient of the engine when the maximum smoke intensity requirement of the engine is met under the target working condition.
Optionally, the maximum intake air amount is the product of the oxygen concentration coefficient and the total intake air amount of the mixture; the total intake amount of the mixed gas is the total intake amount of fresh gas and waste gas entering an air inlet pipe of the engine; the oxygen concentration coefficient is a ratio of a first oxygen concentration difference value and a second oxygen concentration difference value, the first oxygen concentration difference value is a difference value of a maximum intake oxygen concentration and an exhaust oxygen concentration of the engine when the maximum nitrogen oxide requirement of the engine is met under a target working condition, and the second oxygen concentration difference value is a difference value of an ambient oxygen concentration and an exhaust oxygen concentration.
Optionally, the apparatus further comprises:
and the adjusting unit is used for adjusting the target air inflow according to the actual content of the carbon smoke particles and the nitrogen oxides in the exhaust gas after the fresh air is controlled to enter the air inlet pipe of the engine by using the target air inflow.
The embodiment of the application provides an engine emission control method and device, the engine is determined to be in a target working condition when the engine has a first rotating speed and a first fuel injection quantity, a first predicted air inflow of fresh air entering an air inlet pipe of the engine is determined according to emission requirements under the target working condition, the first predicted air inflow is larger than or equal to the minimum air inflow meeting the requirement of the maximum soot particles of the engine and is smaller than or equal to the maximum air inflow meeting the requirement of the maximum nitrogen oxides of the engine, namely the first predicted air inflow is set to meet the emission requirements of the engine and meet the emission requirements of the soot particles and the nitrogen oxides, the air inflow of the fresh air entering the air inlet pipe of the engine under the steady state under the target working condition is used as a second predicted air inflow, and a first weight of the first predicted air inflow and a second weight of the second predicted air inflow are determined based on the set pressure and the actual pressure of the air inlet pipe under the target working condition, and carrying out weighted average on the first predicted air inflow and the second predicted air inflow by using the first weight and the second weight to obtain a target air inflow so as to control the fresh air to enter an engine air inlet pipe by using the target air inflow.
In the embodiment of the application, the target air inflow is obtained by carrying out weighted average on the first predicted air inflow and the second predicted air inflow and is located between the first predicted air inflow and the second predicted air inflow, when the first predicted air inflow and the second predicted air inflow meet the emission requirements of soot particles and nitrogen oxides, the target air inflow also meets the emission requirements of the soot particles and the nitrogen oxides, and the first weight and the second weight are obtained based on the set pressure and the actual pressure of an engine air inlet pipe under a target working condition, so that the obtained target air inflow is related to the current actual working state of the engine, the accurate determination of the air inflow of fresh air under a transient condition is realized, the reasonable control and balance on the emission of the soot particles and the nitrogen oxides under the transient condition of the engine are carried out, and the excessive emission of the soot particles and the nitrogen oxides caused by unreasonable determination of the air inflow of the fresh air under the transient condition is reduced The title is obtained.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a flow chart of a method of engine emission control provided by an embodiment of the present application;
FIG. 2 is a schematic illustration of an engine emission control parameter according to an embodiment of the present disclosure;
fig. 3 is a block diagram of an engine emission control device according to an embodiment of the present disclosure.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those specifically described and will be readily apparent to those of ordinary skill in the art without departing from the spirit of the present invention, and therefore the present invention is not limited to the specific embodiments disclosed below.
At present, under a stable working condition of an engine, the emission of NOx and Soot can be effectively balanced through calibration and closed-loop control of a target EGR rate or a target fresh gas intake quantity. For example, the exhaust emission control is realized by calibrating the target fresh air amount of the engine under various working conditions and then controlling the opening of the EGR valve in a closed loop mode through a PID controller.
However, the control method can achieve reasonable control of steady-state emission (such as a steady-state emission cycle WHSC specified by a regulation), and in an engine transient transition condition, because the delay of the intake pressure, the transient control opening degree of the EGR valve, the combustion state and the like are greatly different from the steady state, the control method cannot meet the emission regulation of the transient condition (such as the transient emission cycle WHTC specified by the regulation), and the engine may generate a large NOx peak value or a Soot peak value, so that the whole emission result does not meet the performance requirement.
Based on the above, the embodiment of the application provides an engine emission control method and device, determining that an engine is in a target working condition when the engine has a first rotating speed and a first fuel injection quantity, determining a first predicted air intake quantity of fresh air entering an air inlet pipe of the engine according to an emission requirement under the target working condition, wherein the first predicted air intake quantity is larger than or equal to a minimum air intake quantity meeting the requirement of the maximum soot particles of the engine and is smaller than or equal to a maximum air intake quantity meeting the requirement of the maximum nitrogen oxide of the engine, namely the first predicted air intake quantity is set to meet the emission requirement of the engine and meet the emission requirements of the soot particles and the nitrogen oxide, taking the air intake quantity of the fresh air entering the air inlet pipe of the engine under a steady state as a second predicted air intake quantity, and determining a first weight of the first predicted air intake quantity and a second weight of the second predicted air intake quantity based on a set pressure and an actual pressure of the air inlet pipe under the target working condition, and carrying out weighted average on the first predicted air inflow and the second predicted air inflow by using the first weight and the second weight to obtain a target air inflow so as to control the fresh air to enter an engine air inlet pipe by using the target air inflow.
In the embodiment of the application, the target air inflow is obtained by carrying out weighted average on the first predicted air inflow and the second predicted air inflow and is located between the first predicted air inflow and the second predicted air inflow, when the first predicted air inflow and the second predicted air inflow meet the emission requirements of soot particles and nitrogen oxides, the target air inflow also meets the emission requirements of the soot particles and the nitrogen oxides, and the first weight and the second weight are obtained based on the set pressure and the actual pressure of an engine air inlet pipe under the target working condition, so that the obtained target air inflow is related to the current actual working state of the engine, the accurate determination of the fresh air inflow under the transient working condition is realized, the reasonable control and balance on the emission of the transient soot particles and the nitrogen oxides of the engine are carried out, and the excessive emission of the soot particles and the nitrogen oxides caused by unreasonable determination of the fresh air inflow under the transient working condition is reduced And (5) problems are solved.
In order to better understand the technical solutions and effects of the present invention, the following detailed descriptions of specific embodiments will be provided with reference to the accompanying drawings.
An embodiment of the present application provides an engine emission control method, which is a flowchart of an engine emission control method provided in an embodiment of the present application and shown in fig. 1, and the method may include:
s101, determining a first predicted air inflow of fresh air entering an air inlet pipe of the engine according to the emission requirement of the engine under a target working condition.
In the embodiment of the application, the working condition of the engine can be determined according to the rotating speed and the fuel injection quantity of the engine, for example, the engine is provided with the first rotating speed and the first fuel injection quantity, the target working condition of the engine is marked as that the engine is in the target working condition, the change of the working condition of the engine in a steady state is small, the combustion of the engine is stable, the change of the working condition of the engine in a transient state is fast, the combustion of the engine is unstable, the working condition of the engine needs to be determined in real time in the transient state, and then the air inflow of fresh air entering an air inlet pipe of the engine is determined according to the working condition, so that the emission control of nitrogen oxides and soot particles of the engine is realized.
When the engine is determined to be in the target working condition, a first predicted air inflow of fresh air entering an air inlet pipe of the engine can be determined according to the emission requirement of the engine under the target working condition, wherein the first predicted air inflow is larger than or equal to the minimum air inflow meeting the requirement of the maximum soot particles of the engine and is smaller than or equal to the maximum air inflow meeting the requirement of the maximum nitrogen oxides of the engine, namely the first predicted air inflow is between the minimum air inflow and the maximum air inflow, so that the requirement of the maximum soot particles of the engine is met and the requirement of the maximum nitrogen oxides of the engine is met.
Specifically, a third weight of the minimum air inflow and a fourth weight of the maximum air inflow can be determined according to the emission requirement under the target working condition, and the minimum air inflow and the maximum air inflow are weighted and averaged by using the third weight and the fourth weight to obtain a first predicted air inflow of the fresh air entering the air inlet pipe of the engine. The third weight represents the proportion of the minimum intake air amount in the first predicted intake air amount, the fourth weight represents the proportion of the maximum intake air amount in the first predicted intake air amount, the minimum intake air amount and the maximum intake air amount are weighted and averaged, namely interpolation is carried out between the minimum intake air amount and the maximum intake air amount, the obtained first predicted intake air amount is between the minimum intake air amount and the maximum intake air amount, the larger the third weight is, the smaller the corresponding fourth weight is, the closer the first predicted intake air amount is to the minimum intake air amount, and conversely, the smaller the third weight is, the larger the corresponding fourth weight is, the closer the first predicted intake air amount is to the maximum intake air amount.
The minimum intake air amount may be expressed as Mair_minThe maximum intake air amount may be expressed as Mair_maxThe third weight may be represented as FAC as an emission weight factor, and may be calibrated in advance based on the operating condition of the engine, and the calibration of the third weight FAC may determine the emission requirement of the engine, and when the emission requirement of nitrogen oxides is higher, a larger third weight FAC may be appropriately selected, so that the determined first predicted intake air amount a is closer to the minimum intake air amount Mair_minSo that the emission of nitrogen oxides is as small as possible, and when the requirement on the emission of soot particles is high, the smaller third weight FAC may be properly selected so that the determined first predicted intake air amount a is closer to the maximum intake air amount Mair_maxSo that the emission of soot particles is as small as possible. Referring to fig. 2, which is a schematic diagram of an engine emission control parameter in the embodiment of the present application, a first predicted intake air amount is represented as a between a minimum intake air amount Mair_minAnd the maximum intake air amount Mair_maxIn the meantime.
The value range of the third weight is [0,1 ]]The value range of the fourth weight is also [0,1 ]]And the sum of the third weight and the fourth weight is 1, the fourth weight is represented as 1-FAC, and the first predicted intake air amount a may be represented as: a = FAC × Mair_min +(1-FAC)*Mair_max。
Wherein the minimum intake air amount Mair_minIs fresh gasThe minimum air inflow meeting the requirement of the maximum soot particles of the engine can be calculated according to the minimum excess air coefficient of the engine, the excess air coefficient of the engine and the soot particle emission of the engine have a direct mapping relation, the lower the excess air coefficient is, the less the excess air in the engine is, the more the soot particles are, and the corresponding nitrogen oxides are less.
Minimum intake air quantity Mair_minThe method can be the product of the fuel injection quantity, the theoretical air-fuel ratio and the minimum excess air coefficient of the engine, wherein the fuel injection quantity of the engine is recorded as q, the theoretical air-fuel ratio is 14.5, the minimum excess air coefficient is a calibration coefficient of the engine when the maximum smoke intensity requirement of the engine is met under a target working condition, the minimum excess air coefficient can be calibrated under the target working condition, and the minimum air input M isair_minCan be expressed as: mair_min=λmin*q*14.5。
The maximum air inflow is the maximum air inflow of fresh air meeting the requirement of the maximum nitrogen oxide of the engine, the air inflow can be calculated according to the maximum intake oxygen concentration of the engine, the intake oxygen concentration of the engine and the nitrogen oxide of the engine have a direct mapping relation, and the larger the intake oxygen concentration is, the more the nitrogen oxide of the engine is, and the less the corresponding soot particles are.
Maximum air inflow Mair_maxMay be the product of the oxygen concentration coefficient and the total charge of the mixture, where the total charge of the mixture is the total charge of fresh air and exhaust gas entering the engine intake, denoted as Mgas_mnfThe oxygen concentration coefficient is the ratio of a first oxygen concentration difference value and a second oxygen concentration difference value, and the first oxygen concentration difference value is the maximum intake oxygen concentration O2 of the engine when the maximum nitrogen oxide requirement of the engine is metmaxThe difference with the exhaust oxygen concentration O3, the second oxygen concentration difference is the ambient oxygen concentration OenvAnd the exhaust gas oxygen concentration O3, the maximum intake air amount can be expressed as: mair_max=（（O2max–O3）/（Oenv–O3））*Mgas_mnfWherein the first oxygen concentration difference is O2max-O3, the difference in the second oxygen concentration being Oenv-O3, oxygen concentration coefficient of (O2)max–O3）/（Oenv–O3）。
In particular implementations, the maximum charge-air oxygen concentration O2 may be performed at the target operating conditionmaxThe exhaust oxygen concentration O3 can be calculated by using an engine combustion model, or can be measured by an exhaust oxygen concentration sensor, and the ambient oxygen concentration OenvThe total intake quantity M of the mixture being a known constantgas_mnfCan be measured by an intake air temperature and pressure sensor installed on the intake pipe and calculated according to an ideal air quantity state equation (Bernoulli equation).
And S102, taking the air inflow of the fresh air entering the air inlet pipe of the engine under the steady state of the target working condition as a second predicted air inflow.
In the embodiment of the application, the air inflow of the fresh air entering the air inlet pipe of the engine under the steady state of the target working condition can be used as the second predicted air inflow, the second predicted air inflow can be calibrated under the target working condition, and the air inflow can achieve better control of steady-state nitrogen oxides and soot particles during calibration. The second predicted intake air amount may be represented as B, or may be represented as the steady-state intake air amount Mair_atat。
S103, determining a first weight of the first predicted air inflow and a second weight of the second predicted air inflow based on the set pressure and the actual pressure of the engine air inlet pipe under the target working condition.
In the embodiment of the application, the difference between the set pressure and the actual pressure of the engine air inlet pipe under the target working condition can reflect the working state of the engine, the actual pressure of the air inlet pipe refers to a pipeline for circulating mixed gas comprising fresh gas and waste gas, the actual pressure is close to the set pressure, the more stable the working of the engine is, the more stable the engine is, the air intake amount close to the second predicted air intake amount can be set for the engine at the moment, the larger the difference between the actual pressure and the set pressure is, the working state of the engine is changed, namely, the engine is in a transient state, and the air intake amount with the larger difference between the actual pressure and the second predicted air intake amount can be set for the engine according to the actual situation.
Specifically, a first weight of the first predicted intake air amount and a second weight of the second predicted intake air amount may be determined based on the set pressure and the actual pressure of the engine intake pipe under the target condition, the first weight indicating a proportion of the first predicted intake air amount in the finally determined target intake air amount, and the second weight indicating a proportion of the second predicted intake air amount in the finally determined target intake air amount.
The first weight and the second weight are determined based on the set pressure and the actual pressure of the engine intake pipe under the target working condition, and specifically, a pressure deviation coefficient of the actual pressure relative to the set pressure is determined based on the set pressure and the actual pressure of the engine intake pipe under the target working condition, the first weight corresponding to the pressure deviation coefficient is determined based on the corresponding relation between the pressure deviation coefficient and the first weight, and the second weight is determined according to the first weight.
The first weight may be denoted as fac as a transient weight factor, and a correspondence between the pressure deviation coefficient and the first weight fac may be obtained by calibration in advance based on an operating condition of the engine, and the correspondence may be denoted by a Curve (CUR). The first weight has a value in the range of [0,1 ]]The value range of the second weight is also [0,1 ]]And the sum of the first weight and the second weight is 1, the second weight is expressed as 1-fac, and the pressure deviation coefficient P isfacCan be expressed as: pfac=（Pdes-Pact）/PdesIn which P isdesFor setting pressure of engine intake pipe, PactIs the actual pressure in the engine intake.
And S104, carrying out weighted average on the first predicted air inflow and the second predicted air inflow by using the first weight and the second weight to obtain a target air inflow so as to control fresh air to enter an engine air inlet pipe by using the target air inflow.
In the embodiment of the application, the first weight represents the proportion of the first predicted intake air amount in the finally determined target intake air amount, the second weight represents the proportion of the second predicted intake air amount in the finally determined target intake air amount, the first predicted intake air amount and the second predicted intake air amount are subjected to weighted average, namely interpolation is carried out between the first predicted intake air amount and the second predicted intake air amount, the obtained target intake air amount is between the first predicted intake air amount and the second predicted intake air amount, the larger the first weight is, the smaller the corresponding second weight is, the closer the target intake air amount is to the first predicted intake air amount, and otherwise, the smaller the first weight is, the larger the corresponding second weight is, the closer the target intake air amount is to the second predicted intake air amount. Thus, the emissions can be adaptively adjusted under the transient condition, and under the steady-state condition, because the transient weight factor is 0, the emissions of the engine continue to be determined by the steady-state target intake air amount B, for example, if the transient weight factor fac calibrated at a certain transient state is 1, the emissions under the transient condition are all determined by the transient target set value a, as shown in fig. 2.
When the first predicted intake air amount is represented by a, the second predicted intake air amount is represented by B, the first weight is represented by fac, and the second weight is represented by 1-fac, the target intake air amount C may be represented by Mair_dynExpressed as: c = fac a + (1-fac) B.
In the embodiment of the application, after the target air inflow is determined, the target air inflow can be used for controlling the fresh air to enter the engine air inlet pipe, and specifically, the EGR opening can be used for controlling the fresh air to enter the engine air inlet pipe at the target air inflow. And finally, PID closed-loop control can be carried out according to the target air inflow, specifically, the target air inflow can be adjusted according to the actual content of the soot particles and the nitrogen oxides in the exhaust gas, so as to further control the emission of the exhaust gas.
The embodiment of the application provides an engine emission control method, when an engine has a first rotating speed and a first fuel injection quantity, the engine is determined to be in a target working condition, a first predicted air inflow of fresh air entering an air inlet pipe of the engine is determined according to an emission requirement under the target working condition, the first predicted air inflow is larger than or equal to a minimum air inflow meeting the requirement of the maximum soot particles of the engine and is smaller than or equal to a maximum air inflow meeting the requirement of the maximum nitrogen oxides of the engine, namely the first predicted air inflow is set to meet the emission requirement of the engine and meet the emission requirements of the soot particles and the nitrogen oxides, the air inflow of the fresh air entering the air inlet pipe of the engine under the steady state under the target working condition is used as a second predicted air inflow, and a first weight of the first predicted air inflow and a second weight of the second predicted air inflow are determined on the basis of a set pressure and an actual pressure of the air inlet pipe under the target working condition, and carrying out weighted average on the first predicted air inflow and the second predicted air inflow by using the first weight and the second weight to obtain a target air inflow so as to control the fresh air to enter an engine air inlet pipe by using the target air inflow.
In the embodiment of the application, the target air inflow is obtained by carrying out weighted average on the first predicted air inflow and the second predicted air inflow and is located between the first predicted air inflow and the second predicted air inflow, when the first predicted air inflow and the second predicted air inflow meet the emission requirements of soot particles and nitrogen oxides, the target air inflow also meets the emission requirements of the soot particles and the nitrogen oxides, and the first weight and the second weight are obtained based on the set pressure and the actual pressure of an engine air inlet pipe under the target working condition, so that the obtained target air inflow is related to the current actual working state of the engine, the accurate determination of the fresh air inflow under the transient working condition is realized, the reasonable control and balance on the emission of the soot particles and the nitrogen oxides under the transient working condition of the engine are carried out, and the emission of the soot particles and the nitrogen oxides caused by unreasonable determination of the fresh air inflow under the transient working condition is reduced And (5) marking a problem.
Based on an engine emission control method provided by an embodiment of the present application, an embodiment of the present application further provides an engine emission control device, which is shown in fig. 3 and is a structural block diagram of the engine emission control device provided by the embodiment of the present application, and the device may include:
a first prediction unit 110, configured to determine a first predicted intake amount of fresh air entering an intake pipe of an engine according to an emission demand of the engine under a target operating condition; the first predicted air inflow is larger than or equal to the minimum air inflow meeting the requirement of the maximum soot particles of the engine and smaller than or equal to the maximum air inflow meeting the requirement of the maximum nitrogen oxides of the engine; under the target working condition, the engine has a first rotating speed and a first fuel injection quantity;
a second prediction unit 120, configured to use an intake amount of fresh air entering an intake pipe of the engine at a steady state under the target operating condition as a second predicted intake amount;
a weight determination unit 130 for determining a first weight of the first predicted intake air amount and a second weight of a second predicted intake air amount based on a set pressure and an actual pressure of the engine intake pipe under the target operating condition;
and a target intake air amount determination unit 140, configured to perform a weighted average on the first predicted intake air amount and the second predicted intake air amount by using the first weight and the second weight to obtain a target intake air amount, so as to control fresh air to enter an engine intake pipe by using the target intake air amount.
Optionally, the weight determining unit includes:
the pressure deviation coefficient determining unit is used for determining a pressure deviation coefficient of the actual pressure relative to the set pressure based on the set pressure and the actual pressure of the engine air inlet pipe under the target working condition;
a first weight determination unit configured to determine a first weight corresponding to a pressure deviation coefficient of the actual pressure with respect to the set pressure based on a correspondence relationship between a pressure deviation coefficient and the first weight;
a second weight determining unit for determining the second weight according to the first weight.
Optionally, the first prediction unit is specifically configured to:
determining a third weight of the minimum air inflow and a fourth weight of the maximum air inflow according to the emission requirement under the target working condition;
and carrying out weighted average on the minimum air inflow and the maximum air inflow by using the third weight and the fourth weight to obtain a first predicted air inflow of the fresh air entering an air inlet pipe of the engine.
Optionally, the minimum intake air amount is a product of an oil injection amount, a theoretical air-fuel ratio and a minimum excess air coefficient of the engine, and the minimum excess air coefficient is a calibration coefficient of the engine when the maximum smoke intensity requirement of the engine is met under the target working condition.
Optionally, the maximum intake air amount is the product of the oxygen concentration coefficient and the total intake air amount of the mixture; the total intake amount of the mixed gas is the total intake amount of fresh gas and waste gas entering an air inlet pipe of the engine; the oxygen concentration coefficient is a ratio of a first oxygen concentration difference value and a second oxygen concentration difference value, the first oxygen concentration difference value is a difference value of a maximum intake oxygen concentration and an exhaust oxygen concentration of the engine when the maximum nitrogen oxide requirement of the engine is met under a target working condition, and the second oxygen concentration difference value is a difference value of an ambient oxygen concentration and an exhaust oxygen concentration.
Optionally, the apparatus further comprises:
and the adjusting unit is used for adjusting the target air inflow according to the actual content of the carbon smoke particles and the nitrogen oxides in the exhaust gas after the fresh air is controlled to enter the air inlet pipe of the engine by using the target air inflow.
The embodiment of the application provides an engine emission control device, which determines that an engine is in a target working condition when the engine has a first rotating speed and a first fuel injection quantity, determines a first predicted air inflow of fresh air entering an air inlet pipe of the engine according to an emission requirement under the target working condition, wherein the first predicted air inflow is larger than or equal to a minimum air inflow meeting the requirement of the maximum soot particles of the engine and is smaller than or equal to a maximum air inflow meeting the requirement of the maximum nitrogen oxide of the engine, namely the first predicted air inflow is set to meet the emission requirement of the engine and meet the emission requirements of the soot particles and the nitrogen oxide, the air inflow of the fresh air entering the air inlet pipe of the engine under a steady state under the target working condition is used as a second predicted air inflow, and a first weight of the first predicted air inflow and a second weight of the second predicted air inflow are determined based on a set pressure and an actual pressure of the air inlet pipe under the target working condition, and carrying out weighted average on the first predicted air inflow and the second predicted air inflow by using the first weight and the second weight to obtain a target air inflow so as to control the fresh air to enter an engine air inlet pipe by using the target air inflow.
In the embodiment of the application, the target air inflow is obtained by carrying out weighted average on the first predicted air inflow and the second predicted air inflow and is located between the first predicted air inflow and the second predicted air inflow, when the first predicted air inflow and the second predicted air inflow meet the emission requirements of soot particles and nitrogen oxides, the target air inflow also meets the emission requirements of the soot particles and the nitrogen oxides, and the first weight and the second weight are obtained based on the set pressure and the actual pressure of an engine air inlet pipe under the target working condition, so that the obtained target air inflow is related to the current actual working state of the engine, the accurate determination of the fresh air inflow under the transient working condition is realized, the reasonable control and balance on the emission of the soot particles and the nitrogen oxides under the transient working condition of the engine are carried out, and the emission of the soot particles and the nitrogen oxides caused by unreasonable determination of the fresh air inflow under the transient working condition is reduced And (5) marking a problem.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments.
The foregoing is only a preferred embodiment of the present invention, and although the present invention has been disclosed in the preferred embodiments, it is not intended to limit the present invention. Those skilled in the art can make numerous possible variations and modifications to the present teachings, or modify equivalent embodiments to equivalent variations, without departing from the scope of the present teachings, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the scope of the protection of the technical solution of the present invention, unless the contents of the technical solution of the present invention are departed.

Claims (10)

1. An engine emission control method, comprising:
determining a first predicted air inflow of fresh air entering an air inlet pipe of the engine according to the emission requirement of the engine under a target working condition; the first predicted air inflow is larger than or equal to the minimum air inflow meeting the requirement of the maximum soot particles of the engine and smaller than or equal to the maximum air inflow meeting the requirement of the maximum nitrogen oxides of the engine; under the target working condition, the engine has a first rotating speed and a first fuel injection quantity;
taking the air inflow of the fresh air entering the air inlet pipe of the engine under the steady state of the target working condition as a second predicted air inflow;
determining a first weight of the first predicted air inflow and a second weight of the second predicted air inflow based on the set pressure and the actual pressure of the air inlet pipe of the engine under the target working condition;
and carrying out weighted average on the first predicted air inflow and the second predicted air inflow by using the first weight and the second weight to obtain a target air inflow so as to control fresh air to enter an engine air inlet pipe by using the target air inflow.
2. The method of claim 1, wherein determining a first weight for the first predicted intake air amount and a second weight for a second predicted intake air amount based on a set pressure and an actual pressure of the engine intake pipe at the target operating condition comprises:
determining a pressure deviation coefficient of the actual pressure relative to the set pressure based on the set pressure and the actual pressure of the engine air inlet pipe under the target working condition;
determining a first weight corresponding to a pressure deviation coefficient of the actual pressure relative to the set pressure based on a corresponding relationship between the pressure deviation coefficient and the first weight;
determining the second weight according to the first weight.
3. The method of claim 1, wherein determining a first predicted intake amount of fresh air into an intake of the engine based on the emission demand at the target operating condition comprises:
determining a third weight of the minimum air inflow and a fourth weight of the maximum air inflow according to the emission requirement under the target working condition;
and carrying out weighted average on the minimum air inflow and the maximum air inflow by using the third weight and the fourth weight to obtain a first predicted air inflow of the fresh air entering an air inlet pipe of the engine.
4. The method of any of claims 1-3, wherein the minimum intake air amount is a product of an injected fuel amount, a theoretical air-fuel ratio, and a minimum excess air factor of the engine, the minimum excess air factor being a calibration factor of the engine at which a maximum smoke requirement of the engine is met under the target operating condition.
5. A method according to any one of claims 1-3, characterized in that the maximum intake air amount is the product of the oxygen concentration coefficient and the total intake air amount of the mixture; the total intake amount of the mixed gas is the total intake amount of fresh gas and waste gas entering an air inlet pipe of the engine; the oxygen concentration coefficient is a ratio of a first oxygen concentration difference value and a second oxygen concentration difference value, the first oxygen concentration difference value is a difference value of a maximum intake oxygen concentration and an exhaust oxygen concentration of the engine when the maximum nitrogen oxide requirement of the engine is met under a target working condition, and the second oxygen concentration difference value is a difference value of an ambient oxygen concentration and an exhaust oxygen concentration.
6. The method of any of claims 1-3, wherein after controlling fresh air into an engine intake using the target air intake, the method further comprises:
and adjusting the target air inflow according to the actual content of the soot particles and the nitrogen oxides in the exhaust gas.
7. An engine emission control device, comprising:
the first prediction unit is used for determining a first predicted air inflow of fresh air entering an air inlet pipe of the engine according to the emission requirement of the engine under a target working condition; the first predicted air inflow is larger than or equal to the minimum air inflow meeting the requirement of the maximum soot particles of the engine and smaller than or equal to the maximum air inflow meeting the requirement of the maximum nitrogen oxides of the engine; under the target working condition, the engine has a first rotating speed and a first fuel injection quantity;
the second prediction unit is used for taking the air inflow of the fresh air entering the air inlet pipe of the engine under the steady state of the target working condition as a second predicted air inflow;
a weight determination unit for determining a first weight of the first predicted intake air amount and a second weight of a second predicted intake air amount based on a set pressure and an actual pressure of the engine intake pipe under the target operating condition;
and the target air inflow determining unit is used for carrying out weighted average on the first predicted air inflow and the second predicted air inflow by using the first weight and the second weight to obtain a target air inflow so as to control the fresh air to enter an engine air inlet pipe by using the target air inflow.
8. The apparatus of claim 7, wherein the weight determining unit comprises:
the pressure deviation coefficient determining unit is used for determining a pressure deviation coefficient of the actual pressure relative to the set pressure based on the set pressure and the actual pressure of the engine air inlet pipe under the target working condition;
a first weight determination unit configured to determine a first weight corresponding to a pressure deviation coefficient of the actual pressure with respect to the set pressure based on a correspondence relationship between a pressure deviation coefficient and the first weight;
a second weight determining unit for determining the second weight according to the first weight.
9. The apparatus of claim 7, wherein the first prediction unit is specifically configured to:
determining a third weight of the minimum air inflow and a fourth weight of the maximum air inflow according to the emission requirement under the target working condition;
and performing weighted average on the minimum air inflow and the maximum air inflow by using the third weight and the fourth weight to obtain a first predicted air inflow of the fresh air entering an engine air inlet pipe.
10. The apparatus according to any one of claims 7-9, further comprising:
and the adjusting unit is used for adjusting the target air inflow according to the actual content of the carbon smoke particles and the nitrogen oxides in the exhaust gas after the fresh air is controlled to enter the air inlet pipe of the engine by using the target air inflow.
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