CN110905676B - Engine performance optimization method and device and electronic control unit - Google Patents
Engine performance optimization method and device and electronic control unit Download PDFInfo
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- CN110905676B CN110905676B CN201911227894.7A CN201911227894A CN110905676B CN 110905676 B CN110905676 B CN 110905676B CN 201911227894 A CN201911227894 A CN 201911227894A CN 110905676 B CN110905676 B CN 110905676B
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
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Abstract
The invention discloses an engine performance optimization method, an engine performance optimization device and an electronic control unit, which are used for respectively optimizing dynamic performance and NVH performance aiming at each gear to obtain a smoke intensity correction table corresponding to each gear. When the engine runs, the current gear signal of the gearbox is obtained firstly, and a target smoke intensity correction table matched with the current gear signal is determined. And then, searching a corresponding smoke degree correction value from the target smoke degree correction table according to the current operating parameter of the engine, and correcting the basic smoke degree value corresponding to the current operating parameter by using the smoke degree correction value to obtain a corrected smoke degree value. And finally, controlling the fuel injection quantity of the engine by using the corrected smoke value, so that the dynamic property and NVH (noise, vibration and harshness) performance of the engine are optimized. The scheme is used for carrying out optimal calibration on the smoke value by comprehensively considering dynamic property and NVH performance aiming at different gears of the engine, so that the engine realizes optimal dynamic property and NVH performance at each gear.
Description
Technical Field
The invention belongs to the technical field of engines, and particularly relates to an engine performance optimization method, an engine performance optimization device and an Electronic Control Unit (ECU).
Background
In the development process of the engine, the power performance and the economy of the engine are generally emphasized in comparison, and the NVH performance of the engine is neglected, so that the NVH performance of the engine is sacrificed for pursuing the power performance and the economy. NVH performance refers to Noise (Noise), Vibration (Vibration) and Harshness (Harshness), which are usually present simultaneously and inseparably in mechanical Vibration, and therefore are usually studied together.
At present, the national traffic noise management and control are more and more strict, and meanwhile, the user pays more and more attention to the noise of the engine, so that a solution capable of considering both the dynamic property and the NVH performance of the engine is urgently needed.
Disclosure of Invention
In view of this, an object of the present application is to provide an engine performance optimization method, an engine performance optimization device, and an electronic control unit, so as to solve the problem of balancing the dynamic performance and the NVH performance of the engine, and achieve the optimal dynamic performance and the optimal NVH performance. The technical scheme is as follows:
in a first aspect, the invention discloses an engine performance optimization method, comprising: ,
acquiring a current gear signal of the gearbox;
under the condition that the current gear signal is a non-neutral gear signal, determining a target smoke intensity correction table matched with the current gear signal from smoke intensity correction tables corresponding to gears obtained by calibration in advance;
acquiring current operating parameters of an engine, and searching smoke intensity correction values corresponding to the current operating parameters from the target smoke intensity correction table;
correcting the basic smoke value corresponding to the current operation parameter by using the smoke value correction value to obtain a corrected smoke value;
and controlling the fuel injection quantity of the engine according to the corrected smoke value.
Optionally, the method further comprises:
under the condition that the current gear signal is a neutral gear signal, searching a basic smoke value matched with the current operation parameters of the engine from a basic smoke table;
and controlling the fuel injection quantity of the engine by using the basic smoke value matched with the current operating parameter.
Optionally, the correcting the basic smoke value corresponding to the current operating parameter by using the smoke value correction value to obtain a corrected smoke value, including:
and adding the smoke intensity correction value and a basic smoke intensity value corresponding to the current operation parameter to obtain the corrected smoke intensity value.
Optionally, the acquiring a current gear signal of the gearbox includes:
obtaining a gear signal of the gearbox according to the current speed, the current rotating speed of the gearbox and the current rotating speed of an engine;
and filtering the gear signal to obtain a current gear signal of the gearbox.
Optionally, the process of calibrating the smoke correction table includes:
calibrating the optimal smoke intensity correction values corresponding to different rotating speeds and different air input under the same gear to obtain a smoke intensity correction table corresponding to the gear;
and acquiring a smoke intensity correction table corresponding to each gear to obtain a smoke intensity correction Map.
In a second aspect, the present invention discloses an engine performance optimization apparatus, comprising:
the gear acquisition module is used for acquiring a current gear signal of the gearbox;
the smoke intensity correction value table determining module is used for determining a target smoke intensity correction table matched with the current gear signal from smoke intensity correction tables corresponding to all gears obtained by calibration in advance under the condition that the current gear signal is a non-neutral gear signal;
the smoke degree correction value determining module is used for acquiring the current operating parameter of the engine and searching the smoke degree correction value corresponding to the current operating parameter from the target smoke degree correction table;
the smoke intensity correction module is used for correcting the basic smoke intensity value corresponding to the current operation parameter by using the smoke intensity correction value to obtain a corrected smoke intensity value;
and the fuel injection amount control module is used for controlling the fuel injection amount of the engine according to the corrected smoke value.
Optionally, the apparatus further comprises:
and the basic smoke degree determining module is used for searching a basic smoke degree value matched with the current operation parameter of the engine from a basic smoke degree table under the condition that the current gear signal is a neutral gear signal, and triggering the oil injection quantity control module to control the oil injection quantity of the engine according to the basic smoke degree value matched with the current operation parameter.
Optionally, the smoke intensity correction module is specifically configured to:
and adding the smoke intensity correction value and a basic smoke intensity value corresponding to the current operation parameter to obtain the corrected smoke intensity value.
Optionally, the gear acquiring module includes:
the gear determining submodule is used for obtaining a gear signal of the gearbox according to the current speed, the current rotating speed of the gearbox and the current rotating speed of the engine;
and the filtering submodule is used for filtering the gear signals to obtain the current gear signals of the gearbox.
In a third aspect, the present invention discloses an electronic control unit comprising: a memory and a processor;
the memory has stored therein program instructions;
the processor executes program instructions in the memory to implement the engine performance optimization method of any of the first aspects.
According to the engine performance optimization method, the dynamic performance and the NVH performance are optimized respectively for each gear, and a smoke intensity correction table corresponding to each gear is obtained. When the engine runs, the current gear signal of the gearbox is obtained firstly, and a target smoke intensity correction table matched with the current gear signal is determined. Then, according to the current operation parameter of the engine, a corresponding smoke intensity correction value is obtained by searching from a target smoke intensity correction table, and the smoke intensity correction value is used for correcting a basic smoke intensity value corresponding to the current operation parameter to obtain a corrected smoke intensity value. And finally, controlling the fuel injection quantity of the engine by using the corrected smoke value, so that the dynamic property and NVH (noise, vibration and harshness) performance of the engine are optimized. The scheme is used for carrying out optimal calibration on the smoke value by comprehensively considering dynamic property and NVH performance aiming at different gears of the engine, so that the engine realizes optimal dynamic property and NVH performance at each gear.
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 introduced 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 schematic flow chart of a method for optimizing engine performance according to an embodiment of the present disclosure;
FIG. 2 is a schematic flow chart of a calibration smoke correction table according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of the Map for correcting smoke intensity at different gears to control the ECU to operate according to the embodiment of the invention;
FIG. 4 is a schematic structural diagram of an engine performance optimization apparatus according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of another engine performance optimization device disclosed in the embodiment of the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the development process of the engine, the power performance and the economy of the engine are generally emphasized in comparison, and the NVH performance of the engine is neglected, so that the NVH performance of the engine is sacrificed for pursuing the power performance and the economy. Moreover, the oil injection quantity is controlled by using the same smoke intensity Map when the traditional engine operates at different gears, however, the operating conditions of the gears are different, and the requirements for the dynamic property and the NVH performance are also different, so that the optimization of the dynamic property and the NVH performance of the engine cannot be realized.
In order to solve the problem, the embodiment of the invention discloses an engine performance optimization method, an engine performance optimization device and an electronic control unit, aiming at different gears of an engine, the dynamic performance and the NVH performance are comprehensively considered to carry out optimal calibration on a smoke value, so that the engine realizes the optimal dynamic performance and the optimal NVH performance at each gear.
Referring to fig. 1, a schematic flow chart of an engine performance optimization method disclosed in an embodiment of the present invention is applied to an ECU of an automobile, where the method may include the following steps:
s101: and acquiring a current gear signal of the gearbox.
When the engine runs, the ECU on the automobile acquires a current gear signal of the gearbox based on the gear signal acquisition instruction, for example, the ECU generates the gear signal acquisition instruction after detecting that the engine is started, then the ECU responds to the gear signal acquisition instruction to read the current vehicle speed, the current rotating speed of the gearbox and the current rotating speed of the engine, acquires the gear signal of the gearbox according to the current vehicle speed, the current rotating speed of the gearbox and the current rotating speed of the engine, and performs filtering processing on the gear signal to acquire the current gear signal of the gearbox.
It should be noted that, filtering the shift signal is equivalent to smoothing the waveform of the shift signal, so that the shift signal obtained according to the filtered shift signal waveform is more accurate.
S102: and under the condition that the current gear signal is a non-neutral gear signal, determining a target smoke degree correction table matched with the current gear signal from smoke degree correction tables corresponding to all gears obtained by calibration in advance.
In one possible implementation, as shown in fig. 2, the process of calibrating the smoke correction table is as follows:
s1021: and calibrating the optimal smoke intensity correction values corresponding to different rotating speeds and different air input under the same gear to obtain a smoke intensity correction table corresponding to the gear.
For any forward gear, according to the actual demand condition of the engine on the dynamic property and the NVH performance when the engine operates in the gear, testing is carried out to obtain smoke correction data corresponding to the gear when the dynamic property and the NVH performance of the gear reach the optimal values, and the smoke correction table corresponding to the gear is obtained through calibration.
Specifically, for a certain forward gear, if the requirement on the power of the engine is high in the running state, the smoke intensity parameter Lam is optimized through a test, the acceleration dynamic property is improved, and smoke intensity correction data meeting the dynamic property requirement are obtained; if the requirement on the NVH performance is high in the running state, the smoke intensity parameter Lam is optimized for the NVH noise through a test, and smoke intensity correction data meeting the NVH performance requirement are obtained. The dynamic performance and NVH noise of each gear of the engine are optimized through the process. And the smoke intensity parameter Lam is the ratio of the air inflow and the oil injection quantity of the engine.
As shown in table 1, the horizontal axis of each smoke correction table indicates the engine speed (r/min), the vertical axis indicates the cycle intake air amount (mg/cycle), and the value corresponding to the intersection of the horizontal axis and the vertical axis is the optimum smoke correction value corresponding to the operating state.
TABLE 1
S1022: and acquiring a smoke intensity correction table corresponding to each gear to obtain a smoke intensity correction Map.
And calibrating each gear to obtain a corresponding smoke intensity correction table, wherein the smoke intensity correction table corresponding to each gear forms a smoke intensity correction Map.
By increasing the smoke intensity correction Map corresponding to each gear, the optimization of dynamic property, economy and NVH noise of each gear on the basis of smoke intensity basic data is realized.
S103: and acquiring the current operating parameters of the engine, and searching the smoke intensity correction value corresponding to the current operating parameters from the target smoke intensity correction table.
Among the current operating parameters of the engine are, but not limited to: the engine speed and the cycle intake air amount (simply referred to as intake air amount), i.e., physical amounts indicated by the horizontal/vertical axes of the smoke correction table. And then, searching smoke correction values corresponding to the engine speed and the air intake amount from a target smoke correction table corresponding to the current gear signal.
S104: and correcting the basic smoke value corresponding to the current operation parameter by using the smoke value correction value to obtain a corrected smoke value.
And the basic smoke value corresponding to the current operating parameter is obtained by searching a basic smoke table according to the rotating speed of the engine and the air input quantity.
The basic smoke degree table is an original smoke degree data table in the engine, and each gear corresponds to the same basic smoke degree table. The horizontal axis of the basic smoke table indicates the engine speed (r/min), the vertical axis indicates the cycle intake air amount (mg/cycle), and the numerical value corresponding to the intersection of the horizontal axis and the vertical axis is the corresponding smoke-based value in the operating state.
After the current operation parameters of the engine are obtained, the basic smoke value corresponding to the operation parameters can be found according to the basic smoke table.
And adding the smoke intensity correction value and the basic smoke intensity value corresponding to the current operation parameter to obtain a corrected smoke intensity value.
S105: and controlling the fuel injection quantity of the engine according to the corrected smoke value.
And controlling the fuel injection quantity of the engine according to the corrected smoke value so as to realize the fuel injection quantity conditions and calibration of the engine at different gears and finally realize balanced and optimal NVH (noise, vibration and harshness) performance and dynamic property of the engine.
In addition, under the condition that the current gear signal is a neutral signal, a basic smoke value matched with the current operating parameters of the engine is searched from the basic smoke table, and the fuel injection quantity of the engine is controlled by using the basic smoke value matched with the current operating parameters.
The embodiment of the invention discloses an engine performance optimization method, which optimizes dynamic performance and NVH performance aiming at each gear respectively to obtain a smoke intensity correction table corresponding to each gear. When the engine runs, the current gear signal of the gearbox is obtained firstly, and a target smoke intensity correction table matched with the current gear signal is determined. And then, searching a corresponding smoke degree correction value from the target smoke degree correction table according to the current operating parameter of the engine, and correcting the basic smoke degree value corresponding to the current operating parameter by using the smoke degree correction value to obtain a corrected smoke degree value. And finally, controlling the fuel injection quantity of the engine by using the corrected smoke value, so that the dynamic property and NVH (noise, vibration and harshness) performance of the engine are optimized. The scheme is used for carrying out optimal calibration on the smoke value by comprehensively considering dynamic property and NVH performance aiming at different gears of the engine, so that the engine realizes optimal dynamic property and NVH performance at each gear.
Fig. 3 is a schematic structural diagram of the Map for correcting smoke intensity in different gears to control the operation of the ECU according to the embodiment of the present invention.
And the gear correction Map control signal is used for controlling the operating target smoke intensity correction table under different gears.
Wherein the gear correction Map control signal is generated by the ECU determining the current operating gear.
The gear signal waveform is generated by the ECU according to the current vehicle speed, the current rotating speed of the gearbox and the current rotating speed of the engine. The waveform of the gear signal is filtered by the filtering module to obtain a gear signal with a smoother waveform, and finally the current gear signal of the gearbox is obtained according to the filtered gear signal.
A value "0" in the ECU corresponds to the first gear of the gearbox, a value "1" corresponds to the second gear of the gearbox, a value "2" corresponds to the third gear of the gearbox, a value "3" corresponds to the fourth gear of the gearbox and a value "4" corresponds to the fifth gear of the gearbox.
In other embodiments, each gear may be represented by other numerical values, for example, "1" represents 1 gear, "2" represents 2 gear, "3 represents" 3 gear, "4" represents 4 gear, "5" represents 5 gear, and the present application is not limited thereto.
The gear correction Map control signal selects the smoke intensity correction Map which needs to operate through a logic control unit, and the smoke intensity correction value is determined from the selected smoke intensity correction Map according to the current rotating speed and the air intake amount of the engine. And calculating the sum of basic smoke values corresponding to the smoke correction value, the rotating speed of the engine and the air inflow to determine the corrected smoke value of the engine. And finally, controlling the fuel injection quantity of the engine according to the corrected smoke value, and realizing the comprehensive optimization of the dynamic property and NVH of each gear of the engine.
In the embodiment of the invention, the smoke value is optimally calibrated by comprehensively considering the dynamic property and the NVH performance aiming at different gears of the engine, so that the engine realizes the optimal dynamic property and the optimal NVH performance at each gear.
Based on the method for optimizing the performance of the engine disclosed by the embodiment of the invention, the embodiment of the invention also correspondingly discloses a device for optimizing the performance of the engine, and as shown in fig. 4, the device mainly comprises:
the gear acquiring module 401 is configured to acquire a current gear signal of the transmission.
When the engine runs, the ECU acquires a current gear signal of the gearbox based on a gear signal acquisition instruction, for example, the ECU generates a gear signal acquisition instruction after detecting that the engine is started, then the ECU responds to the gear signal acquisition instruction to read the current vehicle speed, the current rotating speed of the gearbox and the current rotating speed of the engine, the gear signal of the gearbox is acquired according to the current vehicle speed, the current rotating speed of the gearbox and the current rotating speed of the engine, and the gear signal is filtered to obtain the current gear signal of the gearbox.
Further, the gear acquiring module 401 includes:
the gear determining submodule is used for obtaining a gear signal of the gearbox according to the current speed, the current rotating speed of the gearbox and the current rotating speed of the engine;
and the filtering submodule is used for filtering the gear signal to obtain the current gear signal of the gearbox.
And a smoke intensity correction value table determining module 402, configured to determine, when the current gear signal is a non-neutral gear signal, a target smoke intensity correction table matched with the current gear signal from smoke intensity correction tables corresponding to gears obtained through calibration in advance.
For any forward gear, according to the actual demand condition of the engine on the dynamic property and the NVH performance when the engine operates in the gear, testing is carried out to obtain smoke correction data corresponding to the gear when the dynamic property and the NVH performance of the gear reach the optimal values, and the smoke correction table corresponding to the gear is obtained through calibration.
Further, the smoke intensity correction value table determining module 402 is specifically configured to:
calibrating the optimal smoke degree correction values corresponding to different rotating speeds and different air input values under the same gear to obtain a smoke degree correction table corresponding to the gear, and obtaining the smoke degree correction table corresponding to each gear to obtain a smoke degree correction Map.
And each gear is calibrated to obtain a corresponding smoke intensity correction table, and the smoke intensity correction table corresponding to each gear forms a smoke intensity correction Map.
By increasing the smoke intensity correction Map corresponding to each gear, the optimization of dynamic property, economy and NVH noise of each gear is realized on the basis of smoke intensity basic data.
And a smoke correction value determining module 403, configured to obtain a current operating parameter of the engine, and search a smoke correction value corresponding to the current operating parameter from the target smoke correction table.
Among the current operating parameters of the engine are, but not limited to: the engine speed and the cycle intake air amount (simply referred to as intake air amount), i.e., physical amounts indicated by the horizontal/vertical axes of the smoke correction table. And then, searching smoke correction values corresponding to the engine speed and the air intake amount from a target smoke correction table corresponding to the current gear signal.
And a smoke intensity correction module 404, configured to correct the basic smoke intensity value corresponding to the current operating parameter by using the smoke intensity correction value, so as to obtain a corrected smoke intensity value.
And searching a basic smoke table according to the rotating speed of the engine and the air inflow to obtain the basic smoke value corresponding to the current operating parameter.
The basic smoke meter is an original smoke meter data table in the engine, and each gear corresponds to the same basic smoke meter.
Further, the smoke intensity correction module 404 is specifically configured to:
and adding the smoke intensity correction value and the basic smoke intensity value corresponding to the current operation parameter to obtain a corrected smoke intensity value.
And the fuel injection amount control module 405 is used for controlling the fuel injection amount of the engine according to the corrected smoke value.
The invention discloses an engine performance optimization device, which optimizes dynamic performance and NVH performance aiming at each gear respectively to obtain a smoke intensity correction table corresponding to each gear. When the engine runs, the current gear signal of the gearbox is obtained firstly, and a target smoke intensity correction table matched with the current gear signal is determined. Then, according to the current operation parameter of the engine, a corresponding smoke intensity correction value is obtained by searching from a target smoke intensity correction table, and the smoke intensity correction value is used for correcting a basic smoke intensity value corresponding to the current operation parameter to obtain a corrected smoke intensity value. And finally, controlling the fuel injection quantity of the engine by using the corrected smoke value, so that the dynamic property and NVH (noise, vibration and harshness) performance of the engine are optimized. According to the scheme, the smoke value is optimally calibrated by comprehensively considering the dynamic property and the NVH (noise vibration harshness) performance aiming at different gears of the engine, so that the dynamic property and the NVH performance of the engine are optimal at each gear.
As shown in fig. 5, another engine performance optimization device disclosed in the embodiment of the present invention further includes, on the basis of fig. 4: a base smoke intensity determination module 501.
And the basic smoke degree determining module 501 is configured to, when the current gear signal is the neutral signal, search a basic smoke degree value matched with the current operating parameter of the engine from the basic smoke degree table, and trigger the fuel injection amount control module to control the fuel injection amount of the engine according to the basic smoke degree value matched with the current operating parameter.
According to the other engine performance optimization device disclosed by the embodiment of the invention, when the current gear of the gearbox is the neutral gear, the basic smoke value matched with the current operating parameters of the engine is searched from the basic smoke table, so that the basic smoke value matched with the current operating parameters of the engine is determined to control the fuel injection quantity of the engine.
The invention also provides an electronic control unit, which comprises a memory and a processor; the memory has stored therein program instructions that are executed by the processor to implement any of the engine performance optimization methods described above.
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it will be appreciated by those skilled in the art that the claimed subject matter is not limited by the order of acts, as some steps may, in accordance with the claimed subject matter, occur in other orders and/or concurrently. Further, those skilled in the art should also appreciate that the embodiments described in the specification are preferred embodiments and that the acts and modules referred to are not necessarily required by the invention.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. For the device-like embodiment, since it is basically similar to the method embodiment, the description is simple, and reference may be made to the partial description of the method embodiment for relevant points.
The steps in the method of the embodiments of the present application may be sequentially adjusted, combined, and deleted according to actual needs.
The device and the modules and sub-modules in the terminal in the embodiments of the present application can be combined, divided and deleted according to actual needs.
In the several embodiments provided in the present application, it should be understood that the disclosed terminal, apparatus and method may be implemented in other manners. For example, the above-described terminal embodiments are merely illustrative, and for example, the division of a module or a sub-module is only one logical division, and there may be other divisions when the terminal is actually implemented, for example, a plurality of sub-modules or modules may be combined or integrated into another module, or some features may be omitted or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or modules, and may be in an electrical, mechanical or other form.
The modules or sub-modules described as separate parts may or may not be physically separate, and parts that are modules or sub-modules may or may not be physical modules or sub-modules, may be located in one place, or may be distributed over a plurality of network modules or sub-modules. Some or all of the modules or sub-modules can be selected according to actual needs to achieve the purpose of the solution of the present embodiment.
In addition, each functional module or sub-module in the embodiments of the present application may be integrated into one processing module, or each module or sub-module may exist alone physically, or two or more modules or sub-modules may be integrated into one module. The integrated modules or sub-modules may be implemented in the form of hardware, or may be implemented in the form of software functional modules or sub-modules.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and amendments can be made without departing from the principle of the present invention, and these modifications and amendments should also be considered as the protection scope of the present invention.
Claims (6)
1. An engine performance optimization method for equalizing engine dynamics and NVH (noise, vibration, and harshness) performance, comprising:
acquiring a current gear signal of a gearbox;
under the condition that the current gear signal is a non-neutral gear signal, determining a target smoke intensity correction table matched with the current gear signal from smoke intensity correction tables corresponding to gears obtained by calibration in advance;
acquiring current operating parameters of an engine, and searching smoke intensity correction values corresponding to the current operating parameters from the target smoke intensity correction table;
adding the smoke degree correction value and a basic smoke degree value corresponding to the current operation parameter to obtain a corrected smoke degree value;
controlling the fuel injection quantity of the engine according to the corrected smoke value;
under the condition that the current gear signal is a neutral gear signal, searching a basic smoke value matched with the current operating parameters of the engine from a basic smoke table;
and controlling the fuel injection quantity of the engine by using the basic smoke value matched with the current operating parameter.
2. The method of claim 1, wherein said obtaining a current gear signal for a transmission comprises:
obtaining a gear signal of the gearbox according to the current speed, the current rotating speed of the gearbox and the current rotating speed of an engine;
and filtering the gear signal to obtain a current gear signal of the gearbox.
3. The method according to any one of claims 1-2, wherein the process of calibrating the smoke correction table comprises:
calibrating the optimal smoke intensity correction values corresponding to different rotating speeds and different air input under the same gear to obtain a smoke intensity correction table corresponding to the gear;
and acquiring a smoke intensity correction table corresponding to each gear to obtain a smoke intensity correction Map.
4. An engine performance optimizing apparatus for equalizing engine dynamics and NVH (noise, vibration, and harshness) performance, comprising:
the gear acquisition module is used for acquiring a current gear signal of the gearbox;
the smoke intensity correction value table determining module is used for determining a target smoke intensity correction table matched with the current gear signal from smoke intensity correction tables corresponding to all gears obtained by calibration in advance under the condition that the current gear signal is a non-neutral gear signal;
the smoke intensity correction value determining module is used for obtaining the current operating parameters of the engine and searching smoke intensity correction values corresponding to the current operating parameters from the target smoke intensity correction table;
the smoke degree correction module is used for adding the smoke degree correction value and a basic smoke degree value corresponding to the current operation parameter to obtain a corrected smoke degree value;
the fuel injection quantity control module is used for controlling the fuel injection quantity of the engine according to the corrected smoke value;
and the basic smoke degree determining module is used for searching a basic smoke degree value matched with the current operation parameter of the engine from a basic smoke degree table under the condition that the current gear signal is a neutral gear signal, and triggering the oil injection quantity control module to control the oil injection quantity of the engine according to the basic smoke degree value matched with the current operation parameter.
5. The apparatus of claim 4, wherein the range acquisition module comprises:
the gear determining submodule is used for obtaining a gear signal of the gearbox according to the current speed, the current rotating speed of the gearbox and the current rotating speed of the engine;
and the filtering submodule is used for filtering the gear signals to obtain the current gear signals of the gearbox.
6. An electronic control unit, comprising: a memory and a processor;
the memory has stored therein program instructions;
the processor executes program instructions in the memory to implement the engine performance optimization method of any one of claims 1-3.
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