CN111946472B - Exhaust temperature protection method based on air-fuel ratio and oxygen storage amount of catalyst - Google Patents
Exhaust temperature protection method based on air-fuel ratio and oxygen storage amount of catalyst Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
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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
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0814—Oxygen storage amount
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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Abstract
The application discloses an exhaust temperature protection method based on air-fuel ratio and oxygen storage amount of a catalytic converter, and relates to the technical field of engine control, and the method comprises the following steps: when the actual exhaust temperature of the engine reaches the exhaust temperature preset limit value, delaying the response time; acquiring the rotating speed and the load of an engine, and determining a target air-fuel ratio enrichment coefficient under the actual ignition efficiency; acquiring an oxygen storage coefficient of the catalyst according to the real-time oxygen storage amount and the maximum oxygen storage amount of the catalyst; and if the oxygen storage coefficient is not smaller than the first oxygen storage coefficient threshold, constraining the target air-fuel ratio enrichment coefficient to obtain an output air-fuel ratio enrichment coefficient, and compensating the output air-fuel ratio enrichment coefficient into the air-fuel ratio request control until the actual exhaust temperature is lower than the exhaust temperature preset limit value. According to the exhaust temperature protection method, the air-fuel ratio can be optimized until the actual exhaust temperature is lower than the exhaust temperature preset limit value, so that the influence of overhigh exhaust temperature on the dynamic property of the engine can be improved while the exhaust temperature is reduced.
Description
Technical Field
The application relates to the technical field of engine control, in particular to an exhaust temperature protection method based on air-fuel ratio and oxygen storage amount of a catalyst.
Background
At present, in order to meet the increasingly strict emission oil consumption regulation requirements, Turbo-charging (Turbo-charging) and direct injection (GDI) are increasingly and widely adopted in the field of automotive gasoline electronic injection engines so as to effectively improve the transient response of the engine and improve the response delay of the traditional supercharging technology. Because the direct injection absorbs heat, the temperature in the cylinder is reduced, the inflation coefficient is improved by 2 to 3 percent, and the fuel economy and the emission are greatly improved. The direct injection engine in the small-displacement exhaust gas turbocharging cylinder replaces a large-displacement natural air suction engine, and is one of the most mainstream core technical routes for realizing oil saving and reducing carbon emission. However, the heat load of the small turbocharged direct injection engine under a heavy load condition is large, and if the engine runs under the heavy load condition for a long time, performance loss can be caused to engine parts and a lubricating system, and even the service life of the engine is shortened, so that the temperature of an exhaust system needs to be controlled.
In the related art, the manner of reducing the exhaust temperature is mainly achieved by directly reducing the air-fuel ratio or reducing the torque. However, reducing the air-fuel ratio directly or reducing the torque sacrifices the engine dynamics to some extent.
Disclosure of Invention
Aiming at one of the defects in the prior art, the application aims to provide an exhaust temperature protection method based on an air-fuel ratio and a catalyst oxygen storage amount so as to solve the problem that the dynamic property of an engine is reduced in the exhaust temperature protection process in the related art.
The application provides an exhaust temperature protection method based on air-fuel ratio and oxygen storage amount of a catalytic converter, which comprises the following steps:
delaying the response time when the actual exhaust temperature of the engine reaches the exhaust temperature preset limit value;
acquiring the rotating speed and the load of an engine, and determining a target air-fuel ratio enrichment coefficient under the actual ignition efficiency;
acquiring an oxygen storage coefficient of the catalyst according to the real-time oxygen storage amount and the maximum oxygen storage amount of the catalyst;
and if the oxygen storage coefficient is not smaller than the first oxygen storage coefficient threshold, restricting the target air-fuel ratio enrichment coefficient to obtain an output air-fuel ratio enrichment coefficient, and compensating the output air-fuel ratio enrichment coefficient into air-fuel ratio request control until the actual exhaust temperature is lower than an exhaust temperature preset limit value.
In some embodiments, before the actual exhaust temperature is lower than the preset exhaust temperature limit, the method further includes:
and after the response time, quitting the air-fuel ratio enrichment control, and setting the air-fuel ratio enrichment coefficient to be 1.
In some embodiments, when the actual exhaust temperature of the engine reaches the preset exhaust temperature limit value, the method further includes:
calculating an integrated exhaust temperature amount from the actual exhaust temperature based on an intake air flow rate of the engine;
the time required for the accumulated exhaust temperature amount to exceed the accumulated amount limit value is used as the response time.
In some embodiments, the constraining the target air-fuel ratio enrichment factor to obtain an output air-fuel ratio enrichment factor specifically includes:
calculating the exhaust temperature change rate at the current moment according to the actual exhaust temperature at the current moment, the actual exhaust temperature at the previous moment and the exhaust temperature change rate at the previous moment;
acquiring a current change rate limit value based on a pre-stored corresponding table of the exhaust temperature change rate and the change rate limit value and the oxygen storage quantity coefficient, and calculating the variation of the enrichment factor;
calculating the value of the enrichment factor by the sum of the air-fuel ratio enrichment factor and the variation of the enrichment factor at the previous moment;
when the calculated value of the enrichment factor is smaller than the target air-fuel ratio enrichment factor, the calculated value of the enrichment factor is used as the output air-fuel ratio enrichment factor, otherwise, the target air-fuel ratio enrichment factor is used as the output air-fuel ratio enrichment factor.
In some embodiments, the mapping tables include a first mapping table and a second mapping table;
when the oxygen storage coefficient is not smaller than the first oxygen storage coefficient threshold value and not larger than a second oxygen storage coefficient threshold value, obtaining a change rate limit value B based on the first corresponding table;
when the oxygen storage coefficient is larger than the second oxygen storage coefficient threshold value, obtaining a change rate limit value A based on the second corresponding table; the absolute value of A is greater than the absolute value of B.
In some embodiments, before determining the target air-fuel ratio enrichment factor at the actual ignition efficiency, the method further includes:
determining a basic ignition angle and a minimum ignition angle according to the engine speed and the load;
and determining a first air-fuel ratio enrichment factor under the basic ignition efficiency, an ignition efficiency for starting enrichment and a corresponding second air-fuel ratio enrichment factor thereof as well as a third air-fuel ratio enrichment factor under the minimum ignition efficiency based on a pre-stored corresponding list according to the basic ignition efficiency corresponding to the basic ignition angle and the minimum ignition efficiency corresponding to the minimum ignition angle.
In some embodiments, the determining the target air-fuel ratio enrichment ratio at the actual ignition efficiency specifically includes:
setting the first air-fuel ratio enrichment factor as the target air-fuel ratio enrichment factor when the actual ignition efficiency is greater than or equal to the ignition efficiency at which enrichment is started;
when the actual ignition efficiency is equal to the minimum ignition efficiency, taking the second air-fuel ratio enrichment factor as the target air-fuel ratio enrichment factor;
and otherwise, calculating to obtain the target air-fuel ratio enrichment factor according to the first air-fuel ratio enrichment factor, the second air-fuel ratio enrichment factor, the actual ignition efficiency, the minimum ignition efficiency and the ignition efficiency for starting enrichment.
In some embodiments, obtaining a first corresponding list that identifies a first air-fuel ratio enrichment factor at the base firing efficiency includes:
setting a plurality of engine speeds and loads in sequence;
setting a corresponding basic ignition angle under any rotating speed and load, and determining basic ignition efficiency corresponding to the basic ignition angle;
acquiring the current exhaust temperature of an engine, when the current exhaust temperature is equal to or greater than a preset exhaust temperature limit value, carrying out air-fuel ratio enrichment control until the current exhaust temperature is less than the preset exhaust temperature limit value, and taking the air-fuel ratio enrichment coefficient at the moment as a first air-fuel ratio enrichment coefficient under the current rotating speed and load and the basic ignition efficiency;
otherwise, 1 is taken as the first air-fuel ratio enrichment factor;
and (3) tabulating the basic ignition efficiency and the corresponding first air-fuel ratio enrichment factor under each engine speed and load to obtain the first corresponding list.
In some embodiments, obtaining a second corresponding list of firing efficiencies and their corresponding second air-fuel ratio enrichment factors that determine initiation of enrichment may include:
setting a plurality of engine speeds and loads in sequence;
setting a corresponding basic ignition angle and setting the current air-fuel ratio enrichment coefficient to be 1 at any rotating speed and load;
acquiring the current exhaust temperature of the engine, and taking the basic ignition efficiency corresponding to the basic ignition angle as the ignition efficiency for starting enrichment when the current exhaust temperature is greater than the preset exhaust temperature limit value;
if not, gradually reducing the ignition efficiency until the current exhaust temperature is higher than a preset exhaust temperature limit value, and taking the ignition efficiency at the moment as the ignition efficiency for starting enrichment;
if the ignition efficiency is reduced to the minimum ignition efficiency and the exhaust temperature is not higher than the preset exhaust temperature limit value, taking the minimum ignition efficiency as the ignition efficiency for starting enrichment;
and (4) tabulating ignition efficiency for starting enrichment and a corresponding second air-fuel ratio enrichment coefficient under each engine speed and load to obtain the second corresponding list.
In some embodiments, obtaining a third corresponding list for determining a third air-fuel ratio enrichment factor at the minimum ignition efficiency includes:
setting a plurality of engine speeds and loads;
at any rotation speed and load, when the corresponding ignition efficiency for starting enrichment is the minimum ignition efficiency, taking 1 as a third air-fuel ratio enrichment factor under the minimum ignition efficiency;
otherwise, setting the current air-fuel ratio enrichment factor as the maximum air-fuel ratio enrichment factor, gradually reducing the ignition efficiency from the beginning of enrichment until the current exhaust temperature of the engine is greater than the preset exhaust temperature limit value, taking the ignition efficiency at the moment as the ignition efficiency under the maximum air-fuel ratio enrichment factor, and obtaining a third air-fuel ratio enrichment factor under the minimum ignition efficiency through linear interpolation;
if the ignition efficiency is gradually reduced to the minimum ignition efficiency, and the current exhaust temperature is not larger than the preset exhaust temperature limit value, reducing the air-fuel ratio enrichment factor under the minimum ignition efficiency until the current exhaust temperature is larger than the preset exhaust temperature limit value, and taking the current air-fuel ratio enrichment factor as a third air-fuel ratio enrichment factor under the minimum ignition efficiency;
if the air-fuel ratio enrichment factor is reduced to 1, and the current exhaust temperature is not greater than the preset exhaust temperature limit value, taking 1 as the third air-fuel ratio enrichment factor;
and (4) tabulating the minimum ignition efficiency and the corresponding third air-fuel ratio enrichment factor under each engine speed and load to obtain the third corresponding list.
The beneficial effect that technical scheme that this application provided brought includes:
the application discloses a method for protecting exhaust temperature based on air-fuel ratio and oxygen storage amount of a catalytic converter, because a target air-fuel ratio enrichment factor can be determined according to actual ignition efficiency, when the actual exhaust temperature of an engine reaches a preset exhaust temperature limit value, response time is delayed, the oxygen storage amount coefficient is calculated, when the oxygen storage amount coefficient is not smaller than a first oxygen storage amount coefficient threshold value, the target air-fuel ratio enrichment factor is restrained to obtain an output air-fuel ratio enrichment factor, the output air-fuel ratio enrichment factor is compensated to air-fuel ratio request control, namely, the air-fuel ratio can be optimized, and the actual exhaust temperature is lower than the preset exhaust temperature limit value, therefore, the influence of excessive exhaust temperature on the engine dynamic performance can be improved while the exhaust temperature is reduced.
Drawings
FIG. 1 is a first flowchart of a method for exhaust temperature protection based on air-fuel ratio and catalyst oxygen storage according to an embodiment of the present disclosure;
fig. 2 is a second flowchart of a method for protecting exhaust temperature based on an air-fuel ratio and a catalyst oxygen storage amount according to an embodiment of the present disclosure.
Detailed Description
The present application will be described in further detail with reference to the accompanying drawings and examples.
Referring to fig. 1, an embodiment of the present application provides an exhaust temperature protection method based on an air-fuel ratio and a catalyst oxygen storage amount, which includes the steps of:
s1, when the actual exhaust temperature of the engine reaches an exhaust temperature preset limit value, delaying the response time, and activating air-fuel ratio enrichment control after delaying the response time.
And S2, acquiring the rotating speed and the load of the engine, and determining a target air-fuel ratio enrichment coefficient under the actual ignition efficiency. Wherein the ratio of the mass of fuel actually supplied to the mass of fuel required for stoichiometric combustion is the air-fuel ratio enrichment factor.
And S3, acquiring an oxygen storage coefficient of the catalyst according to the real-time oxygen storage amount and the maximum oxygen storage amount of the catalyst.
Wherein, the oxygen storage coefficient of the catalyst is the ratio of the real-time oxygen storage amount to the maximum oxygen storage amount. The value range of the oxygen storage coefficient of the catalyst is between 0 and 1, the larger the oxygen storage coefficient is, the larger the oxygen storage coefficient of the catalyst is, the larger the oxygen storage amount of the catalyst is, at the moment, the air-fuel ratio enrichment is carried out, and the influence caused by the enrichment can be improved under the oxidation action of the catalyst. The real-time oxygen storage amount and the maximum oxygen storage amount of the catalyst can be obtained in real time.
And S4, comparing the oxygen storage coefficient with a first oxygen storage coefficient threshold value, if the oxygen storage coefficient is not smaller than the first oxygen storage coefficient threshold value, constraining a target air-fuel ratio enrichment coefficient to obtain an output air-fuel ratio enrichment coefficient, and compensating the output air-fuel ratio enrichment coefficient to air-fuel ratio request control until the actual exhaust temperature is lower than an exhaust temperature preset limit value.
According to the exhaust temperature protection method, the target air-fuel ratio enrichment factor can be determined in advance according to the actual ignition efficiency, when the actual exhaust temperature of the engine reaches the exhaust temperature preset limit value, the response time is delayed, the oxygen storage coefficient is calculated, when the oxygen storage coefficient is not smaller than the first oxygen storage coefficient threshold value, the target air-fuel ratio enrichment factor is restrained to obtain the output air-fuel ratio enrichment factor, the output air-fuel ratio enrichment factor is compensated to the air-fuel ratio request control, namely, the air-fuel ratio can be optimized until the actual exhaust temperature is lower than the exhaust temperature preset limit value, and therefore, the influence of overhigh exhaust temperature on the engine dynamic performance can be improved while the exhaust temperature is reduced.
Preferably, in step S4, the method further includes, after the actual exhaust temperature is lower than the preset exhaust temperature limit value:
and after the response time, exiting the air-fuel ratio request control, closing the air-fuel ratio enrichment caused by overhigh exhaust temperature, and setting the air-fuel ratio enrichment coefficient to be 1.
Alternatively, when the actual exhaust temperature of the engine just reaches the preset exhaust temperature limit, the air-fuel ratio enrichment factor is 1, and the limit of the change rate of the enrichment factor is determined according to the change rate of the exhaust temperature, that is, the engine can gradually transit to the target air-fuel ratio enrichment factor after the response time. On the one hand, excessive fluctuation of the enrichment factor, which may cause fluctuation of the air-fuel ratio and cause deterioration of emission, may be prohibited, and on the other hand, excessive fluctuation of the temperature may be restricted. In addition, after the actual exhaust temperature is lower than the preset exhaust temperature limit, the air-fuel ratio enrichment factor may be set to 1 after the response time.
Preferably, in step S1, when the actual exhaust temperature of the engine reaches an exhaust temperature preset limit, the method further includes:
first, an integrated exhaust temperature amount from the actual exhaust temperature is calculated based on an intake air flow rate of the engine.
The accumulated amount sigma m of exhaust temperatureExhMassComprises the following steps:
dmExhaustFlow＝dmCylinderAirFlow×rdissipation
wherein dmExhaustFlowIs the gas flow of the exhaust system, which can be passed through the inlet flow dmCylinderAirFlowMultiplied by a certain consumption rate rdissipationObtaining that the consumption rate in the embodiment is 0.9; AirFuelRatioAvgThe AirFuelRatio is an average value of the air-fuel ratio from the present time 0 when the actual exhaust temperature reaches the exhaust temperature preset limit value to the time tSetpointThe ideal air-fuel ratio is determined mainly by oil products, and is determined by detection according to the type of added fuel, and the ideal air-fuel ratio in the embodiment is 14.3;
the air-fuel ratio enrichment correction coefficient is set to a fixed value, in particular, the air-fuel ratio enrichment correction coefficient is set to 1 in the fuel cut; spark EffAvgFor the ignition efficiency from the current time 0 to the time t when the actual exhaust temperature reaches the preset exhaust temperature limit valueMean value; cExhaustIn this embodiment, C is the specific heat capacity of the exhaust gas in the exhaust gasExhaustIs 0.46 kcal/kg/k.
In the present embodiment, the air-fuel ratio enrichment correction coefficient is obtained by changing the influence of air-fuel ratio monitoring on the change of the exhaust temperature in the engine mount. The results of the calibration of the air-fuel ratio enrichment correction coefficient are shown in table 1 below.
TABLE 1
Then, the accumulated amount sigma m of the exhaust temperature is usedExhMassFirst exceeding the accumulation limit Δ TLimitThe required time T as the response time TDelay. Therefore, the larger the change in exhaust temperature at the higher the engine intake air flow rate, the response time T at that timeDelayThe smaller; the response time T is smaller when the exhaust temperature is smaller when the air inflow of the engine is smallerDelayThe larger.
Wherein, Delta TLimitThe surplus value after the exhaust temperature is over-limited is obtained by subtracting 15 ℃ from the limit temperature required by the exhaust manifold body and the catalyst body.
Further, in step S4, the step of constraining the target air-fuel ratio enrichment factor to obtain the output air-fuel ratio enrichment factor specifically includes:
firstly, calculating the exhaust temperature change rate M at the current moment according to the actual exhaust temperature at the current moment, the actual exhaust temperature at the previous moment and the exhaust temperature change rate at the previous moment, namely:
wherein the content of the first and second substances,
is the rate of change of the exhaust temperature, T, at the last sampling instantEThe current actual exhaust temperature is the temperature of the exhaust gas,
Δ t is the sampling period, t is the actual exhaust temperature at the last sampling instantcIs a time constant. In this embodiment, the time constant is set to 0.3 by calibration. The calibration process of the time constant is as follows: and a temperature sensor is arranged in the calibration test process, the estimated exhaust temperature change rate is compared through the detected temperature change rate, and the determination time constant with the minimum error is selected.
In this embodiment, the rate of change M (0) of the exhaust temperature at the initial sampling time is 0, and the actual exhaust temperature T at the initial sampling time isE(0) Is the atmospheric temperature at the initial sampling instant.
Secondly, based on a pre-stored corresponding table of the exhaust temperature change rate and the change rate limit value of the enrichment factor and the oxygen storage coefficient, the current change rate limit value is obtained, and the variation of the enrichment factor in an acquisition period, namely the product of the change rate limit value and the acquisition period, is calculated.
Then, the value of the enrichment factor is calculated by summing the air-fuel ratio enrichment factor at the previous time and the amount of change in the enrichment factor.
When the calculated value of the enrichment factor is smaller than the target air-fuel ratio enrichment factor, the calculated value of the enrichment factor is used as the output air-fuel ratio enrichment factor rEnrichAtFinalEffOtherwise, the target air-fuel ratio enrichment factor is used as the output air-fuel ratio enrichment factor rEnrichAtFinalEffThe output air-fuel ratio enrichment factor that is finally used for controlling the air-fuel ratio is limited to 1 and the maximum air-fuel ratio enrichment factor rEnrichMaxI.e. not less than 1.
Finally, the output air-fuel ratio enrichment factor is compensated to the air-fuel ratio request control as a multiplication factor.
Further, the correspondence table includes a first correspondence table and a second correspondence table.
And when the oxygen storage coefficient is not smaller than the first oxygen storage coefficient threshold value and not larger than a second oxygen storage coefficient threshold value, obtaining a change rate limit value B based on the first corresponding table.
And when the oxygen storage coefficient is larger than the second oxygen storage coefficient threshold value, obtaining a change rate limit value A based on the second corresponding table, wherein the absolute value of A is larger than that of B so as to reduce the risk of emission deterioration caused by air-fuel ratio enrichment.
In this embodiment, the first oxygen storage coefficient threshold is 0.15, and the second oxygen storage coefficient threshold is 0.3.
Wherein the rate limit A includes a first rate limit A1 for positive enrichment and a second rate limit A2 for negative enrichment. Referring to Table 2 below, the first rate limit is the maximum rate of change of the positive enrichment factor. The absolute value of the second rate limit is the maximum rate of change at which negative enrichment decreases, as shown in Table 3 below. In the adjacent exhaust temperature change rate interval, the exhaust temperature change rate and the change rate limit value A are in a linear relation.
TABLE 2
TABLE 3
Wherein the rate of change limits B include a third rate of change limit B1 for positive enrichment and a fourth rate of change limit B2 for negative enrichment. Referring to Table 4 below, the third rate limit described above is the maximum rate of change of the positive enrichment factor. The absolute value of the fourth rate limit is the maximum rate of change at which negative enrichment decreases, as shown in Table 5 below. In the adjacent exhaust temperature change rate interval, the exhaust temperature change rate and the change rate limit value B are in a linear relation.
TABLE 4
TABLE 5
Alternatively, after delaying the response time and activating the air-fuel ratio enrichment control, if the oxygen storage coefficient is smaller than the first oxygen storage coefficient threshold, the output air-fuel ratio enrichment coefficient r is setEnrichAtFinalEffIs 1, and the exhaust temperature is lowered to an exhaust temperature preset limit by limiting the engine required torque.
In this embodiment, before determining the target air-fuel ratio enrichment factor at the actual ignition efficiency, the method further includes:
first, the engine speed n and the load rho are determined based on the above-described engine speed n and load rhoFilterAnd determining a basic ignition angle and a minimum ignition angle. Wherein the payload is a first-order low-pass filtered payload.
Then, a first air-fuel ratio enrichment factor at the basic ignition efficiency, an ignition efficiency at which enrichment starts and a second air-fuel ratio enrichment factor corresponding thereto, and a third air-fuel ratio enrichment factor at the minimum ignition efficiency are determined based on a pre-stored correspondence list, based on the basic ignition efficiency corresponding to the basic ignition angle and the minimum ignition efficiency corresponding to the minimum ignition angle.
The basic ignition efficiency is the ignition efficiency corresponding to the basic ignition angle, i.e., the optimal ignition angle, and the ignition efficiency for starting enrichment, i.e., the maximum ignition efficiency of enrichment. The minimum ignition efficiency refers to the ignition efficiency corresponding to the minimum ignition angle. The minimum ignition angle is the minimum allowable ignition angle, and the excessively small ignition angle can cause the combustion of the engine to shake and even extinguish.
Preferably, the determining the target air-fuel ratio enrichment coefficient at the actual ignition efficiency specifically includes:
when the actual ignition efficiency is greater than or equal to the ignition efficiency at which the enrichment is started, the first air-fuel ratio enrichment factor is set as the target air-fuel ratio enrichment factor rEnrichRawAtFinalEff。
When the above is mentionedWhen the actual ignition efficiency is equal to the minimum ignition efficiency, the second air-fuel ratio enrichment factor is set as the target air-fuel ratio enrichment factor rEnrichRawAtFinalEff。
Otherwise, in other cases, the enrichment factor r is increased according to the first air-fuel ratioEnrichAtBaseSparkAnd the third air-fuel ratio enrichment factor rEnrichAtMinSparkActual ignition efficiency rFinalEffMinimum ignition efficiency rMinEffAnd ignition efficiency r at which enrichment startsEffStartLimForEnrichAnd calculating to obtain the target air-fuel ratio enrichment coefficient. I.e., the target air-fuel ratio enrichment factor rEnrichRawAtFinalEffComprises the following steps:
in the present embodiment, the pre-stored correspondence list is obtained in advance by the engine bench test. The pre-stored correspondence list includes a first correspondence list, a second correspondence list, and a third correspondence list.
Wherein the first correspondence list is a correspondence list in which the first air-fuel ratio enrichment factor at the basic ignition efficiency is determined. The second correspondence list is a correspondence list of ignition efficiencies at which enrichment is started and their corresponding second air-fuel ratio enrichment factors are determined. The third correspondence list is a correspondence list that determines the third air-fuel ratio enrichment factor at the above-described minimum ignition efficiency.
Specifically, the obtaining of the first corresponding list specifically includes:
first, a plurality of engine speeds and loads are set in order.
Secondly, under a certain rotating speed and load, setting a basic ignition angle corresponding to the rotating speed and the load, and determining basic ignition efficiency corresponding to the basic ignition angle. At this time, the air-fuel ratio enrichment factor is set to 1.
And then, acquiring the current exhaust temperature of the engine, when the current exhaust temperature is equal to or greater than a preset exhaust temperature limit value, carrying out air-fuel ratio enrichment control until the current exhaust temperature is less than the preset exhaust temperature limit value, and taking the air-fuel ratio enrichment coefficient at the moment as a first air-fuel ratio enrichment coefficient under the basic ignition efficiency at the current rotating speed and load.
Otherwise, when the current exhaust temperature is smaller than the preset exhaust temperature limit value, it indicates that enrichment is not needed under the current working condition, and at the moment, 1 is used as the first air-fuel ratio enrichment coefficient.
And finally, tabulating the basic ignition efficiency and the corresponding first air-fuel ratio enrichment factor under each engine speed and load to obtain the first corresponding list.
Specifically, the obtaining of the second correspondence list specifically includes:
first, a plurality of engine speeds and loads are set in order.
Next, at a certain rotation speed and load, a basic ignition angle corresponding to the rotation speed and load is set, and the current air-fuel ratio enrichment factor is set to 1.
And then, acquiring the current exhaust temperature of the engine, and taking the basic ignition efficiency corresponding to the basic ignition angle as the ignition efficiency for starting enrichment when the current exhaust temperature is greater than the preset exhaust temperature limit value.
Otherwise, when the current exhaust temperature is smaller than the preset exhaust temperature limit value, the ignition efficiency is gradually reduced until the current exhaust temperature is higher than the preset exhaust temperature limit value, and the ignition efficiency at the moment is used as the ignition efficiency for starting enrichment.
And if the exhaust temperature is not higher than the preset exhaust temperature limit value when the ignition efficiency is reduced to the minimum ignition efficiency, taking the minimum ignition efficiency as the ignition efficiency for starting enrichment.
Referring to the ignition efficiency at the start of enrichment shown in table 6 below, which illustrates the need to start the enrichment control at the current air-fuel ratio, if set to 1, there is a possibility that the temperature may rise, and therefore, the ignition efficiency r at the start of enrichment is shownEffStartLimForEnrichSecond air-fuel ratio enrichment factor rEnrichExhTempBaseGenerally set greater than 1, the exhaust temperature may fluctuate around the preset exhaust temperature limit near 1.
TABLE 6
And finally, tabulating ignition efficiency of starting enrichment and a corresponding second air-fuel ratio enrichment coefficient under each engine speed and load to obtain the second corresponding list. In the adjacent ignition efficiency interval for starting enrichment, the ignition efficiency for starting enrichment and the second air-fuel ratio enrichment coefficient are in a linear relation.
Specifically, the obtaining of the third correspondence list specifically includes:
first, a plurality of engine speeds and loads are set in order.
Next, at a certain rotation speed and load, when the corresponding ignition efficiency at which enrichment is started is the above-described minimum ignition efficiency, 1 is set as the third air-fuel ratio enrichment factor at the minimum ignition efficiency.
Otherwise, setting the current air-fuel ratio enrichment factor as the maximum air-fuel ratio enrichment factor rEnrichMaxThe maximum air-fuel ratio enrichment factor is the maximum enrichment factor under each working condition set by emission and oil consumption, then the ignition efficiency from the beginning of enrichment is gradually reduced until the current exhaust temperature of the engine is greater than the preset limit value of the exhaust temperature, and the ignition efficiency at the moment is taken as the ignition efficiency r under the maximum air-fuel ratio enrichment factorEffAtMaxEnrichAnd a third air-fuel ratio enrichment factor at minimum ignition efficiency is obtained by linear interpolation, i.e. according to the data point (r)EffAtMaxEnrich，rEnrichMax) And data points (r)EffStartLimForEnrich，rEnrichExhTempBase) To obtain the minimum ignition efficiency rMinEffThe following third air-fuel ratio enrichment factor. I.e. the third air-fuel ratio enrichment factor rEnrichAtMinSparkComprises the following steps:
and if the ignition efficiency is gradually reduced to the minimum ignition efficiency, and the current exhaust temperature is not greater than the preset exhaust temperature limit, reducing the air-fuel ratio enrichment factor under the minimum ignition efficiency until the current exhaust temperature is greater than the preset exhaust temperature limit, and taking the current air-fuel ratio enrichment factor as a third air-fuel ratio enrichment factor under the minimum ignition efficiency.
And if the current exhaust temperature is not greater than the preset exhaust temperature limit value when the air-fuel ratio enrichment factor is reduced to 1 after the ignition efficiency is the minimum ignition efficiency, taking 1 as the third air-fuel ratio enrichment factor.
And finally, tabulating the minimum ignition efficiency and the corresponding third air-fuel ratio enrichment factor under each engine speed and load to obtain the third corresponding list.
Referring to fig. 2, the method for protecting against temperature loss in this embodiment specifically includes:
A1. a first air-fuel ratio enrichment factor at a base ignition efficiency is determined.
A2. The efficiency of ignition at which enrichment is initiated and its corresponding second air-fuel ratio enrichment factor are determined.
A3. A third air-fuel ratio enrichment factor at a minimum firing efficiency is determined.
A4 judges if the actual exhaust temperature of engine reaches preset limit value, if it is, turning to A5, otherwise, turning to A14.
A5. The time required for the exhaust temperature accumulated amount to exceed the accumulated amount limit value for the first time is taken as the response time, the response time is delayed, and the air-fuel ratio enrichment control is activated.
A6. A target air-fuel ratio enrichment factor at the actual ignition efficiency is determined.
A7. And determining the oxygen storage coefficient of the catalyst.
A8. And judging whether the oxygen storage coefficient is greater than or equal to a first oxygen storage coefficient threshold value, if so, turning to A9, and otherwise, turning to A14.
A9. And judging whether the oxygen storage coefficient is larger than a second oxygen storage coefficient threshold value, if so, turning to A11, otherwise, turning to A10.
A10. And calculating the exhaust temperature change rate at the current moment, obtaining an output air-fuel ratio enrichment factor as a multiplication factor to compensate in the air-fuel ratio request control according to the change rate B and the target air-fuel ratio enrichment factor under the actual ignition efficiency, and turning to A12.
A11. And calculating the exhaust temperature change rate at the current moment, obtaining an output air-fuel ratio enrichment factor as a multiplication factor to compensate in the air-fuel ratio request control according to the change rate A and the target air-fuel ratio enrichment factor under the actual ignition efficiency, and turning to A12.
A12. And judging whether the actual exhaust temperature of the engine is lower than a preset exhaust temperature limit value, if so, turning to A13, and otherwise, turning to A6.
A13. The response time is delayed and the air-fuel ratio enrichment control is exited.
A14. The air-fuel ratio enrichment factor is set to 1.
According to the exhaust temperature protection method, the oxygen concentration in the exhaust system is monitored in real time, and when the oxygen storage amount in the catalyst is large, namely the oxygen storage coefficient is larger than the second oxygen storage coefficient threshold value, the optimal enrichment mode is determined according to the current actual working condition and the ignition efficiency, so that the dynamic property of a vehicle can not be influenced; when the oxygen storage amount in the catalyst is low, namely the oxygen storage coefficient is not larger than the second oxygen storage coefficient threshold and is not smaller than the first oxygen storage coefficient threshold, the deterioration of the emission is avoided by further limiting the change of the air-fuel ratio enrichment coefficient; when the oxygen storage amount in the catalyst is extremely low, namely the oxygen storage coefficient is smaller than a first oxygen storage coefficient threshold value, the deterioration of the emission is reduced by sacrificing the dynamic property in a mode of limiting the required torque of the engine.
The present application is not limited to the above embodiments, and it will be apparent to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present application, and such modifications and improvements are also considered to be within the scope of the present application.
Claims (9)
1. An exhaust temperature protection method based on an air-fuel ratio and a catalyst oxygen storage amount is characterized by comprising the following steps:
when the actual exhaust temperature of the engine reaches the exhaust temperature preset limit value, delaying the response time;
acquiring the rotating speed and the load of an engine, and determining a target air-fuel ratio enrichment coefficient under the actual ignition efficiency;
acquiring an oxygen storage coefficient of the catalyst according to the real-time oxygen storage amount and the maximum oxygen storage amount of the catalyst;
if the oxygen storage coefficient is not smaller than a first oxygen storage coefficient threshold value, the target air-fuel ratio enrichment coefficient is restrained to obtain an output air-fuel ratio enrichment coefficient, and the output air-fuel ratio enrichment coefficient is compensated to air-fuel ratio request control until the actual exhaust temperature is lower than an exhaust temperature preset limit value;
when the actual exhaust temperature of the engine reaches the preset exhaust temperature limit value, the method further comprises the following steps:
calculating an accumulated exhaust temperature amount from the actual exhaust temperature according to the intake air flow rate of the engine;
and taking the time required by the accumulated exhaust temperature quantity exceeding the accumulated quantity limit value as response time.
2. The exhaust temperature protection method based on the air-fuel ratio and the oxygen storage amount of the catalyst according to claim 1, further comprising, until the actual exhaust temperature is lower than an exhaust temperature preset limit value:
and after the response time, exiting the air-fuel ratio enrichment control, and setting the air-fuel ratio enrichment coefficient to be 1.
3. The exhaust temperature protection method based on the air-fuel ratio and the oxygen storage amount of the catalyst according to claim 1, wherein the step of constraining the target air-fuel ratio enrichment factor to obtain an output air-fuel ratio enrichment factor specifically comprises the steps of:
calculating the exhaust temperature change rate at the current moment according to the actual exhaust temperature at the current moment, the actual exhaust temperature at the previous moment and the exhaust temperature change rate at the previous moment;
acquiring a current change rate limit value based on a prestored corresponding table of the exhaust temperature change rate and the change rate limit value and the oxygen storage quantity coefficient, and calculating the variation of the enrichment factor;
calculating the value of the enrichment factor by the sum of the air-fuel ratio enrichment factor and the variation of the enrichment factor at the previous moment;
and when the calculated value of the enrichment factor is smaller than the target air-fuel ratio enrichment factor, taking the calculated value of the enrichment factor as the output air-fuel ratio enrichment factor, otherwise, taking the target air-fuel ratio enrichment factor as the output air-fuel ratio enrichment factor.
4. The exhaust temperature protection method based on the air-fuel ratio and the oxygen storage amount of the catalyst according to claim 3, characterized in that:
the correspondence table comprises a first correspondence table and a second correspondence table;
when the oxygen storage coefficient is not smaller than the first oxygen storage coefficient threshold value and not larger than a second oxygen storage coefficient threshold value, obtaining a change rate limit value B based on the first corresponding table;
when the oxygen storage coefficient is larger than the second oxygen storage coefficient threshold value, obtaining a change rate limit value A based on the second corresponding table; the absolute value of A is larger than the absolute value of B.
5. The method of claim 1, wherein prior to determining the target air-fuel ratio enrichment factor at actual firing efficiency, further comprising:
determining a basic ignition angle and a minimum ignition angle according to the engine speed and the load;
and determining a first air-fuel ratio enrichment factor under the basic ignition efficiency, the ignition efficiency for starting enrichment and a second air-fuel ratio enrichment factor corresponding to the ignition efficiency, and a third air-fuel ratio enrichment factor under the minimum ignition efficiency based on a pre-stored corresponding list according to the basic ignition efficiency corresponding to the basic ignition angle and the minimum ignition efficiency corresponding to the minimum ignition angle.
6. The exhaust temperature protection method based on the air-fuel ratio and the oxygen storage amount of the catalyst according to claim 5, wherein the determining of the target air-fuel ratio enrichment coefficient at the actual ignition efficiency specifically comprises:
when the actual ignition efficiency is greater than or equal to the ignition efficiency at which enrichment is started, taking the first air-fuel ratio enrichment factor as the target air-fuel ratio enrichment factor;
when the actual ignition efficiency is equal to a minimum ignition efficiency, taking the second air-fuel ratio enrichment factor as the target air-fuel ratio enrichment factor;
and otherwise, calculating to obtain the target air-fuel ratio enrichment factor according to the first air-fuel ratio enrichment factor, the second air-fuel ratio enrichment factor, the actual ignition efficiency, the minimum ignition efficiency and the ignition efficiency for starting enrichment.
7. The method of claim 5, wherein obtaining a first corresponding list that identifies a first air-fuel ratio enrichment factor at the base ignition efficiency comprises:
setting a plurality of engine speeds and loads in sequence;
setting a corresponding basic ignition angle under any rotating speed and load, and determining basic ignition efficiency corresponding to the basic ignition angle;
acquiring the current exhaust temperature of an engine, when the current exhaust temperature is equal to or greater than a preset exhaust temperature limit value, carrying out air-fuel ratio enrichment control until the current exhaust temperature is less than the preset exhaust temperature limit value, and taking the air-fuel ratio enrichment coefficient at the moment as a first air-fuel ratio enrichment coefficient under the current rotating speed and load and the basic ignition efficiency;
otherwise, taking 1 as the first air-fuel ratio enrichment factor;
and tabulating the basic ignition efficiency and the corresponding first air-fuel ratio enrichment factor under each engine speed and load to obtain the first corresponding list.
8. The exhaust temperature protection method based on an air-fuel ratio and a catalyst oxygen storage amount according to claim 5, wherein obtaining a second corresponding list of ignition efficiencies and corresponding second air-fuel ratio enrichment coefficients that determine the start of enrichment specifically comprises:
setting a plurality of engine speeds and loads in sequence;
setting a corresponding basic ignition angle and setting the current air-fuel ratio enrichment coefficient to be 1 at any rotating speed and load;
acquiring the current exhaust temperature of the engine, and taking the basic ignition efficiency corresponding to the basic ignition angle as the ignition efficiency for starting enrichment when the current exhaust temperature is greater than the preset exhaust temperature limit value;
if not, gradually reducing the ignition efficiency until the current exhaust temperature is higher than a preset exhaust temperature limit value, and taking the ignition efficiency at the moment as the ignition efficiency for starting enrichment;
if the ignition efficiency is reduced to the minimum ignition efficiency, and the exhaust temperature is not higher than a preset exhaust temperature limit value, taking the minimum ignition efficiency as the ignition efficiency for starting enrichment;
and (4) tabulating ignition efficiency for starting enrichment and a corresponding second air-fuel ratio enrichment coefficient under the rotating speed and the load of each engine to obtain the second corresponding list.
9. The exhaust temperature protection method based on the air-fuel ratio and the oxygen storage amount of the catalyst according to claim 5, wherein obtaining a third correspondence list that determines a third air-fuel ratio enrichment factor at the minimum ignition efficiency specifically includes:
setting a plurality of engine speeds and loads;
at any rotation speed and load, when the corresponding ignition efficiency for starting enrichment is the minimum ignition efficiency, taking 1 as a third air-fuel ratio enrichment factor under the minimum ignition efficiency;
otherwise, setting the current air-fuel ratio enrichment factor as the maximum air-fuel ratio enrichment factor, gradually reducing the ignition efficiency from the beginning of enrichment until the current exhaust temperature of the engine is greater than the preset exhaust temperature limit value, taking the ignition efficiency at the moment as the ignition efficiency under the maximum air-fuel ratio enrichment factor, and obtaining a third air-fuel ratio enrichment factor under the minimum ignition efficiency through linear interpolation;
if the ignition efficiency is gradually reduced to the minimum ignition efficiency, and the current exhaust temperature is not greater than the preset exhaust temperature limit, reducing the air-fuel ratio enrichment factor under the minimum ignition efficiency until the current exhaust temperature is greater than the preset exhaust temperature limit, and taking the current air-fuel ratio enrichment factor as a third air-fuel ratio enrichment factor under the minimum ignition efficiency;
if the air-fuel ratio enrichment factor is reduced to 1 and the current exhaust temperature is not greater than the preset exhaust temperature limit value, taking 1 as the third air-fuel ratio enrichment factor;
and (4) tabulating the minimum ignition efficiency and the corresponding third air-fuel ratio enrichment factor under the rotation speed and the load of each engine to obtain the third corresponding list.
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