CN112594073B - Control method of air-fuel ratio of engine and engine - Google Patents
Control method of air-fuel ratio of engine and engine Download PDFInfo
- Publication number
- CN112594073B CN112594073B CN202011482179.0A CN202011482179A CN112594073B CN 112594073 B CN112594073 B CN 112594073B CN 202011482179 A CN202011482179 A CN 202011482179A CN 112594073 B CN112594073 B CN 112594073B
- Authority
- CN
- China
- Prior art keywords
- engine
- air
- fuel ratio
- required opening
- exhaust gas
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention discloses a control method of an air-fuel ratio of an engine and the engine, and relates to the technical field of engines. The method includes S1, obtaining engine speed, required air-fuel ratio and actual air-fuel ratio; s2, determining an air-fuel ratio difference value according to the required air-fuel ratio and the actual air-fuel ratio; s3, acquiring a correction value of the required opening of the throttle valve of the engine and a correction value of the required opening of the exhaust gas recirculation valve according to the engine speed and the air-fuel ratio difference value; s4, determining the final required opening of the throttle valve and the required opening of the exhaust gas recirculation valve according to the required opening of the throttle valve and the opening of the exhaust gas recirculation valve under the current working condition, the acquired correction value of the required opening of the throttle valve and the correction value of the required opening of the exhaust gas recirculation valve; s5, the engine is controlled to make the air-fuel ratio of the engine equal to 1 with the final required opening of the engine throttle valve and the required opening of the exhaust gas recirculation valve. The method can realize that the combustion in the engine cylinder basically keeps the equivalence ratio, and protect engine parts and an aftertreatment device.
Description
Technical Field
The invention relates to the technical field of engines, in particular to a method for controlling air-fuel ratio of an engine and the engine.
Background
For an equivalent combustion engine, no matter whether the condition of entering air-fuel ratio closed-loop control is met or not under the current working condition, the combustion in a cylinder of the engine should be kept near the equivalent ratio, when an air supply system of the engine breaks down, such as air leakage of an air tank, a buffer tank or a pipeline, failure of a voltage stabilizer, failure of a pressurization system of the air tank or small fuel gas amount in the air tank, the gas pressure is low, at the moment, even if an injection valve is injected according to the maximum capacity, the control requirement of the engine cannot be met, the air-fuel ratio is lean or even the engine catches fire, and the efficiency of engine components, particularly components of a post-processing three-way catalyst, is reduced or the engine components are ablated and failed; meanwhile, the above-described problems also exist when the injection valves of the individual cylinders fail. At present, in the prior art, torque limitation is mostly carried out by reporting the fault that the closed loop of the air-fuel ratio exceeds the limit value, but the engine cannot be guaranteed to burn according to the equivalence ratio after torque limitation, so that engine parts and a post-processing device cannot be protected.
Disclosure of Invention
The invention aims to provide a control method of an air-fuel ratio of an engine and the engine, which can realize reasonable control of the air-fuel ratio of the engine and further protect engine components and an aftertreatment device.
In order to achieve the purpose, the invention adopts the following technical scheme:
a method of controlling an air-fuel ratio of an engine, comprising the steps of:
s1, obtaining the engine speed, the required air-fuel ratio and the actual air-fuel ratio;
s2, determining an air-fuel ratio difference value according to the required air-fuel ratio and the actual air-fuel ratio;
s3, acquiring a correction value of a throttle valve required opening of the engine and a correction value of an exhaust gas recirculation valve required opening according to the engine speed and the air-fuel ratio difference;
s4, determining the final required opening of the engine throttle valve and the final required opening of the exhaust gas recirculation valve according to the required opening of the engine throttle valve and the opening of the exhaust gas recirculation valve under the current working condition, and the acquired correction value of the required opening of the engine throttle valve and the correction value of the required opening of the exhaust gas recirculation valve;
s5, controlling the engine so that the air-fuel ratio of the engine becomes equal to 1 with the final required opening of the engine throttle valve and the required opening of the exhaust gas recirculation valve.
Optionally, step S1 further includes obtaining an air-fuel ratio closed-loop enable state of the engine;
the step S1 is followed by:
s11, judging whether the engine speed and the required air-fuel ratio meet preset conditions, if so, executing a step S12, and if not, returning to the step S1;
and S12, judging whether the air-fuel ratio closed loop enabling state is set or not.
Optionally, the step S1 further includes acquiring a gas rail pressure and a required torque of the engine;
the method of controlling an air-fuel ratio of an engine further includes:
s6, obtaining a limit value of the required torque of the engine according to the air rail pressure and the engine speed;
in the step S12, if yes, the step S2 is executed; if not, step S6 is executed.
Optionally, the step S6 specifically includes: the limit value of the required torque of the engine is obtained by looking up a preset MAP1 MAP of the engine according to the air rail pressure and the engine speed.
Optionally, after the step S2, the method further includes: s21, judging whether the air-fuel ratio difference value is larger than or equal to a preset value, if so, executing a step S3; if not, the process returns to step S11.
Optionally, step S2 specifically includes: and after delaying the preset time T, determining the air-fuel ratio difference according to the required air-fuel ratio and the actual air-fuel ratio.
Optionally, step S3 specifically includes: and acquiring a correction value of the throttle valve required opening degree of the engine and a correction value of the exhaust gas recirculation valve required opening degree by searching a preset MAP2 MAP and a preset MAP3 MAP of the engine according to the engine speed and the air-fuel ratio difference value.
Alternatively, the final required opening degree of the engine throttle valve in step S4 is a correction value obtained by subtracting the required opening degree of the engine throttle valve from the opening degree of the engine throttle valve required under the current operating condition.
Optionally, the final required opening of the exhaust gas recirculation valve in step S4 is a correction value obtained by subtracting the required opening of the exhaust gas recirculation valve from the required opening of the exhaust gas recirculation valve under the current operating condition.
An engine, the air-fuel ratio of the engine is controlled by adopting the control method of the air-fuel ratio of the engine.
The invention has the beneficial effects that: the invention provides a control method of an air-fuel ratio of an engine, which comprises the steps of firstly obtaining the rotating speed of the engine, the required air-fuel ratio and the actual air-fuel ratio; then determining an air-fuel ratio difference value according to the required air-fuel ratio and the actual air-fuel ratio; acquiring a correction value of the required opening of a throttle valve of the engine and a correction value of the required opening of an exhaust gas recirculation valve according to the engine speed and the air-fuel ratio difference; determining the final required opening of the engine throttle valve and the final required opening of the exhaust gas recirculation valve according to the required opening of the engine throttle valve and the opening of the exhaust gas recirculation valve under the current working condition, the obtained correction value of the required opening of the engine throttle valve and the obtained correction value of the required opening of the exhaust gas recirculation valve; finally, the engine is controlled with the final required opening of the engine throttle valve and the required opening of the exhaust gas recirculation valve so that the air-fuel ratio of the engine becomes equal to 1. By the method, the combustion in the engine cylinder can be effectively kept near the equivalence ratio when the air-fuel ratio closed loop is out of limit or the air-fuel ratio closed loop control cannot be carried out, so that engine parts and an aftertreatment device are effectively protected.
Drawings
FIG. 1 is a flowchart illustrating major steps of a method for controlling an air-fuel ratio of an engine according to an embodiment of the present invention;
FIG. 2 is a flowchart illustrating the detailed steps of a method for controlling the air-fuel ratio of an engine according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all 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 description of the present invention, unless otherwise explicitly specified or limited, the terms "connected," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation that the first and second features are not in direct contact, but are in contact via another feature between them. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.
As shown in fig. 1, the main steps of the control method for the air-fuel ratio of the engine are shown in a flow chart, and the method comprises the following steps:
s1, obtaining the engine speed, the required air-fuel ratio and the actual air-fuel ratio;
s2, determining an air-fuel ratio difference value according to the required air-fuel ratio and the actual air-fuel ratio;
s3, acquiring a correction value of the required opening of the throttle valve of the engine and a correction value of the required opening of the exhaust gas recirculation valve according to the engine speed and the air-fuel ratio difference;
s4, determining the final required opening of the engine throttle valve and the final required opening of the exhaust gas recirculation valve according to the required opening of the engine throttle valve and the opening of the exhaust gas recirculation valve under the current working condition, the obtained correction value of the required opening of the engine throttle valve and the obtained correction value of the required opening of the exhaust gas recirculation valve;
and S5, controlling the engine to make the air-fuel ratio of the engine equal to 1 according to the final required opening degree of the engine throttle valve and the required opening degree of the exhaust gas recirculation valve.
It can be understood that the method can adjust the air quantity, the exhaust gas quantity and the gas quantity to realize that the combustion in the engine cylinder basically keeps the equivalence ratio, and can effectively ensure that the combustion in the engine cylinder is kept near the equivalence ratio when the closed loop of the air-fuel ratio is overrun or the closed loop of the air-fuel ratio cannot be controlled, thereby effectively protecting engine parts and an aftertreatment device.
As shown in fig. 2, a detailed step flow chart of the engine air-fuel ratio control method specifically includes the following steps:
s1, obtaining the engine speed, the required air-fuel ratio, the actual air-fuel ratio, the air-fuel ratio closed-loop enabling state, the air-fuel ratio pressure and the required torque.
Specifically, the above parameters may be obtained through structures such as a rotation speed monitoring unit and an air-fuel ratio monitoring unit of the engine, and the specific obtaining structures and methods are all the prior art and are not described herein again.
And S11, judging whether the engine speed and the required air-fuel ratio meet preset conditions.
If yes, go to step S12; if not, the process returns to step S1. It can be understood that after the engine speed and the air-fuel ratio are obtained in step S1, it is determined whether the engine speed and the required air-fuel ratio satisfy the preset conditions, and the process continues downward when the preset conditions are satisfied, and if the preset conditions are not satisfied, the data is obtained again, so that the engine speed and the required air-fuel ratio in the control method can be ensured to satisfy the requirements, the accuracy of the subsequent control is ensured, and the response speed can be improved. In this embodiment, the preset conditions are that the engine speed is 1200r/min and the required air-fuel ratio is 1, that is, whether the engine speed is greater than 1200r/min and whether the required air-fuel ratio is 1 are determined. In other embodiments, the preset condition may also be adaptively set according to the actual control requirement.
And S12, judging whether the air-fuel ratio closed loop enabling state is set.
If yes, go to step S2; if not, step S6 is executed. It is appreciated that when the air-fuel ratio closed-loop enabled state is set, the control method continues downward to adjust the amount of air, exhaust, and fuel gas of the engine to achieve substantially maintained equivalence ratio for combustion in the engine cylinder; when the closed-loop enable state of the air-fuel ratio is not set, then the appropriate configuration of the engine torque limit value is achieved through step S6, thereby achieving protection of the engine components and the aftertreatment device.
And S2, determining the air-fuel ratio difference value according to the required air-fuel ratio and the actual air-fuel ratio after delaying for a preset time T.
It can be understood that the ECU of the engine can cause the value of the actual air-fuel ratio to have a certain fluctuation when controlling, and after delaying a certain preset time T, the ECU can ensure that the value of the actual air-fuel ratio is stable, and then calculate the air-fuel ratio difference value, so that the difference value can be more accurate, and the control precision can be improved. In this embodiment, the preset time T is 10s, and in other embodiments, the specific value of the preset time T is not limited and may be adaptively selected.
And S21, judging whether the air-fuel ratio difference value is larger than or equal to a preset value.
If yes, go to step S3; if not, the process returns to step S11. It can be understood that when the air-fuel ratio difference exceeds the preset value, the following steps are continuously executed, and when the air-fuel ratio difference does not exceed the preset value, the process returns to step S11, and whether the engine speed and the required air-fuel ratio meet the preset conditions is judged again, until the air-fuel ratio difference exceeds the preset value, the step S3 is executed, so that the air-fuel ratio difference can be ensured to meet the control requirement, and the control precision can be improved.
And S3, acquiring a corrected value of the throttle valve required opening of the engine and a corrected value of the exhaust gas recirculation valve required opening by searching a preset MAP2 MAP and a preset MAP3 MAP of the engine according to the engine speed and the air-fuel ratio difference value.
It is understood that the correction value of the throttle demand opening degree of the engine and the correction value of the exhaust gas recirculation valve demand opening degree can be quickly and accurately obtained by looking up the MAP2 MAP and the MAP3 MAP of the engine by the rotation speed of the engine obtained in step S1 and the above-described satisfactory air-fuel ratio difference. As for the MAP2 MAP and MAP3 MAP of the engine, both MAPs are prior art and will not be described further herein.
And S4, determining the final required opening of the engine throttle valve and the required opening of the exhaust gas recirculation valve according to the required opening of the engine throttle valve and the opening of the exhaust gas recirculation valve under the current working condition, and the acquired correction value of the required opening of the engine throttle valve and the correction value of the required opening of the exhaust gas recirculation valve.
Specifically, the final required opening degree of the engine throttle valve is a correction value obtained by subtracting the required opening degree of the engine throttle valve from the opening degree of the engine throttle valve required under the current operating condition. The final required opening of the exhaust gas recirculation valve is a correction value obtained by subtracting the required opening of the exhaust gas recirculation valve from the required opening of the exhaust gas recirculation valve under the current working condition. It can be understood that the final required opening degree of the engine throttle valve and the final required opening degree of the exhaust gas recirculation valve can be ensured to be accurate by subtracting the correction value, and the control accuracy of the air-fuel ratio can be improved.
S5, the engine is controlled to make the air-fuel ratio of the engine equal to 1 with the final required opening of the engine throttle valve and the required opening of the exhaust gas recirculation valve.
It can be understood that the engine is controlled by the final required opening of the engine throttle valve and the required opening of the exhaust gas recirculation valve, so that the combustion in the engine cylinder can be basically kept at the equivalence ratio, and the combustion in the engine cylinder can be effectively kept near the equivalence ratio when the air-fuel ratio is in closed-loop overrun or cannot enter the air-fuel ratio closed-loop control, thereby effectively protecting engine parts and an aftertreatment device.
And S6, obtaining the limit value of the required torque of the engine by searching a preset MAP1 MAP of the engine according to the air rail pressure and the engine speed.
And S7, configuring the engine according to the limit value of the required torque.
It is understood that when the closed-loop enable state of the air-fuel ratio is not set, then proper configuration of the engine torque limit value is achieved through steps S6 and S7, thereby achieving protection of the engine components and aftertreatment devices.
The embodiment also provides an engine, the air-fuel ratio of the engine is controlled by adopting the control method of the air-fuel ratio of the engine, the equivalent ratio of combustion in an engine cylinder is basically kept by dynamically adjusting the air quantity, the exhaust gas quantity and the gas quantity, or the torque limit value is reasonably configured by limiting the required torque under different gas rail pressures, so that the engine components and the aftertreatment device are protected, the control precision is high, and the response is fast.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (8)
1. A method of controlling an air-fuel ratio of an engine, comprising the steps of:
s1, obtaining the engine speed, the required air-fuel ratio and the actual air-fuel ratio;
s2, determining an air-fuel ratio difference value according to the required air-fuel ratio and the actual air-fuel ratio;
s3, acquiring a correction value of a throttle valve required opening of the engine and a correction value of an exhaust gas recirculation valve required opening according to the engine speed and the air-fuel ratio difference;
s4, determining the final required opening of the engine throttle valve and the final required opening of the exhaust gas recirculation valve according to the required opening of the engine throttle valve and the opening of the exhaust gas recirculation valve under the current working condition, and the acquired correction value of the required opening of the engine throttle valve and the correction value of the required opening of the exhaust gas recirculation valve;
s5, controlling the engine so that the air-fuel ratio of the engine becomes equal to 1 with the final required opening of the engine throttle valve and the required opening of the exhaust gas recirculation valve, and when the air-fuel ratio of the engine becomes equal to 1, the combustion in the engine cylinder is kept near the equivalence ratio;
step S1 also includes obtaining the air-fuel ratio closed loop enable state of the engine, and obtaining the air rail pressure and the required torque of the engine;
the step S1 is followed by:
s11, judging whether the engine speed and the required air-fuel ratio meet preset conditions, if so, executing a step S12, and if not, returning to the step S1;
s12, judging whether the air-fuel ratio closed loop enabling state is set or not;
the method of controlling an air-fuel ratio of an engine further includes:
s6, obtaining a limit value of the required torque of the engine according to the air rail pressure and the engine speed;
s7, configuring the engine according to the limit value of the required torque;
in the step S12, if yes, the step S2 is executed; if not, step S6 is executed.
2. The engine air-fuel ratio control method according to claim 1, characterized in that said step S6 specifically includes: the limit value of the required torque of the engine is obtained by looking up a preset MAP1 MAP of the engine according to the rail pressure and the engine speed.
3. The engine air-fuel ratio control method according to claim 1, characterized by further comprising, after step S2: s21, judging whether the air-fuel ratio difference value is larger than or equal to a preset value, if so, executing a step S3; if not, the process returns to step S11.
4. The engine air-fuel ratio control method according to claim 1, characterized in that step S2 specifically includes: and after delaying the preset time T, determining the air-fuel ratio difference according to the required air-fuel ratio and the actual air-fuel ratio.
5. The engine air-fuel ratio control method according to claim 1, characterized in that step S3 specifically includes: and acquiring a correction value of the throttle valve required opening degree of the engine and a correction value of the exhaust gas recirculation valve required opening degree by searching a preset MAP2 MAP and a preset MAP3 MAP of the engine according to the engine speed and the air-fuel ratio difference value.
6. The engine air-fuel ratio control method according to claim 1, characterized in that the final required opening degree of the engine throttle valve in step S4 is a correction value obtained by subtracting the required opening degree of the engine throttle valve from the opening degree of the engine throttle valve required under the current operating condition.
7. The engine air-fuel ratio control method according to claim 1, characterized in that the final required opening degree of the exhaust gas recirculation valve in step S4 is a correction value obtained by subtracting the required opening degree of the exhaust gas recirculation valve from the opening degree of the exhaust gas recirculation valve required under the current operating condition.
8. An engine characterized in that the air-fuel ratio of the engine is controlled by the engine air-fuel ratio control method according to any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011482179.0A CN112594073B (en) | 2020-12-15 | 2020-12-15 | Control method of air-fuel ratio of engine and engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011482179.0A CN112594073B (en) | 2020-12-15 | 2020-12-15 | Control method of air-fuel ratio of engine and engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112594073A CN112594073A (en) | 2021-04-02 |
| CN112594073B true CN112594073B (en) | 2022-09-23 |
Family
ID=75196019
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011482179.0A Active CN112594073B (en) | 2020-12-15 | 2020-12-15 | Control method of air-fuel ratio of engine and engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112594073B (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113187617B (en) * | 2021-04-28 | 2022-08-05 | 潍柴动力股份有限公司 | Engine protection control method, device, equipment and storage medium |
| CN113653568A (en) * | 2021-09-16 | 2021-11-16 | 潍柴动力股份有限公司 | Engine gas control method, engine gas control system and engine |
| CN114720133B (en) * | 2022-04-19 | 2024-06-18 | 潍柴动力股份有限公司 | Calibration method and calibration system for air-fuel ratio of high-power gas engine |
| CN115750120A (en) * | 2022-12-20 | 2023-03-07 | 潍柴动力股份有限公司 | Gas leakage detection method and device, vehicle and storage medium |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3175601B2 (en) * | 1996-08-26 | 2001-06-11 | トヨタ自動車株式会社 | Air intake control system for lean burn engine |
| JP3757569B2 (en) * | 1997-09-01 | 2006-03-22 | トヨタ自動車株式会社 | EGR control device for internal combustion engine |
| JPH11280525A (en) * | 1998-03-30 | 1999-10-12 | Toyota Motor Corp | Air/fuel ratio control method for diesel engine |
| DE69919473T2 (en) * | 1998-10-06 | 2005-09-08 | Toyota Jidosha K.K., Toyota | Internal combustion engine |
| WO2010089887A1 (en) * | 2009-02-03 | 2010-08-12 | トヨタ自動車株式会社 | Inter-cylinder air/fuel ratio imbalance judgmental device for internal-combustion engine |
| JP6195545B2 (en) * | 2014-07-08 | 2017-09-13 | 本田技研工業株式会社 | Control device for internal combustion engine |
| CN110748425B (en) * | 2019-09-30 | 2021-03-26 | 同济大学 | Natural gas engine transient air-fuel ratio control method |
-
2020
- 2020-12-15 CN CN202011482179.0A patent/CN112594073B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN112594073A (en) | 2021-04-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112594073B (en) | Control method of air-fuel ratio of engine and engine | |
| JP5939263B2 (en) | Control device for internal combustion engine | |
| KR100912844B1 (en) | Control apparatus for internal combustion engine | |
| CN107762648B (en) | Method and system for engine control | |
| US7765991B2 (en) | Fuel delivery control for internal combustion engine | |
| US10450994B2 (en) | Method and system for fuel system control | |
| CN101749065A (en) | Variable valve timing (VVT) adjusting method of engine and device | |
| WO2012050660A1 (en) | System and method for determining a fault in a compressor | |
| US10018143B2 (en) | Methods and system for engine control | |
| JP5862552B2 (en) | Fuel injection control device for internal combustion engine | |
| JP2009191650A (en) | Control device of internal combustion engine | |
| JP2008190342A (en) | Control device for internal combustion engine | |
| JP5195624B2 (en) | Exhaust gas purification device for internal combustion engine | |
| CN113606050B (en) | Implementation method of marine dual-fuel oil gas multi-point fuel gas injection control system | |
| JP6225969B2 (en) | Control device and control method for internal combustion engine with supercharger | |
| JP4232710B2 (en) | Control device for hydrogenated internal combustion engine | |
| JP2014190305A (en) | Control device of diesel engine | |
| JP2012077719A (en) | Control device of internal combustion engine | |
| JP2014062494A (en) | Control device of internal combustion engine | |
| CN113279874B (en) | Rail pressure control method and device for ship engine electronic control fuel system and storage medium | |
| JP2004316608A (en) | Fuel injection control device of internal combustion engine | |
| JP2005240591A (en) | Troubleshooting device of exhaust gas recirculation system of internal combustion engine | |
| JP5126036B2 (en) | Ignition timing control device | |
| WO2014087596A1 (en) | Fuel supply device | |
| JPS60192849A (en) | Deterioration detecting device for limit current type oxygen density sensor |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |