CN112814793A - Engine air inlet signal correction method, device and system - Google Patents

Engine air inlet signal correction method, device and system Download PDF

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Publication number
CN112814793A
CN112814793A CN202011598985.4A CN202011598985A CN112814793A CN 112814793 A CN112814793 A CN 112814793A CN 202011598985 A CN202011598985 A CN 202011598985A CN 112814793 A CN112814793 A CN 112814793A
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time
intake
engine
change rate
intake air
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CN112814793B (en
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张勇
房瑞雪
王明明
齐骏
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
    • G01F1/00—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
    • G01F1/00—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow
    • G01F1/05—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using mechanical effects
    • G01F1/34—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using mechanical effects by measuring pressure or differential pressure
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
    • G01F1/00—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow
    • G01F1/68—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using thermal effects
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • 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

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Physics & Mathematics (AREA)
  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention discloses an engine air inlet signal correction method, device and system, wherein the method comprises the steps of obtaining a first air inlet change rate at an air inlet flow sensor and a second air inlet change rate at an engine air inlet manifold at the same moment, recording the time of the first air inlet change rate from a current value to a set value as a first time, and recording the time of the second air inlet change rate from the current value to the set value as a second time; calculating the time of gas reaching the engine intake manifold measured by the intake flow sensor based on the first time and the second time, and recording as a third time; and determining the third time as a signal delay time, and correcting the engine air inlet signal by using the signal delay time. The application realizes that the air inlet signal of the engine can be accurately corrected, the combustion rate of fuel is improved, the oil consumption is reduced, the pipeline design of the engine is not limited by the size, and the technical effect of matching requirements on the pipeline and the whole vehicle is reduced.

Description

Engine air inlet signal correction method, device and system
Technical Field
The embodiment of the invention relates to the technical field of engines, in particular to an engine air inlet signal correction method, device and system.
Background
Because an Air inlet pipeline and an intercooling pipeline are arranged between a gas flow sensor MAF (Mass Air flow) and an engine Air inlet manifold, introduced gas can reach the engine Air inlet manifold only by passing through the Air inlet pipeline and the intercooling pipeline and enters the engine to act, an Air inlet flow value measured by the gas flow sensor MAF and received by an electronic control unit ECU (electronic control unit) deviates from an Air inlet flow value entering the engine Air inlet manifold at the current moment, and therefore an Air inlet signal received by the ECU needs to be corrected.
The current approach is usually to delay the MAF measurement signal by a fixed time to the ECU, and the delay time is calculated as follows: the line volume between MAF to the engine is fixed and the time for the gas to pass through this volume is calculated and determined as the delay time.
However, the above method has strict requirements on the air inlet pipeline and the intercooler pipeline between the MAF and the engine, the diameters and lengths of the pipelines are consistent, and the volume of the intercooler is consistent, and the requirements are difficult to realize considering that different vehicles have different purposes and different finished vehicle arrangements.
Disclosure of Invention
The invention provides a method, a device and a system for correcting an engine air inlet signal, which not only solve the problems that the oxygen concentration is too low to trigger regeneration and the oil consumption is poor due to the fact that air inlet and oil injection of an engine are asynchronous, but also solve the technical problem that the air inlet and oil injection of the engine can be corrected only by fixing the sizes of an air inlet pipeline and an inter-cooling pipeline of the engine.
The embodiment of the invention provides an engine air inlet signal correction method, which comprises the following steps:
acquiring a first intake air amount change rate at an intake air flow sensor and a second intake air amount change rate at an engine intake manifold at the same moment, recording the time of the first intake air amount change rate from a current value to a set value as a first time, and recording the time of the second intake air amount change rate from the current value to the set value as a second time;
calculating a time measured by the intake air flow sensor to reach the engine intake manifold as a third time based on the first time and the second time;
and determining the third time as a signal delay time, and correcting an engine air inlet signal by using the signal delay time.
Further, the acquiring at the same time a first rate of change of intake air amount at an intake air flow sensor and a second rate of change of intake air amount at an intake manifold of an engine, and recording a time at which the first rate of change of intake air amount changes from a current value to less than 0 as a first time and recording a time at which the second rate of change of intake air amount changes from a current value to less than 0 as a second time includes:
when the accelerator change rate of an accelerator pedal is smaller than 0, the first intake air amount change rate at an intake air flow sensor and the second intake air amount change rate at an engine intake manifold are acquired simultaneously, the time when the first intake air amount change rate changes from a current value to be smaller than 0 is recorded as the first time, and the time when the second intake air amount change rate changes from the current value to be smaller than 0 is recorded as the second time.
Further, the modifying the engine intake signal using the signal delay time includes:
acquiring the accelerator change rate of an accelerator pedal when an engine runs;
and comparing the acquired accelerator change rate with a preset change rate, and if the accelerator change rate is greater than the preset change rate, correcting an engine air inlet signal by using the signal delay time.
Further, the acquiring a first intake air amount change rate at the intake air flow sensor and recording a time when the first intake air amount change rate changes from a current value to a set value, as a first time, includes:
acquiring the air inflow of the air inflow sensor according to a first preset period;
calculating the first intake air amount change rate based on the acquired intake air amount at the intake air flow sensor;
and recording the time length for changing the first air inflow change rate from the current value to the value smaller than the set value to obtain the first time.
Further, the obtaining a second intake air amount change rate at the intake manifold of the engine and recording the time when the second intake air amount change rate changes from the current value to the set value, and the recording as the second time comprises:
acquiring an intake temperature value and an intake pressure value at an intake manifold of the engine according to a second preset period;
calculating an intake air amount at the engine intake manifold based on the intake air temperature value and the intake air pressure value;
calculating the second intake air amount change rate based on the acquired intake air amount at the engine intake manifold;
and recording the time length of the second air inflow change rate from the current value to the set value to obtain the second time.
Further, the calculating an intake air amount at the engine intake manifold based on the intake air temperature value and the intake air pressure value comprises:
calculating the air intake amount at the engine air intake manifold according to the formula PV-mRT, wherein P is the air intake pressure value, T is the air intake temperature value, R is a constant, m is the mass of the gas in the air intake manifold, and V is the air intake amount at the engine air intake manifold.
Further, the calculating a time of arrival of the gas measured by the intake air flow sensor at the engine intake manifold based on the first time and the second time, denoted as a third time, includes:
and calculating the difference between the second time and the first time to obtain the time of the gas reaching the engine intake manifold measured by the intake flow sensor, and recording the time as the third time.
The invention also provides an engine air intake signal correction device, which comprises:
a first acquisition unit, configured to acquire a first intake air amount change rate at an intake air flow sensor and a second intake air amount change rate at an engine intake manifold at the same time, and record a time, recorded as a first time, at which the first intake air amount change rate changes from a current value to a set value, and record a time, recorded as a second time, at which the second intake air amount change rate changes from the current value to the set value;
a calculation unit for calculating a time, denoted as a third time, for the gas measured by the intake air flow sensor to reach the engine intake manifold based on the first time and the second time;
and the correcting unit is used for determining the third time as a signal delay time and correcting the engine air inlet signal by using the signal delay time.
The invention also provides an engine air inlet signal correcting system, which comprises the engine air inlet signal correcting device, an air inlet flow sensor and a temperature and pressure sensor, wherein the engine air inlet signal correcting device comprises a first air inlet signal correcting device, a second air inlet signal correcting device and a third air inlet signal correcting device;
the intake flow sensor is arranged at the pipe orifice of an engine intake pipe and is electrically connected with the engine intake signal correction device, and the engine intake signal correction device controls the intake flow sensor to measure the air intake amount of the engine intake pipe and calculates a first air intake amount change rate at the intake flow sensor based on the air intake amount of the engine intake pipe;
the temperature and pressure sensor is arranged at an engine intake manifold and electrically connected with the engine intake signal correction device, the engine intake signal correction device controls the temperature and pressure sensor to measure an intake temperature value and an intake pressure value at the engine intake manifold, and a second intake air quantity change rate at the engine intake manifold is calculated based on the intake temperature value and the intake pressure value;
the engine air inlet signal correcting device is further used for recording the time when the first air inlet quantity change rate changes from the current value to the set value as the first time, recording the time when the second air inlet quantity change rate changes from the current value to the set value as the second time, and determining the signal delay time based on the first time and the second time so as to correct the engine air inlet signal.
Further, the system also comprises an intercooler, an exhaust gas recirculation device and an after-treatment device;
the intercooler is arranged on the engine air inlet pipe and used for cooling gas;
the exhaust gas recirculation device is arranged between the engine air inlet pipe and the engine air outlet pipe and is used for treating the exhaust gas discharged from the engine air outlet pipe and then sending the treated exhaust gas into the engine air inlet pipe for cyclic utilization;
the post-treatment device is arranged at the pipe orifice of the engine air outlet pipe and is used for treating the waste gas discharged by the engine air outlet pipe.
The invention discloses an engine air inlet signal correction method, device and system, wherein the method comprises the steps of obtaining a first air inlet change rate at an air inlet flow sensor and a second air inlet change rate at an engine air inlet manifold at the same moment, recording the time of the first air inlet change rate from a current value to a set value as a first time, and recording the time of the second air inlet change rate from the current value to the set value as a second time; calculating the time of gas reaching the engine intake manifold measured by the intake flow sensor based on the first time and the second time, and recording as a third time; and determining the third time as a signal delay time, and correcting the engine air inlet signal by using the signal delay time. The problem that the oxygen concentration caused by the fact that air inflow and oil injection of the engine are asynchronous is too low, regeneration cannot be triggered, and oil consumption is poor is solved, the technical problem that air inflow and oil injection of the engine can be corrected asynchronously only by fixing the sizes of an air inlet pipeline and an inter-cooling pipeline of the engine is solved, accurate correction of air inflow signals of the engine can be achieved, the fuel combustion rate is improved, the oil consumption is reduced, pipelines of the engine are not limited by the sizes, and the technical effect of matching requirements of the pipelines and the whole vehicle is reduced.
Drawings
FIG. 1 is a flow chart of a method for engine intake signal modification according to an embodiment of the present invention;
FIG. 2 is a flow chart of another method for engine intake signal modification according to an embodiment of the present invention;
FIG. 3 is a flow chart of yet another method for engine intake signal modification according to an embodiment of the present disclosure;
FIG. 4 is a flow chart of yet another method for engine intake signal modification according to an embodiment of the present disclosure;
FIG. 5 is a flow chart of yet another method for engine intake signal modification according to an embodiment of the present disclosure;
FIG. 6 is a flow chart of yet another method for engine intake signal modification according to an embodiment of the present disclosure;
FIG. 7 is a flow chart of yet another method for engine intake signal modification according to an embodiment of the present disclosure;
fig. 8 is a structural diagram of an engine intake signal correction apparatus according to an embodiment of the present invention;
fig. 9 is a block diagram of an engine intake signal correction system according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
It should be noted that the terms "first", "second", and the like in the description and claims of the present invention and the accompanying drawings are used for distinguishing different objects, and are not used for limiting a specific order. The following embodiments of the present invention may be implemented individually, or in combination with each other, and the embodiments of the present invention are not limited in this respect.
FIG. 1 is a flow chart of a method for correcting an engine intake signal according to an embodiment of the present invention.
As shown in fig. 1, the engine intake signal correction method specifically includes the steps of:
step S101, a first intake air quantity change rate at an intake air flow sensor and a second intake air quantity change rate at an engine intake manifold are obtained at the same time, the time of the first intake air quantity change rate changing from a current value to a set value is recorded as a first time, and the time of the second intake air quantity change rate changing from the current value to the set value is recorded as a second time.
Specifically, the intake air amount at the intake flow sensor can be obtained through measurement of the intake flow sensor, and then calculation is carried out by using the intake air amount of the current period and the intake air amount of the previous period to obtain a first intake air amount change rate at the intake flow sensor; measuring an air inlet temperature value and an air inlet pressure value at the air inlet manifold of the engine at the same moment by a temperature and pressure sensor arranged at the outlet of the air inlet manifold of the engine, calculating air inlet amount at the air inlet manifold of the engine based on the air inlet temperature value and the air inlet pressure value, and calculating a second air inlet amount change rate at the air inlet manifold of the engine according to the air inlet amount; after the first intake air amount change rate at the intake flow sensor and the second intake air amount change rate at the intake manifold of the engine at the same time are obtained, the change situation of the first intake air amount change rate and the change situation of the second intake air amount change rate are timed, and the time when the first intake air amount change rate and the second intake air amount change rate change to the preset value.
And step S102, calculating the time of the gas reaching the engine intake manifold measured by the intake flow sensor based on the first time and the second time, and recording the time as a third time.
Specifically, after the first time and the second time are obtained, the difference between the first time and the second time is calculated, and the time when the gas arrives at the engine intake manifold from the intake flow sensor, that is, the third time is obtained.
And step S103, determining the third time as a signal delay time, and correcting the engine air inlet signal by using the signal delay time.
Specifically, the third time is an error time between an intake air flow signal generated by the intake air flow sensor received by the electronic control unit ECU and the gas currently and actually entering through the intake manifold of the engine, that is, the time when the gas arrives at the intake manifold of the engine from the intake air flow sensor, the third time is set as a signal delay time, and the intake air signal of the engine is corrected by using the signal delay time.
The problem that the oxygen concentration caused by the fact that air inflow and oil injection of the engine are asynchronous is too low, regeneration cannot be triggered, and oil consumption is poor is solved, the technical problem that air inflow and oil injection of the engine can be corrected asynchronously only by fixing the sizes of an air inlet pipeline and an inter-cooling pipeline of the engine is solved, accurate correction of air inflow signals of the engine can be achieved, the fuel combustion rate is improved, the oil consumption is reduced, pipelines of the engine are not limited by the sizes, and the technical effect of matching requirements of the pipelines and the whole vehicle is reduced.
Based on the above technical solution, the present embodiment optimizes the above embodiment by acquiring the first intake air amount change rate at the intake air flow sensor and the second intake air amount change rate at the engine intake manifold at the same time, recording the time when the first intake air amount change rate changes from the current value to less than 0 as the first time, and recording the time when the second intake air amount change rate changes from the current value to less than 0 as the second time. Fig. 2 is a flowchart of another engine intake signal correction method according to an embodiment of the present invention, and as shown in fig. 2, the engine intake signal correction method according to the embodiment includes the following steps:
step S201, when the accelerator change rate of an accelerator pedal is smaller than 0, simultaneously acquiring a first intake air amount change rate at an intake air flow sensor and a second intake air amount change rate at an engine intake manifold, recording the time of the first intake air amount change rate changing from a current value to be smaller than 0 as a first time, and recording the time of the second intake air amount change rate changing from the current value to be smaller than 0 as a second time.
Specifically, in order to obtain the first intake air amount change rate and the second intake air amount change rate, the time of the change of the first intake air amount change rate and the time of the change of the second intake air amount change rate may be counted when the accelerator change rate of the accelerator pedal is less than 0, and at this time, the first intake air amount change rate and the second intake air amount change rate may be increased and then decreased until the time of the first intake air amount change rate and the second intake air amount change rate is decreased to less than 0, and the counting may be stopped, so as to obtain the.
In step S202, the time when the gas measured by the intake flow sensor reaches the engine intake manifold is calculated based on the first time and the second time and recorded as a third time.
Step S203 determines the third time as a signal delay time, and corrects the engine intake signal using the signal delay time.
The problem that the oxygen concentration caused by the fact that air inflow and oil injection of the engine are asynchronous is too low, regeneration cannot be triggered, and oil consumption is poor is solved, the technical problem that air inflow and oil injection of the engine can be corrected asynchronously only by fixing the sizes of an air inlet pipeline and an inter-cooling pipeline of the engine is solved, accurate correction of air inflow signals of the engine can be achieved, the fuel combustion rate is improved, the oil consumption is reduced, pipelines of the engine are not limited by the sizes, and the technical effect of matching requirements of the pipelines and the whole vehicle is reduced.
Based on the technical scheme, the embodiment optimizes the correction of the engine air inlet signal by using the signal delay time in the embodiment. Fig. 3 is a flowchart of another engine intake signal correction method according to an embodiment of the present invention, and as shown in fig. 3, the engine intake signal correction method according to the embodiment includes the following steps:
step S301, a first intake air quantity change rate at an intake air flow sensor and a second intake air quantity change rate at an engine intake manifold are obtained at the same time, the time of the first intake air quantity change rate from a current value to a set value is recorded as a first time, and the time of the second intake air quantity change rate from the current value to the set value is recorded as a second time.
Step S302, calculating the time of the gas reaching the engine intake manifold measured by the intake flow sensor based on the first time and the second time, and recording the time as a third time.
And step S303, acquiring the accelerator change rate of an accelerator pedal when the engine runs.
Specifically, to reduce unnecessary work, the engine intake signal may be selectively corrected based on the value of the throttle change rate.
And step S304, comparing the acquired accelerator change rate with a preset change rate, and if the accelerator change rate is greater than the preset change rate, correcting the engine air inlet signal by using the signal delay time.
Specifically, after the accelerator change rate of an accelerator pedal during the operation of the engine is obtained, comparing the obtained accelerator change rate with a preset change rate, wherein the preset change rate can be a constant a, if the accelerator change rate is APP _ dr, if the accelerator change rate is greater than the preset change rate, APP _ dr is greater than a, then correspondingly superimposing the signal delay time on the sending time of the engine air inlet signal to correct the engine air inlet signal; if the accelerator change rate is smaller than the preset change rate and larger than 0, namely APP _ dr is larger than 0 and smaller than a, the engine is in a steady-state working condition by default, and at the moment, the air inlet signal of the engine does not need to be corrected.
Because when the accelerator change rate is greater than the preset change rate, the air inlet signal error of the engine is large, the air inlet signal is corrected when the error is large, the calculated amount can be reduced, the algorithm difficulty is reduced, and the work load of an ECU (electronic control unit) can be reduced under the condition that the accuracy of the air inlet signal is improved.
The problem that the oxygen concentration caused by the fact that air inflow and oil injection of the engine are asynchronous is too low, regeneration cannot be triggered, and oil consumption is poor is solved, the technical problem that air inflow and oil injection of the engine can be corrected asynchronously only by fixing the sizes of an air inlet pipeline and an inter-cooling pipeline of the engine is solved, accurate correction of air inflow signals of the engine can be achieved, the fuel combustion rate is improved, the oil consumption is reduced, pipelines of the engine are not limited by the sizes, and the technical effect of matching requirements of the pipelines and the whole vehicle is reduced.
Based on the above technical solution, the present embodiment optimizes the first intake air amount change rate obtained at the intake air flow sensor in the above embodiments, and records the time when the first intake air amount change rate changes from the current value to the set value as the first time. Fig. 4 is a flowchart of another engine intake signal correction method according to an embodiment of the present invention, and as shown in fig. 4, the engine intake signal correction method according to the embodiment includes the following steps:
in step S401, the intake air amount at the intake air flow sensor is acquired according to a first preset period.
Specifically, one intake air amount collection interval time, i.e., a first preset period, may be set, and the intake air flow sensor may collect the flow rate of gas passing through the intake air flow sensor, i.e., the intake air amount at the intake air flow sensor, based on the first preset period.
In step S402, a first intake air amount change rate is calculated based on the acquired intake air amount at the intake air flow sensor.
Specifically, after the intake air amount at the intake air flow sensor is collected, the intake air amount collected in the subsequent cycle is subtracted from the intake air amount in the previous cycle, and the obtained difference is compared with the intake air amount in the previous cycle to obtain a first intake air amount change rate, i.e., MAF _ ddm ═ MAFn-1)/MAFn-1, where MAF _ ddm is the first intake air amount change rate, MAFn is the intake air amount in the nth cycle, and MAFn-1 is the intake air amount in the nth-1 cycle.
In step S403, a time period during which the first intake air amount change rate changes from the current value to less than the set value is recorded, and a first time is obtained.
Specifically, for convenience of timing, the set value may be selected to be 0, and then the first intake air amount change rate is timed to be smaller than 0 from the current value, so as to obtain a first time.
And step S404, acquiring a second intake air quantity change rate at the air intake manifold of the engine at the same time, and recording the time of the second intake air quantity change rate from the current value to the set value as a second time.
Specifically, the above "same timing" refers to the same timing as the timing at which the intake air amount at the intake air flow sensor is acquired.
In step S405, the time when the gas measured by the intake flow sensor reaches the engine intake manifold is calculated based on the first time and the second time and recorded as a third time.
Step S406, determining the third time as a signal delay time, and correcting the engine air inlet signal by using the signal delay time.
The problem that the oxygen concentration caused by the fact that air inflow and oil injection of the engine are asynchronous is too low, regeneration cannot be triggered, and oil consumption is poor is solved, the technical problem that air inflow and oil injection of the engine can be corrected asynchronously only by fixing the sizes of an air inlet pipeline and an inter-cooling pipeline of the engine is solved, accurate correction of air inflow signals of the engine can be achieved, the fuel combustion rate is improved, the oil consumption is reduced, pipelines of the engine are not limited by the sizes, and the technical effect of matching requirements of the pipelines and the whole vehicle is reduced.
Based on the technical scheme, the embodiment obtains the second intake air amount change rate at the intake manifold of the engine, records the time for changing the second intake air amount change rate from the current value to the set value, and records the time as the second time for optimization. Fig. 5 is a flowchart of another engine intake signal correction method according to an embodiment of the present invention, and as shown in fig. 5, the engine intake signal correction method according to the present embodiment includes the following steps:
step S501, a first intake air amount change rate at the intake air flow sensor is obtained, and the time for changing the first intake air amount change rate from a current value to a set value is recorded as first time.
And step S502, acquiring an intake air temperature value and an intake air pressure value at the intake manifold of the engine according to a second preset period.
Specifically, one intake air amount collection interval time, that is, a second preset period may be set, and the temperature pressure sensor may collect an intake air temperature value and an intake air pressure value at the intake manifold of the engine based on the second preset period. It should be noted that the time for acquiring the intake temperature value and the intake pressure value at the intake manifold of the engine needs to be the same as the time for acquiring the first intake air amount change rate at the intake flow sensor, that is, the time for acquiring the intake temperature value and the intake pressure value by the temperature pressure sensor needs to be the same as the time for acquiring the intake air amount by the intake flow sensor.
In step S503, an intake air amount at the engine intake manifold is calculated based on the intake air temperature value and the intake air pressure value.
Specifically, the intake air amount from the engine intake manifold, which is denoted as m, may be calculated from the ideal gas state equation PV — mRTintThen in the equation, P is the collected intake pressure value, T is the collected intake temperature value, R is a constant, m is the mass of the gas in the intake manifold, and V is the intake air quantity m at the engine intake manifoldint。
In step S504, a second intake air amount change rate is calculated based on the acquired intake air amount at the engine intake manifold.
Specifically, after calculating the air intake amount at the intake manifold of the engine, subtracting the air intake amount of the previous period from the air intake amount collected in the next period, and comparing the difference with the air intake amount of the previous period to obtain a second air intake amount change rate, namely mint_ddm＝(mint，n-mint，n-1)/mint，n-1Wherein m isintDdm is the second intake air amount change rate, mint，nIs the intake air quantity of the n-th cycle, mint，n-1The intake air amount of the n-1 th cycle.
Step S505 records a time period for which the second intake air amount change rate changes from the current value to the set value, and obtains a second time.
Specifically, for convenience of timing, the set value may be selected to be 0, and then timing is performed when the second intake air amount change rate is changed from the current value to be less than 0, so as to obtain a second time.
In step S506, the time when the gas measured by the intake flow sensor reaches the engine intake manifold is calculated as a third time based on the first time and the second time.
In step S507, the third time is determined as a signal delay time, and the engine intake signal is corrected using the signal delay time.
The problem that the oxygen concentration caused by the fact that air inflow and oil injection of the engine are asynchronous is too low, regeneration cannot be triggered, and oil consumption is poor is solved, the technical problem that air inflow and oil injection of the engine can be corrected asynchronously only by fixing the sizes of an air inlet pipeline and an inter-cooling pipeline of the engine is solved, accurate correction of air inflow signals of the engine can be achieved, the fuel combustion rate is improved, the oil consumption is reduced, pipelines of the engine are not limited by the sizes, and the technical effect of matching requirements of the pipelines and the whole vehicle is reduced.
Based on the technical scheme, the embodiment optimizes the calculation of the air intake amount at the engine intake manifold based on the intake air temperature value and the intake air pressure value in the embodiment. Fig. 6 is a flowchart of another engine intake signal correction method according to an embodiment of the present invention, and as shown in fig. 6, the engine intake signal correction method according to the present embodiment includes the following steps:
step S601, a first intake air amount change rate at the intake air flow sensor is obtained, and a time when the first intake air amount change rate changes from a current value to a set value is recorded as a first time.
And step S602, acquiring an intake air temperature value and an intake air pressure value at the intake manifold of the engine according to a second preset period.
Step S603, calculating an intake air amount at the engine intake manifold according to the formula PV ═ mRT, where P is an intake air pressure value, T is an intake air temperature value, R is a constant, m is a mass amount of gas in the intake manifold, and V is an intake air amount at the engine intake manifold.
In step S604, a second intake air amount change rate is calculated based on the acquired intake air amount at the intake manifold of the engine.
Step S605 records a time period for which the second intake air amount change rate changes from the current value to the set value, and obtains a second time.
In step S606, the time when the gas measured by the intake flow sensor reaches the engine intake manifold is calculated based on the first time and the second time, and is recorded as a third time.
And step S607, determining the third time as a signal delay time, and correcting the engine air inlet signal by using the signal delay time.
The problem that the oxygen concentration caused by the fact that air inflow and oil injection of the engine are asynchronous is too low, regeneration cannot be triggered, and oil consumption is poor is solved, the technical problem that air inflow and oil injection of the engine can be corrected asynchronously only by fixing the sizes of an air inlet pipeline and an inter-cooling pipeline of the engine is solved, accurate correction of air inflow signals of the engine can be achieved, the fuel combustion rate is improved, the oil consumption is reduced, pipelines of the engine are not limited by the sizes, and the technical effect of matching requirements of the pipelines and the whole vehicle is reduced.
Based on the above technical solution, the present embodiment optimizes the time when the gas measured by the intake flow sensor reaches the engine intake manifold based on the first time and the second time, which is recorded as the third time. Fig. 7 is a flowchart of another engine intake signal correction method according to an embodiment of the present invention, and as shown in fig. 7, the engine intake signal correction method according to the present embodiment includes the following steps:
step S701, a first intake air quantity change rate at an intake air flow sensor and a second intake air quantity change rate at an engine intake manifold are obtained at the same time, time for changing the first intake air quantity change rate from a current value to a set value is recorded as first time, and time for changing the second intake air quantity change rate from the current value to the set value is recorded as second time.
And step S702, calculating the difference between the second time and the first time to obtain the time of the gas reaching the engine intake manifold measured by the intake flow sensor, and recording the time as a third time.
And step S703, determining the third time as a signal delay time, and correcting the engine air inlet signal by using the signal delay time.
The problem that the oxygen concentration caused by the fact that air inflow and oil injection of the engine are asynchronous is too low, regeneration cannot be triggered, and oil consumption is poor is solved, the technical problem that air inflow and oil injection of the engine can be corrected asynchronously only by fixing the sizes of an air inlet pipeline and an inter-cooling pipeline of the engine is solved, accurate correction of air inflow signals of the engine can be achieved, the fuel combustion rate is improved, the oil consumption is reduced, pipelines of the engine are not limited by the sizes, and the technical effect of matching requirements of the pipelines and the whole vehicle is reduced.
In summary, the engine intake signal correction method provided by the invention has the following advantages: the time of the gas measured by the gas inlet flow sensor reaching the engine gas inlet manifold can be calculated in real time, so that the method is suitable for gas inlet pipelines with different lengths and different diameters and intercoolers with different volumes, and the requirement on matching of the pipelines and the whole vehicle is lowered; the synchronization of actual air intake and actual oil injection of the engine can be ensured, the combustion effect in the cylinder is improved, the generation of PM and CO is reduced, and the oil consumption is reduced; the method can ensure the synchronization of the actual air intake and the actual oil injection of the engine, ensure that the oxygen concentration during passive regeneration is in a normal level, avoid the problem of incapability of regeneration caused by over-low oxygen concentration due to the asynchronous air intake and oil injection and avoid the problem of poor oil consumption caused by the asynchronous combustion deterioration of the air intake and the oil injection; and no sensor or other devices are needed, and the cost is not increased.
The embodiment of the invention also provides an engine intake signal correcting device, which is used for executing the engine intake signal correcting method provided by the embodiment of the invention.
Fig. 8 is a structural diagram of an engine intake signal correction apparatus according to an embodiment of the present invention, and as shown in fig. 8, the engine intake signal correction apparatus mainly includes: a first obtaining unit 81, a calculating unit 82, a correcting unit 83, wherein:
a first acquisition unit 81 for acquiring a first intake air amount change rate at the intake air flow sensor and a second intake air amount change rate at the engine intake manifold at the same time, and recording a time when the first intake air amount change rate changes from a current value to a set value as a first time and a time when the second intake air amount change rate changes from the current value to the set value as a second time;
a calculation unit 82 for calculating a time, which is recorded as a third time, for the gas measured by the intake flow sensor to reach the engine intake manifold based on the first time and the second time;
and a correction unit 83 for determining the third time as a signal delay time and correcting the engine intake signal using the signal delay time.
Optionally, the first obtaining unit 81 is specifically configured to:
when the accelerator change rate of an accelerator pedal is smaller than 0, simultaneously acquiring a first intake air amount change rate at an intake air flow sensor and a second intake air amount change rate at an engine intake manifold, recording the time of the first intake air amount change rate changing from a current value to be smaller than 0 as a first time, and recording the time of the second intake air amount change rate changing from the current value to be smaller than 0 as a second time.
Optionally, the correction unit 83 includes:
the first acquiring subunit is used for acquiring the accelerator change rate of an accelerator pedal when the engine runs.
And the comparison subunit is used for comparing the acquired accelerator change rate with a preset change rate, and if the accelerator change rate is greater than the preset change rate, correcting the engine air inlet signal by using the signal delay time.
Alternatively, the first obtaining unit 81 includes:
the second acquisition subunit is used for acquiring the air inflow at the air inflow sensor according to a first preset period;
a first calculation subunit configured to calculate a first intake air amount change rate based on the acquired intake air amount at the intake air flow sensor;
and the first timer is used for recording the time length for changing the first air inflow change rate from the current value to the value less than the set value to obtain first time.
Optionally, the first obtaining unit 81 further includes:
the third acquisition subunit is used for acquiring an intake temperature value and an intake pressure value at the intake manifold of the engine according to a second preset period;
the second calculating subunit is used for calculating the air inflow at the air inlet manifold of the engine based on the air inlet temperature value and the air inlet pressure value;
the third calculation subunit is used for calculating a second air inflow change rate based on the acquired air inflow at the position of the engine air inlet manifold;
and the second timer is used for recording the time length for changing the second air inflow change rate from the current value to the set value to obtain second time.
Optionally, the second calculating subunit is specifically configured to:
calculating the air intake quantity at the air intake manifold of the engine according to the formula PV-mRT, wherein P is the air intake pressure value, T is the air intake temperature value, R is a constant, m is the mass quantity of the gas in the air intake manifold, and V is the air intake quantity at the air intake manifold of the engine.
Optionally, the calculating unit 82 is specifically configured to:
and calculating the difference between the second time and the first time to obtain the time of the gas reaching the engine intake manifold measured by the intake flow sensor, and recording as a third time.
The device provided by the embodiment of the present invention has the same implementation principle and technical effect as the method embodiments, and for the sake of brief description, reference may be made to the corresponding contents in the method embodiments without reference to the device embodiments.
The engine intake signal correction method provided by the embodiment of the invention has the same technical characteristics as the engine intake signal correction device provided by the embodiment, so that the same technical problems can be solved, and the same technical effects can be achieved.
Fig. 9 is a block diagram of an engine intake signal correction system according to an embodiment of the present invention. As shown in fig. 9, the engine intake signal correction system includes an engine intake signal correction device 91 in the above embodiment, and further includes an intake flow sensor 92 and a temperature pressure sensor 93.
Specifically, referring to fig. 9, an intake Air Flow sensor 92(MAF, Mass Air Flow) is provided at a pipe opening of an engine intake pipe 94 and electrically connected to an engine intake signal correcting device 91, the engine intake signal correcting device 91 may be an electronic control unit ECU, and the engine intake signal correcting device 91 controls the intake Air Flow sensor 92 to measure an intake Air amount of the engine intake pipe 94 and calculates a first intake Air amount change rate at the intake Air Flow sensor 92 based on the intake Air amount of the engine intake pipe 94.
The temperature and pressure sensor 93 is arranged at the engine intake manifold 95 and is electrically connected with the engine intake signal correcting device 91, and the engine intake signal correcting device 91 controls the temperature and pressure sensor 93 to measure an intake temperature value and an intake pressure value at the engine intake manifold 95 and calculate a second intake air amount change rate at the engine intake manifold 95 based on the intake temperature value and the intake pressure value.
The engine intake air signal correction means 91 is further configured to record a time, as a first time, at which the first intake air amount change rate changes from the current value to the set value, and record a time, as a second time, at which the second intake air amount change rate changes from the current value to the set value, and determine a signal delay time based on the first time and the second time to correct the engine intake air signal.
Optionally, as shown in FIG. 9, the system further includes a charge air cooler 96(CAC), an exhaust gas recirculation device 97, and an aftertreatment device 98.
The intercooler 96 is provided in the engine intake pipe 94 for cooling the gas.
An Exhaust Gas Recirculation device 97(EGR Exhaust Gas Recirculation) is disposed between the engine intake pipe 94 and the engine outlet pipe 99, and is configured to treat Exhaust Gas discharged from the engine outlet pipe 99 and then send the Exhaust Gas into the engine intake pipe 94 for recycling.
The post-treatment device is arranged 98 at the opening of the engine outlet pipe 99 and is used for treating the waste gas discharged from the engine outlet pipe 99. The aftertreatment device arrangement 98 includes selective catalytic reduction technology (SCR), a Diesel Particulate Filter (DPF), and an oxidation catalytic converter (DOC).
Optionally, as shown in fig. 9, the system further includes an air filter 100 disposed between a nozzle of the engine intake 94 and the intake flow sensor 92, and an intake throttle 101 disposed between the intercooler 96 and the engine intake manifold 95.
By using the engine air inlet signal correction system provided by the invention, the problems that the oxygen concentration is too low to trigger regeneration and the oil consumption is poor due to the fact that the air inlet and the oil injection of the engine are asynchronous are solved, the technical problem that the air inlet and the oil injection of the engine can be corrected only by fixing the sizes of the air inlet pipeline and the inter-cooling pipeline of the engine is solved, the air inlet signal of the engine can be corrected accurately, the combustion rate of fuel is improved, the oil consumption is reduced, the pipeline design of the engine is not limited by the size, and the technical effect of meeting the matching requirements of the pipeline and the whole vehicle is reduced.
In the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Finally, it should be noted that the above-mentioned embodiments are only preferred embodiments of the present invention and the technical principles applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (10)

1. An engine intake signal modification method, characterized by comprising:
acquiring a first intake air amount change rate at an intake air flow sensor and a second intake air amount change rate at an engine intake manifold at the same moment, recording the time of the first intake air amount change rate from a current value to a set value as a first time, and recording the time of the second intake air amount change rate from the current value to the set value as a second time;
calculating a time measured by the intake air flow sensor to reach the engine intake manifold as a third time based on the first time and the second time;
and determining the third time as a signal delay time, and correcting an engine air inlet signal by using the signal delay time.
2. The method of claim 1, wherein the obtaining at the same time a first rate of change of intake air amount at an intake air flow sensor and a second rate of change of intake air amount at an engine intake manifold, and recording a time at which the first rate of change of intake air amount changes from a current value to less than 0 as a first time, and recording a time at which the second rate of change of intake air amount changes from a current value to less than 0 as a second time comprises:
when the accelerator change rate of an accelerator pedal is smaller than 0, the first intake air amount change rate at an intake air flow sensor and the second intake air amount change rate at an engine intake manifold are acquired simultaneously, the time when the first intake air amount change rate changes from a current value to be smaller than 0 is recorded as the first time, and the time when the second intake air amount change rate changes from the current value to be smaller than 0 is recorded as the second time.
3. The method of claim 1, wherein said modifying an engine intake signal with said signal delay time comprises:
acquiring the accelerator change rate of an accelerator pedal when an engine runs;
and comparing the acquired accelerator change rate with a preset change rate, and if the accelerator change rate is greater than the preset change rate, correcting an engine air inlet signal by using the signal delay time.
4. The method of claim 1, wherein the obtaining a first rate of change of intake air amount at an intake air flow sensor and recording a time at which the first rate of change of intake air amount changes from a current value to a set value as a first time comprises:
acquiring the air inflow of the air inflow sensor according to a first preset period;
calculating the first intake air amount change rate based on the acquired intake air amount at the intake air flow sensor;
and recording the time length for changing the first air inflow change rate from the current value to the value smaller than the set value to obtain the first time.
5. The method of claim 1, wherein the obtaining a second rate of change of intake air amount at an intake manifold of an engine and recording a time at which the second rate of change of intake air amount changes from a current value to a set value, denoted as a second time, comprises:
acquiring an intake temperature value and an intake pressure value at an intake manifold of the engine according to a second preset period;
calculating an intake air amount at the engine intake manifold based on the intake air temperature value and the intake air pressure value;
calculating the second intake air amount change rate based on the acquired intake air amount at the engine intake manifold;
and recording the time length of the second air inflow change rate from the current value to the set value to obtain the second time.
6. The method of claim 5, wherein said calculating an intake air amount at the engine intake manifold based on the intake air temperature value and the intake air pressure value comprises:
calculating the air intake amount at the engine air intake manifold according to the formula PV-mRT, wherein P is the air intake pressure value, T is the air intake temperature value, R is a constant, m is the mass of the gas in the air intake manifold, and V is the air intake amount at the engine air intake manifold.
7. The method of claim 1, wherein calculating the time measured by the intake air flow sensor to reach the engine intake manifold as a third time based on the first time and the second time comprises:
and calculating the difference between the second time and the first time to obtain the time of the gas reaching the engine intake manifold measured by the intake flow sensor, and recording the time as the third time.
8. An engine intake air signal correction apparatus, characterized by comprising:
a first acquisition unit, configured to acquire a first intake air amount change rate at an intake air flow sensor and a second intake air amount change rate at an engine intake manifold at the same time, and record a time, recorded as a first time, at which the first intake air amount change rate changes from a current value to a set value, and record a time, recorded as a second time, at which the second intake air amount change rate changes from the current value to the set value;
a calculation unit for calculating a time, denoted as a third time, for the gas measured by the intake air flow sensor to reach the engine intake manifold based on the first time and the second time;
and the correcting unit is used for determining the third time as a signal delay time and correcting the engine air inlet signal by using the signal delay time.
9. An engine intake air signal correction system characterized by comprising an engine intake air signal correction device of claim 8, further comprising an intake air flow sensor and a temperature pressure sensor;
the intake flow sensor is arranged at the pipe orifice of an engine intake pipe and is electrically connected with the engine intake signal correction device, and the engine intake signal correction device controls the intake flow sensor to measure the air intake amount of the engine intake pipe and calculates a first air intake amount change rate at the intake flow sensor based on the air intake amount of the engine intake pipe;
the temperature and pressure sensor is arranged at an engine intake manifold and electrically connected with the engine intake signal correction device, the engine intake signal correction device controls the temperature and pressure sensor to measure an intake temperature value and an intake pressure value at the engine intake manifold, and a second intake air quantity change rate at the engine intake manifold is calculated based on the intake temperature value and the intake pressure value;
the engine air inlet signal correcting device is further used for recording the time when the first air inlet quantity change rate changes from the current value to the set value as the first time, recording the time when the second air inlet quantity change rate changes from the current value to the set value as the second time, and determining the signal delay time based on the first time and the second time so as to correct the engine air inlet signal.
10. The system of claim 9, further comprising an intercooler, an exhaust gas recirculation device, and an aftertreatment device;
the intercooler is arranged on the engine air inlet pipe and used for cooling gas;
the exhaust gas recirculation device is arranged between the engine air inlet pipe and the engine air outlet pipe and is used for treating the exhaust gas discharged from the engine air outlet pipe and then sending the treated exhaust gas into the engine air inlet pipe for cyclic utilization;
the post-treatment device is arranged at the pipe orifice of the engine air outlet pipe and is used for treating the waste gas discharged by the engine air outlet pipe.
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