CN114352420A - Torque control method and torque control system of non-uniform work-doing engine - Google Patents
Torque control method and torque control system of non-uniform work-doing engine Download PDFInfo
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Abstract
The invention belongs to the technical field of engine torque control, and discloses a torque control method and a torque control system of a non-uniform work-doing engine, which comprise the following steps: s1, obtaining engine torque control information; s2, calculating the corrected target indicated torque of the engine according to the engine torque control information; s3, calculating the sum of the oil injection quantity per cycle when all cylinders work according to the engine torque control information and the corrected target indicated torque of the engine; s4, calculating the total oil injection quantity of each cylinder in a single cycle according to the torque control information of the engine and the sum of the oil injection quantity of each cycle; and S5, calculating the injection sequence, the advance angle of each injection and the injection quantity of each cylinder, the target intake air flow of each cycle and the target rail pressure according to the engine torque control information and the total injection quantity of each cycle. The torque control method of the non-uniform work-doing engine considers the influence of the non-uniform work-doing working condition on the output torque, and effectively reduces the sound vibration roughness.
Description
Technical Field
The invention relates to the technical field of engine torque control, in particular to a torque control method and a torque control system of a non-uniform work-doing engine.
Background
In order to meet the increasingly stringent global emission regulations, manufacturers generally install more complex after-treatment systems and air intake systems on the internal combustion engines, but the measures inevitably result in increased fuel consumption. In order to solve the above-mentioned dilemma, there are many manufacturers that add devices such as a variable intake valve and a cylinder deactivation mechanism to an internal combustion engine to perform a cylinder deactivation operation of a cylinder under a small load in the internal combustion engine. The proper cylinder deactivation operation can reduce the pumping loss of the engine, improve the combustion efficiency and improve the exhaust temperature of the engine, thereby realizing the aim of reducing oil consumption, namely reducing carbon dioxide emission under the condition of ensuring the original exhaust to be more excellent. Compared with the scene that all cylinders work, the output torque control of the engine under the cylinder deactivation is more difficult. Particularly, ensuring accurate output of engine torque becomes a very challenging task when constraints such as NVH (noise, vibration, harshness), emission indexes, and the like are satisfied.
However, the current methods related to non-uniform work engine torque control mainly have the following problems: firstly, the influence of the changes of friction pumping loss torque, combustion efficiency, ignition fraction and the like on the output torque caused by cylinder deactivation cannot be comprehensively considered; secondly, the contradiction between NVH and non-uniform work is not effectively solved; thirdly, the proposed control method is not fully applicable to compression ignition engine torque control.
Disclosure of Invention
The invention aims to provide a torque control method and a torque control system of a non-uniform work-doing engine, which comprehensively consider the influence of the parameter changes such as friction pumping loss torque, combustion efficiency, ignition fraction and the like on the output torque caused by cylinder deactivation, effectively solve the contradiction between sound vibration roughness and the output torque, and are suitable for a compression ignition engine.
In order to achieve the purpose, the invention adopts the following technical scheme:
in one aspect, a method for controlling torque of a non-uniform work engine is provided, comprising the steps of:
step S1, obtaining engine torque control information, wherein the torque control information comprises an engine target indicated torque, an engine nominal loss torque, an engine target work fraction, an engine target work mode, an engine rotating speed, a vehicle speed, an engine temperature and atmospheric pressure;
step S2, calculating to obtain a corrected target indicated torque of the engine according to the engine torque control information;
step S3, calculating and obtaining the sum of oil injection quantity per cycle when all cylinders work according to the engine torque control information and the corrected engine target indication torque;
step S4, calculating to obtain the total oil injection quantity of each single cycle of each cylinder according to the engine torque control information and the sum of the oil injection quantity of each cycle when all the cylinders work;
and step S5, calculating the injection sequence, the advance angle and the injection quantity of each injection, the target intake-air flow of each cycle and the target rail pressure of each cylinder according to the engine torque control information and the total single-cycle injection quantity of each cylinder.
As a preferred embodiment of the present invention, in the step S2, the following sub-steps are specifically included:
step S21, calculating to obtain a loss torque correction coefficient according to the target work fraction of the engine, the rotating speed of the engine and the temperature of the engine;
and step S22, calculating the corrected engine target indicated torque according to the engine nominal loss torque, the loss torque correction coefficient and the engine target indicated torque.
As a preferred embodiment of the present invention, in the step S3, the method specifically includes the following steps:
step S31, dividing the atmospheric pressure into a plurality of groups according to the atmospheric pressure, and respectively calculating membership values of the groups;
step S32, calculating and obtaining the sum of the grouped fuel injection quantity per cycle when all the cylinders of a plurality of groups work according to the engine speed and the corrected target indicated torque of the engine;
and step S33, calculating to obtain the total fuel injection quantity per cycle when all the cylinders work according to the membership values of the groups, the total fuel injection quantity per cycle when all the cylinders work and the engine temperature.
As a preferred embodiment of the present invention, in the step S4, the following sub-steps are specifically included:
step S41, calculating and obtaining a correction coefficient of the sum of the oil injection quantity per cycle when all the cylinders work according to the target work fraction of the engine, the rotating speed of the engine and the sum of the oil injection quantity per cycle when all the cylinders work;
step S42, calculating to obtain a corrected oil injection quantity sum of each cycle according to the oil injection quantity sum of each cycle when all the cylinders work and the correction coefficient of the oil injection quantity sum of each cycle when all the cylinders work;
step S43, calculating to obtain an oil injection quantity distribution coefficient of each cylinder according to the engine speed and the engine target work mode;
and step S44, calculating the single-cycle total oil injection quantity of each cylinder according to the corrected oil injection quantity sum of each cycle and the oil injection quantity distribution coefficient of each cylinder.
As a preferred embodiment of the present invention, in the step S5, the following sub-steps are specifically included:
step S51, calculating to obtain an injection sequence of each cylinder according to the target work mode of the engine, the rotating speed of the engine and the total single-cycle oil injection quantity of each cylinder;
step S52, calculating the advance angle and the injection quantity of each injection of each cylinder according to the engine speed, the total injection quantity of each cylinder in a single cycle and the injection sequence of each cylinder.
As a preferred embodiment of the present invention, in the step S5, the method specifically further includes the following steps:
step S501, calculating to obtain a target air-fuel ratio set value according to the engine rotating speed, the target work fraction of the engine and the corrected target indicated torque of the engine;
and S502, calculating to obtain the single-cycle target intake air flow of each cylinder according to the single-cycle total fuel injection quantity and the target air-fuel ratio set value of each cylinder.
As a preferred embodiment of the present invention, in the step S5, the method specifically further includes the following steps:
step S5001 of calculating a target rail pressure basic value of each cylinder according to the engine speed and the single-cycle total fuel injection quantity of each cylinder;
step S5002, calculating rail pressure correction coefficients of the cylinders according to the engine speed and the engine target work mode;
step S5003, calculating the target rail pressure of each air cylinder according to the target rail pressure basic value and the rail pressure correction coefficient of each air cylinder.
As a preferred embodiment of the present invention, in the step S31, the atmospheric pressure is divided into two groups, and the two groups include a high atmospheric pressure group and a low atmospheric pressure group.
As a preferred embodiment of the present invention, each injection advance angle and injection quantity comprises a plurality of multidimensional variables, the dimensions of the multidimensional variables are equal to the number of cylinders, and the multidimensional variables comprise a pilot injection advance angle and/or a pilot injection quantity and/or a main injection advance angle and/or a main injection quantity and/or a post injection advance angle and/or a post injection quantity.
In another aspect, a torque control system is provided, which is applied to the torque control method of the non-uniform work-doing engine, and the torque control system includes:
a target torque input module configured to store and transmit engine torque control information;
a loss torque correction module communicatively coupled to the target torque input module, the loss torque correction module configured to calculate a corrected engine target indicated torque;
the basic oil quantity conversion module is in communication connection with the target torque input module and the loss torque correction module, and is configured to calculate the sum of oil injection quantity per cycle when all cylinders work;
the non-uniform working oil quantity correction module is in communication connection with the target torque input module and the basic oil quantity conversion module, and is configured to calculate the single cycle total oil injection quantity of each cylinder;
the target injection mode setting module is in communication connection with the target torque input module and the non-uniform working oil quantity correction module, and is configured to calculate an injection sequence of each cylinder, an advance angle of each oil injection of each cylinder and an oil injection quantity;
a target intake air amount setting module communicatively coupled to the target torque input module and the non-uniform work done amount correction module, the target intake air amount setting module configured to calculate a single cycle target intake air flow rate for each of the cylinders;
and the target rail pressure setting module is in communication connection with the target torque input module and the non-uniform work-done oil quantity correction module, and is configured to calculate the target rail pressure of each cylinder.
The invention has the beneficial effects that:
the invention provides a torque control method of a non-uniform power-doing engine, which uses a plurality of parameters such as target indicated torque of the engine, nominal loss torque of the engine, target power fraction of the engine, target power mode of the engine, engine speed, vehicle speed, engine temperature and atmospheric pressure to participate in the calculation and correction process, thereby obtaining the injection sequence of each cylinder, advance angle and injection quantity of each injection, single-cycle target intake flow and target rail pressure, and being used for controlling the working condition of the multi-cylinder engine during non-uniform power doing; through reasonable torque control of non-uniform work, the pump gas loss can be reduced, the combustion efficiency is improved, and the temperature of the original exhaust of the engine is improved, so that the oil consumption of the engine is finally reduced, and the content of pollutants in the original exhaust can be effectively reduced;
the torque control system provided by the invention is applied to the torque control method of the non-uniform work-doing engine, controls the torque output of the multi-cylinder engine during non-uniform work-doing according to the current working condition, improves the combustion efficiency and reduces the sound vibration roughness.
Drawings
FIG. 1 is a schematic flow diagram of a method for torque control of a non-uniform work engine provided by an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of a method for calculating a loss torque correction factor according to an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating a method for calculating the sum of fuel injection per cycle when all cylinders are operating according to an embodiment of the present invention;
FIG. 4 is a schematic diagram illustrating a method for calculating a total fuel injection per cycle for each cylinder according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of a method for calculating an injection sequence, an advance angle of each injection and an injection quantity according to an embodiment of the present invention;
FIG. 6 is a schematic view of a method of calculating a single cycle target intake air flow rate provided by an embodiment of the present invention;
FIG. 7 is a schematic diagram of a method for calculating a target rail pressure according to an embodiment of the invention;
FIG. 8 is a schematic diagram of a torque control system provided by an embodiment of the present invention.
In the figure:
11. an engine target indicated torque; 12. engine nominal loss torque; 13. an engine target work fraction; 14. an engine target work mode; 15. the engine speed; 16. the vehicle speed; 17. an engine temperature; 18. atmospheric pressure;
21. the corrected engine target indicated torque; 22. a loss torque correction factor;
31. the sum of the oil injection amount of each cycle; 32. a membership value; 33. the sum of the oil injection quantity of each cycle of grouping;
41. the total fuel injection amount of a single cycle; 42. correcting coefficient of total oil injection amount in each cycle; 43. the sum of the oil injection amount of each cycle after correction; 44. the distribution coefficient of the fuel injection quantity;
51. a spray sequence; 52. the advance angle and the oil injection quantity of each oil injection; 53. a single cycle target intake air flow rate; 54. target rail pressure; 55. a target air-fuel ratio set value; 56. a target rail pressure basic value; 57. a rail pressure correction factor;
001. a first graph; 002. a second graph; 003. a third graph; 004. a fourth graph; 005. a fifth graph; 006. a sixth graph; 007. a neural network; 008. a seventh graph; 009. an eighth graph; 010. mapping the network; 011. a ninth graph; 012. a tenth chart; 013. eleven diagrams;
100. a target torque input module; 200. a loss torque correction module; 300. a basic oil amount conversion module; 400. the non-uniform working oil quantity correction module; 500. a target injection mode setting module; 600. a target air inflow setting module; 700. and a target rail pressure setting module.
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.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably 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 otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. 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.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used based on the orientations and positional relationships shown in the drawings only for convenience of description and simplification of operation, and do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
As shown in fig. 1-7, the embodiment of the present invention provides a torque control method for a non-uniform work-doing engine, which is suitable for various types of engines, including a spark ignition engine, a compression ignition engine, etc., and specifically includes the following steps:
step S1, obtaining engine torque control information, wherein the torque control information comprises an engine target indication torque 11, an engine nominal loss torque 12, an engine target work fraction 13, an engine target work mode 14, an engine rotating speed 15, a vehicle speed 16, an engine temperature 17 and atmospheric pressure 18;
step S2, calculating to obtain the corrected target indicated torque 21 of the engine according to the torque control information of the engine;
step S3, calculating to obtain the total amount of fuel injected per cycle 31 when all cylinders work according to the engine torque control information and the corrected target indicated torque 21 of the engine;
step S4, calculating to obtain the total oil injection quantity 41 of each cylinder in a single cycle according to the torque control information of the engine and the total oil injection quantity 31 of all cylinders in each cycle when working;
and step S5, calculating the injection sequence 51, the advance angle of each injection and the injection quantity 52, the single-cycle target intake air flow 53 and the target rail pressure 54 of each cylinder according to the engine torque control information and the single-cycle total injection quantity 41 of each cylinder.
The torque control method of the non-uniform acting engine of the embodiment of the invention uses a plurality of parameters such as engine target indication torque 11, engine nominal loss torque 12, engine target acting fraction 13, engine target acting mode 14, engine rotating speed 15, vehicle speed 16, engine temperature 17 and atmospheric pressure 18 to participate in the calculation and correction process, thereby obtaining the injection sequence 51, each fuel injection advance angle and fuel injection quantity 52, single circulation target intake flow 53 and target rail pressure 54 of each cylinder, and is used for controlling the working condition of the multi-cylinder engine during non-uniform acting, comprehensively considering the influence of the changes of friction pump gas loss torque, combustion efficiency, ignition fraction and the like on the output torque caused by cylinder deactivation, effectively solving the contradiction between NVH and non-uniform acting through the control of a plurality of parameters, and being suitable for various types of engines; through reasonable torque control of non-uniform work, the pumping loss can be reduced, the combustion efficiency is improved, and the original exhaust temperature of the engine is improved, so that the oil consumption of the engine is finally reduced, and the content of pollutants in the original exhaust can be effectively reduced.
Further, in step S2, the method specifically includes the following steps:
step S21, calculating to obtain a loss torque correction coefficient 22 according to the target work fraction 13 of the engine, the rotating speed 15 of the engine and the temperature 17 of the engine; in the present step S21, the engine target work fraction 13, the engine speed 15, and the engine temperature 17 are mapped in relation to each other to obtain the loss torque correction coefficient 22, which is a value between 0 and 1; as shown in fig. 2, the present embodiment provides an implementable loss torque correction factor 22 mapping method: the loss torque correction coefficient 22 can be obtained by looking up the value obtained by looking up the first graph 001 according to the engine speed 15 and the engine temperature 17 and looking up the second graph 002 according to the engine target power fraction 13. In other embodiments, the loss torque correction factor 22 may also be obtained directly from a trained neural network using the motive target power fraction 13, the engine speed 15, and the engine temperature 17 to directly look up a three-dimensional map, or the motive target power fraction 13, the engine speed 15, and the engine temperature 17. It should be noted that the graphs, the neural networks, and the like in the mapping process are data tools commonly used for engine design, and are prior art in the field, and this embodiment is not described herein again; the figures appearing hereinafter also include the same meaning.
Step S22 is performed to calculate the corrected engine target indicated torque 21 based on the engine nominal loss torque 12, the loss torque correction coefficient 22, and the engine target indicated torque 11. The loss torque correction factor 22 is subtracted by 1 and multiplied by the engine nominal loss torque 12, and the engine target indicated torque 11 is added to obtain the corrected engine target indicated torque 21.
Further, in step S3, the method specifically includes the following steps:
step S31, dividing the atmospheric pressure 18 into a plurality of groups, and respectively calculating membership values 32 of the groups; in the present embodiment, the atmospheric pressure 18 is divided into two groups, including a high atmospheric pressure group and a low atmospheric pressure group; as shown in fig. 3, looking up the third graph 003 according to the atmospheric pressure 18 to obtain the membership value 32 of the high atmospheric pressure group, and subtracting the membership value 32 of the high atmospheric pressure group from 1 to obtain the membership value 32 of the low atmospheric pressure group; it should be noted that in other embodiments, the atmospheric pressure 18 may be divided into more groups according to different specific engine operating conditions, so that the correction is more precise, and this is within the protection scope of the present invention.
Step S32, calculating to obtain the total number 33 of the grouped fuel injection quantity per cycle when all cylinders of a plurality of groups work according to the engine speed 15 and the corrected target indicated torque 21 of the engine; in the step S32, the fourth table 004 is looked up according to the engine speed 15 and the corrected target indicated torque 21 of the engine to obtain the total number 33 of the grouped fuel injection amount per cycle when all the cylinders of the high atmospheric pressure group work; checking a fifth chart 005 according to the engine speed 15 and the corrected target indicated torque 21 of the engine to obtain the total quantity 33 of fuel injection grouped per cycle when all cylinders of the low atmospheric pressure group work;
step S33, calculating to obtain the total oil injection quantity per cycle 31 when all the cylinders work according to the membership value 32 of the groups, the total oil injection quantity per cycle 33 when all the cylinders work and the engine temperature 17; in step S33, the fuel injection quantity sum 33 of each cycle of the two groups is multiplied by the corresponding membership value 32, and then accumulated, and then multiplied by the value obtained by checking the sixth table 006 with the engine temperature 17, so as to obtain the fuel injection quantity sum 31 of each cycle when all the cylinders are working.
Further, in step S4, the method specifically includes the following steps:
step S41, calculating and obtaining a total sum correction coefficient 42 of fuel injection quantity per cycle when all cylinders work according to the target work fraction 13 of the engine, the rotating speed 15 of the engine and the total sum 31 of fuel injection quantity per cycle when all cylinders work; as shown in fig. 4, the target work fraction 13 of the engine, the engine speed 15 and the total sum 31 of the fuel injection amount per cycle when all cylinders work are input into a pre-trained neural network 007, and the correction coefficient 42 of the total sum of the fuel injection amount per cycle when all cylinders work can be output;
step S42, calculating to obtain a corrected oil injection amount sum 43 per cycle according to the oil injection amount sum 31 per cycle when all cylinders work and the oil injection amount sum correction coefficient 42 per cycle when all cylinders work; in step S42, the sum of fuel injection amounts per cycle 31 when all cylinders are operating is multiplied by the correction coefficient 42 of the sum of fuel injection amounts per cycle when all cylinders are operating, so as to obtain a corrected sum of fuel injection amounts per cycle 43;
step S43, calculating to obtain an oil injection quantity distribution coefficient 44 of each cylinder according to the engine speed 15 and the engine target work mode 14; the oil injection quantity distribution coefficient 44 of each cylinder can be obtained by checking the seventh graph 008 according to the engine speed 15 and the engine target work-doing mode 14, in the embodiment of the invention, a four-cylinder engine is taken as an example, the engine target work-doing mode 14 is a binary quantity with the length of 4, the digits of the binary quantity respectively represent the cylinder number of the engine, and the numerical value of the binary quantity represents whether the current cycle of the cylinder does work or not. For example, the value of the target work mode 14 of the engine is 0110, which represents that the 2 nd cylinder and the 3 rd cylinder do work in the current work cycle, and the 1 st cylinder and the 4 th cylinder do not do work; therefore, for a four-cylinder engine, the fuel injection distribution coefficient 44 of each cylinder is a four-dimensional variable, the dimension of which represents the cylinder number of the engine, and the value of which represents the fuel distribution coefficient of the current cylinder; for example, the fuel injection quantity distribution coefficient 44 is [0,0.5,0.5,0], and represents that the oil quantity distribution coefficients of the 1 st cylinder to the 4 th cylinder are 0,0.5,0.5, and 0, respectively;
step S44, calculating to obtain the total oil injection quantity 41 of each cylinder in a single cycle according to the corrected total oil injection quantity 43 of each cycle and the oil injection quantity distribution coefficient 44 of each cylinder; and multiplying the corrected total fuel injection quantity 43 per cycle by the fuel injection quantity distribution coefficient 44 to obtain a four-dimensional output variable, namely the single-cycle total fuel injection quantity 41 of each cylinder. For example, the total fuel injection amount per cycle 43 after correction is 100mg/stk, the fuel injection amount distribution coefficient per cylinder 44 is [0,0.5,0.5,0], the total fuel injection amount per single cycle 41 of each cylinder is [0,50,50,0], and the total fuel injection amounts per single cycle of 1-4 cylinders are 0mg/stk, 50mg/stk and 0mg/stk, respectively.
Further, in step S5, the method specifically includes the following steps:
step S51, calculating to obtain an injection sequence 51 of each cylinder according to the target work mode 14 of the engine, the rotating speed 15 of the engine and the total fuel injection quantity 41 of each cylinder in a single cycle;
taking a four-cylinder engine supporting three injections (one pre-injection, one main injection and one post-injection) as an example, as shown in fig. 5, according to the target work mode 14 of the engine, the engine speed 15 and the total fuel injection amount 41 of each cylinder in a single cycle, looking up the eighth chart 009 obtains the injection sequence 51 of each cylinder, where the injection sequence 51 of each cylinder is a four-dimensional variable, the dimension of which represents the cylinder number of the engine, and the value of which represents the injection sequence of the current cylinder, and the specific meaning is detailed in table 1 below. For example, when the injection sequence 51 takes the value of [0,7,6,0], which represents that the 1 st cylinder and the 4 th cylinder do not work in the current cycle, i.e., do not have the injector action, the 2 nd cylinder has one pilot injection, one main injection and one post injection, and the 3 rd cylinder has one pilot injection and one main injection.
TABLE 1 spray sequence Listing
| Injection sequence | Means of |
| 0 | Without main injection |
| 2 | One main jet |
| 3 | One main injection and one after injection |
| 6 | One main injection and one pre-injection |
| 7 | One main spray, one pre-spray and one after-spray |
Step S52, calculating the advance angle of each oil injection and the oil injection quantity 52 of each cylinder according to the engine speed 15, the total oil injection quantity 41 of each cylinder in a single cycle and the injection sequence 51 of each cylinder; in step S52, the mapping network 010 is queried based on the engine speed 15, the total fuel injection amount 41 for each cylinder in a single cycle, and the injection sequence 51 for each cylinder, so as to obtain the advance angle and the fuel injection amount 52 for each injection. In the embodiment of the invention, each oil injection advance angle and oil injection quantity 52 consists of six four-dimensional variables, wherein the four-dimensional variables comprise a pilot injection advance angle, a pilot injection quantity, a main injection advance angle, a main injection quantity, a post injection advance angle and a post injection quantity; the dimensions of the above variables represent the cylinder number of the engine. It should be noted that, in other embodiments, a more complex injection sequence situation may occur in the engine, for example, a certain cylinder may perform two pre-injections, one main injection, three post-injections, etc., at this time, the injection sequence 51 of each cylinder needs to be queried through different mapping networks according to the injection sequence to obtain the advance angle of each injection of each cylinder and the corresponding injection quantity, that is, each injection advance angle and injection quantity 52 are composed of more than six four-dimensional variables (for a four-cylinder engine), which is also within the protection scope of the present invention.
Further, in step S5, the method specifically includes the following steps:
step S501, calculating a target air-fuel ratio set value 55 according to the engine rotating speed 15, the target power fraction 13 of the engine and the corrected target indicated torque 21 of the engine; as shown in fig. 6, in step S501, the ninth table 011 is looked up with the engine speed 15, the engine target power fraction 13 and the corrected engine target indicated torque 21 to obtain the target air-fuel ratio set value 55.
Step S502, calculating to obtain single-cycle target intake air flow 53 of each cylinder according to the single-cycle total fuel injection quantity 41 of each cylinder and the target air-fuel ratio set value 55; finding the maximum value in the total fuel injection per cycle 41 for each cylinder, for example, when the total fuel injection per cycle 41 is [0,20,40,0], the maximum value is 40; the maximum value is multiplied by the target air-fuel ratio setting value 55 to obtain the single-cycle target intake air flow rate 53 for each cylinder.
Further, in step S5, the method specifically includes the following steps:
step S5001, calculating to obtain a target rail pressure basic value 56 of each cylinder according to the engine speed 15 and the single-cycle total fuel injection quantity 41 of each cylinder; referring to fig. 7, a tenth table 012 is looked up with the engine speed 15 and the total fuel injection amount 41 per cycle of each cylinder to obtain a target rail pressure basic value 56 of each cylinder, where the target rail pressure basic value 56 is a four-dimensional variable and represents the target rail pressure basic value of each cylinder, respectively, and the value is assumed to be [1000,1200,1200,1000 ];
step S5002, calculating rail pressure correction coefficients 57 of all cylinders according to the engine speed 15 and the engine target work mode 14; searching an eleventh chart 013 according to the engine rotating speed 15 and the engine target work mode 14 to obtain the rail pressure correction coefficient 57 of each cylinder; the above-mentioned rail pressure correction coefficient 57 is a four-dimensional variable, and represents the rail pressure correction coefficient of each cylinder, respectively, assuming that its value is [0.9,1,1,0.9 ];
in step S5003, the target rail pressure 54 of each cylinder is calculated from the target rail pressure basic value 56 and the rail pressure correction coefficient 57 of each cylinder. The target rail pressure 54 of each cylinder is obtained by multiplying the target rail pressure basic value 56 by the rail pressure correction coefficient 57, and in the present embodiment, the calculated value of the target rail pressure 54 is [900,1200,1200,900] based on the above-mentioned assumed value.
On the other hand, the embodiment of the present invention further provides a torque control system, which is applied to the torque control method of the non-uniform work-doing engine, as shown in fig. 8, and includes:
a target torque input module 100, the target torque input module 100 configured to store and transmit engine torque control information;
a loss torque correction module 200, the loss torque correction module 200 communicatively coupled to the target torque input module 100, the loss torque correction module 200 configured to calculate a corrected engine target indicated torque 21;
the basic oil quantity conversion module 300 is in communication connection with the target torque input module 100 and the loss torque correction module 200, and the basic oil quantity conversion module 300 is configured to calculate the sum 31 of oil injection quantity per cycle when all cylinders work;
the system comprises an uneven working oil quantity correction module 400, wherein the uneven working oil quantity correction module 400 is in communication connection with a target torque input module 100 and a basic oil quantity conversion module 300, and the uneven working oil quantity correction module 400 is configured to calculate the single cycle total oil injection quantity 41 of each cylinder;
the target injection mode setting module 500, the target injection mode setting module 500 is in communication connection with the target torque input module 100 and the non-uniform work oil amount correction module 400, and the target injection mode setting module 500 is configured to calculate an injection sequence 51 of each cylinder, an advance angle of each oil injection of each cylinder and an oil injection amount 52;
a target intake air amount setting module 600, the target intake air amount setting module 600 communicatively connecting the target torque input module 100 and the non-uniform working oil amount correction module 400, the target intake air amount setting module 600 configured to calculate a single-cycle target intake air flow 53 for each cylinder;
a target rail pressure setting module 700, the target rail pressure setting module 700 communicatively coupled to the target torque input module 100 and the non-uniform work oil amount correction module 400, the target rail pressure setting module 700 configured to calculate the target rail pressure 54 for each of the cylinders.
The torque control system of the embodiment of the invention is applied to the torque control method of the non-uniform work-doing engine, the working condition information is input through a plurality of control modules, the injection sequence 51, the advance angle of each oil injection and the oil injection quantity 52, the single-cycle target intake air flow 53 and the target rail pressure 54 of each cylinder are respectively calculated, the torque output of the multi-cylinder engine during the non-uniform work-doing according to the current working condition is reasonably controlled, the combustion efficiency is improved, and the sound vibration roughness is reduced.
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. Numerous obvious variations, adaptations and substitutions will occur to those skilled in the art without departing from the scope of the invention. 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 (10)
1. A method of torque control for a non-uniform work performing engine, comprising the steps of:
step S1, obtaining engine torque control information, wherein the torque control information comprises an engine target indication torque (11), an engine nominal loss torque (12), an engine target work fraction (13), an engine target work mode (14), an engine rotating speed (15), a vehicle speed (16), an engine temperature (17) and atmospheric pressure (18);
step S2, calculating and obtaining corrected engine target indication torque (21) according to the engine torque control information;
step S3, calculating and obtaining the sum (31) of the fuel injection quantity per cycle when all cylinders work according to the engine torque control information and the corrected engine target indication torque (21);
step S4, calculating to obtain the total oil injection quantity (41) of each cylinder in a single cycle according to the engine torque control information and the total oil injection quantity (31) of each cycle when all the cylinders work;
and step S5, calculating an injection sequence (51), an advance angle of each injection and an injection quantity (52), a single-cycle target intake air flow (53) and a target rail pressure (54) of each cylinder according to the engine torque control information and the single-cycle total injection quantity (41) of each cylinder.
2. The method for controlling torque of a non-uniform work doing engine as claimed in claim 1, wherein in the step S2, the method comprises the following sub-steps:
step S21, calculating a loss torque correction coefficient (22) according to the target work fraction (13) of the engine, the engine speed (15) and the engine temperature (17);
and step S22, calculating the corrected engine target indicated torque (21) according to the engine nominal loss torque (12), the loss torque correction coefficient (22) and the engine target indicated torque (11).
3. The method for controlling torque of a non-uniform work doing engine as claimed in claim 1, wherein in the step S3, the method comprises the following sub-steps:
step S31, dividing the atmospheric pressure (18) into a plurality of groups, and respectively calculating membership values (32) of the groups;
step S32, calculating and obtaining the sum (33) of the grouped fuel injection quantity per cycle when all cylinders of a plurality of groups work according to the engine speed (15) and the corrected target indicated torque (21) of the engine;
step S33, calculating to obtain the total fuel injection quantity per cycle (31) when all the cylinders work according to the membership values (32) of the groups, the total fuel injection quantity per cycle (33) when all the cylinders work and the engine temperature (17).
4. The method for controlling torque of a non-uniform work doing engine as claimed in claim 1, wherein in the step S4, the method comprises the following sub-steps:
step S41, calculating and obtaining a correction coefficient (42) of the sum of the fuel injection quantity per cycle when all the cylinders work according to the target work fraction (13) of the engine, the rotating speed (15) of the engine and the sum (31) of the fuel injection quantity per cycle when all the cylinders work;
step S42, calculating to obtain a corrected oil injection quantity sum per cycle (43) according to the oil injection quantity sum per cycle (31) when all the cylinders work and the oil injection quantity sum per cycle correction coefficient (42) when all the cylinders work;
step S43, calculating and obtaining an oil injection quantity distribution coefficient (44) of each cylinder according to the engine speed (15) and the engine target work mode (14);
and step S44, calculating the single-cycle total fuel injection quantity (41) of each cylinder according to the corrected fuel injection quantity sum (43) per cycle and the fuel injection quantity distribution coefficient (44) of each cylinder.
5. The method for controlling torque of a non-uniform work doing engine as claimed in claim 1, wherein in the step S5, the method comprises the following sub-steps:
step S51, calculating an injection sequence (51) of each cylinder according to the target work mode (14) of the engine, the rotating speed (15) of the engine and the total single-cycle oil injection quantity (41) of each cylinder;
and step S52, calculating the advance angle and the injection quantity (52) of each injection of each cylinder according to the engine speed (15), the total injection quantity (41) of each single cycle of each cylinder and the injection sequence (51) of each cylinder.
6. The method for controlling torque of a non-uniform work doing engine as recited in claim 1, further comprising, in the step S5, the steps of:
step S501, calculating a target air-fuel ratio set value (55) according to the engine rotating speed (15), the target power fraction (13) of the engine and the corrected target indicated torque (21) of the engine;
and step S502, calculating the single-cycle target intake air flow (53) of each cylinder according to the single-cycle total fuel injection quantity (41) and the target air-fuel ratio set value (55) of each cylinder.
7. The method for controlling torque of a non-uniform work doing engine as recited in claim 1, further comprising, in the step S5, the steps of:
step S5001, calculating a target rail pressure basic value (56) of each cylinder according to the engine speed (15) and the single-cycle total fuel injection quantity (41) of each cylinder;
step S5002, calculating rail pressure correction coefficients (57) of the cylinders according to the engine speed (15) and the engine target work mode (14);
and S5003, calculating the target rail pressure (54) of each cylinder according to the target rail pressure basic value (56) and the rail pressure correction coefficient (57) of each cylinder.
8. The torque control method for a non-uniform work engine according to claim 3, characterized in that in step S31, the atmospheric pressure (18) is divided into two groups, the two groups comprising a high atmospheric pressure group and a low atmospheric pressure group.
9. Method for torque control of a non-uniform work doing engine according to claim 1, characterized in that the advance angle of injection per time and the amount of injection (52) comprise a number of multidimensional variables, the dimensions of which are equal to the number of cylinders, the multidimensional variables comprising a pre-injection advance angle and/or a pre-injection amount and/or a main injection advance angle and/or a main injection amount and/or a post-injection advance angle and/or a post-injection amount.
10. A torque control system applied to a torque control method of the non-uniform work engine according to any one of claims 1 to 9, the torque control system comprising:
a target torque input module (100), the target torque input module (100) configured to store and transmit engine torque control information;
a loss torque correction module (200), the loss torque correction module (200) communicatively coupled to the target torque input module (100), the loss torque correction module (200) configured to calculate a corrected engine target indicated torque (21);
a base fuel conversion module (300), wherein the base fuel conversion module (300) is in communication connection with the target torque input module (100) and the loss torque correction module (200), and the base fuel conversion module (300) is configured to calculate the sum (31) of fuel injection amount per cycle when all cylinders are working;
a non-uniform working oil amount correction module (400), wherein the non-uniform working oil amount correction module (400) is in communication connection with the target torque input module (100) and the basic oil amount conversion module (300), and the non-uniform working oil amount correction module (400) is configured to calculate the total oil injection amount (41) of each cylinder in a single cycle;
a target injection mode setting module (500), the target injection mode setting module (500) communicatively connecting the target torque input module (100) and the nonuniform work oil amount correction module (400), the target injection mode setting module (500) configured to calculate an injection sequence (51) for each of the cylinders, an advance angle of each injection and an injection amount (52) for each of the cylinders;
a target intake air amount setting module (600), the target intake air amount setting module (600) communicatively connecting the target torque input module (100) and the non-uniform working oil amount correction module (400), the target intake air amount setting module (600) configured to calculate a single-cycle target intake air flow rate (53) for each of the cylinders;
a target rail pressure setting module (700), the target rail pressure setting module (700) communicatively coupled to the target torque input module (100) and the non-uniform work oil amount correction module (400), the target rail pressure setting module (700) configured to calculate a target rail pressure (54) for each of the cylinders.
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| CN114352420B (en) | 2023-03-21 |
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