CN114962019B - Engine air inflow correction method and engine system - Google Patents
Engine air inflow correction method and engine system Download PDFInfo
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- CN114962019B CN114962019B CN202210687977.XA CN202210687977A CN114962019B CN 114962019 B CN114962019 B CN 114962019B CN 202210687977 A CN202210687977 A CN 202210687977A CN 114962019 B CN114962019 B CN 114962019B
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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
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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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0052—Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
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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
- F02D2041/0017—Controlling intake air by simultaneous control of throttle and exhaust gas recirculation
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- 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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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The application provides a correction method of engine air inflow and an engine system, wherein the correction method comprises the following steps: obtaining a conversion coefficient fac between the oil amount and the excess air coefficient lambda Feedforward correction value M obtained by last correction calculation fuel The method comprises the steps of carrying out a first treatment on the surface of the Based on conversion coefficient fac lambda And the feedforward correction value M obtained by the last correction calculation fuel Obtaining an excess air coefficient model value Lambda Model The method comprises the steps of carrying out a first treatment on the surface of the Obtaining measured value Lambda of excess air coefficient Actual measurement And based on the measured value Lambda of the excess air ratio Actual measurement Model value Lambda of excess air coefficient Model And conversion coefficient fac lambda Obtaining the oil quantity correction value delta m fuel The method comprises the steps of carrying out a first treatment on the surface of the Obtaining the injection quantity m fuel And based on the oil quantity correction value delta m fuel And the injection quantity m fuel Obtaining a feedforward correction value M fuel ' finish this correction calculation; based on the feedforward correction value calculated for each correction, the intake air amount of the engine is adjusted. The correction method and the engine system for the engine air inflow provided by the application have the advantages of simple calculation process, less correction coefficient, high accuracy and instant response.
Description
Technical Field
The application relates to the technical field of engines, in particular to a correction method of engine air inflow and an engine system.
Background
Exhaust gas recirculation (Exhaust Gas Recirculation, EGR for short) is a method in which after combustion, a part of exhaust gas is separated and introduced into the intake side for re-combustion, and is mainly used for reducing NO in exhaust gas X To meet the emission requirements of the automotive pollutants.
The existing engine usually adopts an air flow sensor to detect the fresh air inflow and performs EGR control based on the measurement result of the air flow sensor. However, the air flow sensor is affected by water vapor, dust, oil stain and the like generated in the pipeline and the running process, the detection value of the air flow sensor can drift, the measurement accuracy of the air flow sensor is reduced, and the EGR control result is inaccurate, so that the emission of the engine is affected.
Disclosure of Invention
The application provides a correction method and an engine system of engine air inflow, which are used for correcting drift generated by an air sensor in an engine so as to improve the quality of tail gas discharged by the engine.
The application provides a correction method of engine air inflow, which comprises the following steps:
obtaining a conversion coefficient fac between the oil amount and the excess air coefficient lambda Feedforward correction value M obtained by last correction calculation fuel ；
Based on conversion coefficient fac lambda And the feedforward correction value M obtained by the last correction calculation fuel Obtaining an excess air coefficient model value Lambda Model ；
Obtaining excessActual measurement value Lambda of air coefficient Actual measurement And based on the measured value Lambda of the excess air ratio Actual measurement Model value Lambda of excess air coefficient Model And conversion coefficient fac lambda Obtaining the oil quantity correction value delta m fuel ；
Obtaining the injection quantity m fuel And based on the oil quantity correction value delta m fuel And the injection quantity m fuel Obtaining a feedforward correction value M fuel ' finish this correction calculation;
based on the feedforward correction value calculated for each correction, the intake air amount of the engine is adjusted.
The application provides a correction method of engine air inflow, which obtains a conversion coefficient fac lambda And the feedforward correction value M obtained by the last correction calculation fuel After that, the coefficient fac can be converted lambda Directly converting the feedforward correction value obtained by the last correction to obtain an excess air coefficient model value Lambda Model Compared with the prior model value Lambda of the excess air coefficient Model The method for obtaining the model value Lambda of the excess air coefficient of the application Model The calculation process is simple, the required correction coefficient is less, and only one conversion coefficient fac is needed lambda The model value Lambda of the excess air coefficient required by the correction can be calculated in real time Model And the accuracy is high. Obtaining the Lambda of the model value of the excess air coefficient Model Then, the application obtains the Lambda of the actual measurement value of the excess air coefficient Actual measurement And based on the measured value Lambda of the excess air ratio Actual measurement Model value Lambda of excess air coefficient Model And conversion coefficient fac lambda Obtaining the oil quantity correction value delta m fuel Then, the injection quantity m is obtained fuel And based on the oil quantity correction value delta m fuel And the injection quantity m fuel Obtaining a feedforward correction value M fuel ' this correction calculation is completed. After the feedforward correction value is obtained, the air inflow of the engine is regulated based on the feedforward correction value obtained by correction calculation each time so as to carry out real-time regulation, and the instantaneity of system response can be improved.
In one implementation, adjusting an intake air amount of an engine based on a feedforward correction value includes:
based on the feedforward correction value and the fresh air intake amount m air The opening degree of an exhaust gas recirculation valve in the engine is adjusted.
In one implementation, adjusting an intake air amount of an engine based on a feedforward correction value includes:
based on the feedforward correction value and the fresh air intake amount m air The opening degree of a throttle valve in the engine is adjusted.
In one implementation, adjusting an intake air amount of an engine based on a feedforward correction value includes:
acquiring intake pressure and fresh air intake amount m based on feedforward correction value air And the air inlet pressure is used for adjusting the opening degree of an air release valve in the engine.
In one implementation, a conversion factor fac between oil mass and excess air factor is obtained lambda Feedforward correction value M obtained by last correction calculation fuel Comprising:
obtaining fresh air intake amount m air And the feedforward correction value M obtained by the last correction calculation fuel ；
Based on fresh air intake amount m air Determining a conversion factor fac between the amount of oil and the excess air factor lambda 。
In one implementation, the fresh air intake amount m is based on air Determining a conversion factor fac between the oil quantity and the air factor lambda Comprising:
the conversion coefficient fac is determined based on the following formula lambda ：
Wherein, fac 1 Fac, the theoretical air-fuel ratio of the engine 2 The stoichiometric air-fuel ratio and the density correction factor are known constants for the density correction factor of the engine.
In one implementation, the conversion factor fac is based on lambda And last correction calculationThe obtained feedforward correction value M fuel Obtaining an excess air coefficient model value Lambda Model Comprising:
based on the following formula:
1/Lambda model ＝M fuel *fac lambda
Determining an excess air ratio model value Lambda Model 。
In one implementation, the injection quantity m is obtained fuel And based on the oil quantity correction value delta m fuel And the injection quantity m fuel Obtaining a feedforward correction value M fuel ' comprising:
obtaining the injection quantity m fuel And the oil quantity correction value delta m fuel And the injection quantity m fuel Adding to obtain feedforward correction value M fuel ’。
The application also provides an engine system, which comprises an engine and an electric control unit;
the engine is provided with a plurality of sensors and a plurality of valves;
the electronic control unit is electrically connected with the plurality of sensors and the plurality of valves, and the electronic control unit adjusts the opening degrees of the plurality of valves by adopting the correction method provided by any one of the implementation modes so as to adjust the air inflow of the engine.
The engine system provided by the application comprises an engine and an electric control unit, wherein the engine is provided with a plurality of sensors and a plurality of valves, and the electric control unit is electrically connected with the plurality of sensors and the plurality of valves. Wherein, the electronic control unit obtains the conversion coefficient fac through a sensor on the engine lambda And the feedforward correction value M obtained by the last correction calculation fuel And by converting the coefficient fac lambda Directly converting the feedforward correction value obtained by the last correction to obtain an excess air coefficient model value Lambda Model Compared with the prior model value Lambda of the excess air coefficient Model The method for obtaining the model value Lambda of the excess air coefficient of the application Model The calculation process is simple, the required correction coefficient is less, and only one conversion coefficient fac is needed lambda The model value Lambda of the excess air coefficient required by the correction can be calculated in real time Model And (2) andthe accuracy is high. Obtaining the Lambda of the model value of the excess air coefficient Model Then, the application obtains the Lambda of the actual measurement value of the excess air coefficient Actual measurement And based on the measured value Lambda of the excess air ratio Actual measurement Model value Lambda of excess air coefficient Model And conversion coefficient fac lambda Obtaining the oil quantity correction value delta m fuel Then, the injection quantity m is obtained fuel And based on the oil quantity correction value delta m fuel And the injection quantity m fuel Obtaining a feedforward correction value M fuel ' this correction calculation is completed. After the feedforward correction value is obtained, the air inflow of the engine is regulated based on the feedforward correction value obtained by correction calculation each time so as to carry out real-time regulation, and the instantaneity of system response can be improved.
In one implementation, the plurality of sensors includes an oxygen sensor mounted on an exhaust duct of the engine, an air flow sensor mounted on an intake duct of the engine, and an intake pressure sensor mounted on the intake duct of the engine;
the valves comprise an exhaust gas recirculation valve, a throttle valve and a release valve, wherein the exhaust gas recirculation valve is arranged on an exhaust gas recirculation pipeline of the engine, the throttle valve is arranged on an air inlet pipeline of the engine, and the release valve is arranged on an exhaust pipeline of the engine;
the electric control unit comprises an exhaust gas recirculation valve control module, a throttle valve control module and a release valve control module, wherein the exhaust gas recirculation valve control module is electrically connected with the air flow sensor and the exhaust gas recirculation valve, the throttle valve control module is electrically connected with the air flow sensor and the throttle valve, and the release valve control module is electrically connected with the air flow sensor, the air inlet pressure sensor and the release valve.
The construction of the present application and other objects and advantages thereof will be more readily understood from the description of the preferred embodiment taken in conjunction with the accompanying drawings.
Drawings
The above and other objects, features and advantages of embodiments of the present application will become more readily apparent from the following detailed description with reference to the accompanying drawings. Embodiments of the application will now be described, by way of example and not limitation, in the figures of the accompanying drawings, in which:
fig. 1 is a flowchart of a method for correcting an intake air amount of an engine according to an embodiment of the present application;
fig. 2 shows a conversion coefficient fac according to an embodiment of the present application lambda A flowchart of the acquisition method of (a);
fig. 3 is a schematic structural diagram of an engine system according to an embodiment of the present application.
Reference numerals:
a 100-engine;
a 111-oxygen sensor; 112-air flow sensor; 113-an intake pressure sensor;
121-an exhaust gas recirculation valve; 122-throttle valve;
131-an air inlet pipeline; 132-an exhaust duct; 133-exhaust gas recirculation line.
Detailed Description
Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present application and should not be construed as limiting the application.
It should be understood that the following examples do not limit the order of execution of the steps in the method claimed in the present application. The individual steps of the method of the application can be carried out in any possible order and in a cyclic manner without contradiction.
Exhaust gas recirculation (Exhaust Gas Recirculation, EGR for short) is a method in which a part of exhaust gas is separated after combustion in an engine and introduced into an intake side for re-combustion, and is mainly used for reducing NO in exhaust gas X To meet the emission requirements of the national pollutant emission standards of the motor vehicle in the sixth stage.
The existing engine usually adopts an air flow sensor to detect the fresh air inflow and performs EGR control based on the measurement result of the air flow sensor. However, the air flow sensor is affected by water vapor, dust, oil stain and the like generated in the pipeline and the running process, and the detection value thereof drifts, so that the measurement accuracy of the air flow sensor is reduced, and the EGR control result is inaccurate, thereby affecting the emission of the engine.
In the related art, a method of correcting the drift of the air flow sensor is generally set up and calculated as an excess air ratio model value.
The existing excess air coefficient model value is mostly calculated based on fresh air inflow, fuel injection quantity and theoretical air-fuel ratio of the engine, and a plurality of correction coefficients are used in the calculation process, and can be calibrated and obtained according to the performance of an engine rack, so that the calculation process is complex.
The existing method for correcting the drift of the air flow sensor has different actuating mechanisms, and is commonly provided with an oil injection mechanism or an exhaust gas recirculation valve of an engine, and the aim of correcting the drift of the air flow sensor is fulfilled by controlling the oil injection quantity of the engine or the content of exhaust gas entering an air inlet end of the engine.
In summary, the existing method for correcting the drift of the air flow sensor has complex calculation process and poor instantaneity and accuracy.
In view of the above, the embodiments of the present application provide a method for correcting an intake air amount of an engine and an engine system capable of converting a coefficient fac lambda Directly converting the feedforward correction value obtained by the last correction to obtain an excess air coefficient model value Lambda Model The calculation process is simple, the required correction coefficient is less, and only one conversion coefficient fac is needed lambda The model value Lambda of the excess air coefficient required by the correction can be calculated in real time Model And the accuracy is high. In addition, the embodiment of the application adjusts the air inflow of the engine based on the feedforward correction value obtained by correction calculation each time so as to adjust in real time, thereby improving the instantaneity of system response.
The method for correcting the intake air amount of the engine and the engine system according to the embodiment of the application will be described in detail with reference to the accompanying drawings.
Example 1
Fig. 1 is a flowchart of a method for correcting an intake air amount of an engine according to an embodiment of the present application. As shown in fig. 1, the present embodiment provides a correction method of an engine intake air amount, the correction method including:
s100, obtaining a conversion coefficient fac between the oil quantity and the excess air coefficient lambda Feedforward correction value M obtained by last correction calculation fuel 。
In practical application, the conversion coefficient fac between the oil quantity and the excess air coefficient lambda The feedforward correction value M obtained by the last correction calculation can be obtained through the related parameters of the engine fuel The known variable can be obtained from the last correction calculation.
Fig. 2 shows a conversion coefficient fac according to an embodiment of the present application lambda A flowchart of the acquisition method of (a). Exemplary, as shown in FIG. 2, a conversion coefficient fac between the oil amount and the excess air coefficient is obtained lambda Feedforward correction value M obtained by last correction calculation fuel May include:
s110, obtaining fresh air inflow m air And the feedforward correction value M obtained by the last correction calculation fuel . Wherein the fresh air intake amount m air The feedforward correction value M obtained by the last correction calculation can be measured by an air flow sensor on the engine fuel Is a known variable.
S120, based on fresh air inflow m air Determining a conversion factor fac between the amount of oil and the excess air factor lambda 。
Specifically, the fresh air intake amount m is based on air Determining a conversion factor fac between the oil quantity and the air factor lambda Comprising:
the conversion coefficient fac is determined based on the following formula lambda ：
Wherein, fac 1 Fac, the theoretical air-fuel ratio of the engine 2 The stoichiometric air-fuel ratio and the density correction factor are known constants for the density correction factor of the engine.
Exemplary, the stoichiometric air-fuel ratio fac of the diesel engine 1 Known as 14.5, the stoichiometric air-fuel ratio fac of other types of engines 1 Can be calibrated according to the performance of the engine bench, and can lead the fac to be realized because the density correction is not needed in the correction calculation 2 ＝1。
As can be seen, the model value Lambda of the excess air coefficient is higher than that of the prior art Model According to the determination method of the excess air coefficient model value Lambda of the embodiment of the application Model Is simple and is used only for the theoretical air-fuel ratio fac of the engine 1 And the density correction factor fac of the engine 2 Two correction coefficients are required, and the correction coefficient is small, wherein, only the theoretical air-fuel ratio fac of the engine 1 It is necessary to calibrate, even for diesel engines, the stoichiometric air-fuel ratio fac 1 The calibration is not needed, and the Lambda of the excess air coefficient model value required by the correction can be calculated in real time only by a small amount of calibration Model And the accuracy is high.
S200, based on conversion coefficient fac lambda And the feedforward correction value M obtained by the last correction calculation fuel Obtaining an excess air coefficient model value Lambda Model 。
In the first correction calculation, the excess air ratio model value Lambda Model The air intake control system can be obtained through an engine system model, and the engine system model can determine the corresponding excess air coefficient model value Lambda under the fresh air intake amount and the fuel injection amount based on the measured fresh air intake amount, the fuel injection amount and the theoretical air-fuel ratio of the engine system model Model . From the second correction calculation, the excess air ratio model value Lambda Model I.e. based on the conversion factor fac lambda And the feedforward correction value M obtained by the last correction calculation fuel And (5) determining.
It should be further noted that the correction method provided by the present embodiment is mainly applied to an engine under a steady-state working condition, the initial transient is not required to be very accurate when the initial correction is effected, and the excess air coefficient model value Lambda in the first correction calculation is calculated Model The approximate numerical value is determined, and the calculation process does not need to use excessive correction coefficients so as to simplify the calculation.
Specifically, based on the conversion coefficient fac lambda And the feedforward correction value M obtained by the last correction calculation fuel Obtaining an excess air coefficient model value Lambda Model May include:
based on the following formula:
1/Lambda model ＝M fuel *fac lambda
Determining an excess air ratio model value Lambda Model . Wherein the conversion coefficient fac lambda And the feedforward correction value M obtained by the last correction calculation fuel All known from S100.
S300, obtaining an actual measurement value Lambda of the excess air coefficient Actual measurement And based on the measured value Lambda of the excess air ratio Actual measurement Model value Lambda of excess air coefficient Model And conversion coefficient fac lambda Obtaining the oil quantity correction value delta m fuel 。
Exemplary, obtaining measured Lambda of excess air ratio Actual measurement May include:
an oxygen concentration value C of exhaust gas is measured by an oxygen sensor on the engine, and a Lambda of an actual measurement value of the excess air ratio is determined based on the following formula Actual measurement ：
Wherein, fac 3 As the first oxygen concentration conversion coefficient, fac 4 The first oxygen concentration conversion coefficient and the second oxygen concentration conversion coefficient are both known constants for the second oxygen concentration conversion coefficient. Specifically, a first oxygen concentration conversion coefficient and a second oxygen concentrationThe degree conversion coefficient can be calibrated according to the performance of the engine bench, and in practical application, the first oxygen concentration conversion coefficient and the second oxygen concentration conversion coefficient can also be determined empirically to reduce the calibration process and simplify the calculation, wherein the empirical value of the first oxygen concentration conversion coefficient is generally 3.36, and the empirical value of the second oxygen concentration conversion coefficient is generally 4.23.
Exemplary, lambda based on the measured value of the excess air ratio Actual measurement Model value Lambda of excess air coefficient Model And conversion coefficient fac lambda Obtaining the oil quantity correction value delta m fuel May include:
the oil amount correction value Deltam is determined based on the following formula fuel ：
Wherein, delta 1/Lambda is a correction value, and Lambda is an actual measurement value of the excess air ratio Actual measurement And an excess air ratio model value Lambda Model The difference is obtained, in particular, Δ1/lambda=1 Lambda Actual measurement -1/Lambda Model 。
S400, obtaining the oil injection quantity m fuel And based on the oil quantity correction value delta m fuel And the injection quantity m fuel Obtaining a feedforward correction value M fuel ' this correction calculation is completed.
Exemplary, the injection quantity m is obtained fuel And based on the oil quantity correction value delta m fuel And the injection quantity m fuel Obtaining a feedforward correction value M fuel ' may include:
obtaining the injection quantity m fuel And the oil quantity correction value delta m fuel And the injection quantity m fuel Adding to obtain feedforward correction value M fuel '. The feedforward correction value M obtained by this correction calculation fuel And the feedforward correction value M obtained by the last correction calculation fuel ' although both are referred to as feedforward correction values, they are actually two different values, and exist in correction calculations at different times.
S500, adjusting the air inflow of the engine based on the feedforward correction value obtained through correction calculation. Thus, the air inflow of the engine is adjusted in real time, and the instantaneity of the system response and the correction accuracy can be improved.
Illustratively, adjusting the intake air amount of the engine based on the feedforward correction value may include:
based on the feedforward correction value and the fresh air intake amount m air The opening degree of an exhaust gas recirculation valve in the engine is adjusted so as to control and adjust the amount of exhaust gas recirculated to the intake end of the engine.
Illustratively, adjusting the intake air amount of the engine may further include:
based on the feedforward correction value and the fresh air intake amount m air The opening degree of a throttle valve in the engine is adjusted so as to control and adjust the fresh air intake amount of the intake end of the engine.
In addition, adjusting the intake air amount of the engine based on the feedforward correction value may further include:
acquiring intake pressure and fresh air intake amount m based on feedforward correction value air And the air inlet pressure is used for adjusting the opening of an air release valve in the engine so as to control the opening of the air release valve and the rotating speed of the supercharger.
In practical application, based on feedforward correction value obtained by correction calculation each time, the optimization control of other various execution mechanisms such as an exhaust gas recirculation valve, a throttle valve, a supercharger and the like can be realized, the air inflow of the engine is corrected in multiple ways, the discharge result after the air flow sensor is shifted is corrected, the corrected discharge is ensured to meet the discharge requirement, and the correction accuracy is high.
Example two
Fig. 3 is a schematic structural diagram of an engine 100 according to an embodiment of the present application. As shown in fig. 3, the present embodiment further provides an engine 100 system, where the engine 100 system includes an engine 100 and an electronic control unit (Electronic Control Unit, abbreviated as ECU, not labeled in the drawing), a plurality of sensors and a plurality of valves are disposed on the engine 100, and the electronic control unit is electrically connected to each sensor and each valve, where the electronic control unit adjusts the opening of each valve by using the correction method provided in the first embodiment, so as to adjust the intake air amount of the engine 100.
As shown in fig. 3, the sensors provided on the engine 100 may include an oxygen sensor 111, an air flow sensor 112, and an intake pressure sensor 113, the oxygen sensor 111 being mounted on an exhaust pipe 132 of the engine 100, the air flow sensor 112 being mounted on an intake pipe 131 of the engine 100, and the intake pressure sensor 113 being mounted on the intake pipe 131 of the engine 100.
Specifically, the oxygen sensor 111 may be installed between the turbine and the oxidation catalyst of the engine 100, and the air flow sensor 112 and the intake pressure sensor 113 may be installed before the communication point of the exhaust gas recirculation pipe 133 and the intake pipe 131.
The valves provided on the engine 100 may include an exhaust gas recirculation valve 121 (EGR valve), a throttle valve 122, and a purge valve (not shown), the exhaust gas recirculation valve 121 being mounted on an exhaust gas recirculation pipe 133 of the engine 100, the throttle valve 122 being mounted on an intake pipe 131 of the engine 100, and the purge valve being mounted on an exhaust pipe 132 of the engine 100.
The electronic control unit may include an exhaust gas recirculation valve 121 control module (EGR valve control module), a throttle valve 122 control module, and a purge valve control module, the exhaust gas recirculation valve 121 control module being electrically connected with the air flow sensor 112 and the exhaust gas recirculation valve 121 so as to control and regulate the amount of exhaust gas flowing back to the intake end of the engine 100; a throttle valve 122 control module is electrically connected to the air flow sensor 112 and the throttle valve 122 for controlling and regulating the amount of fresh air intake at the intake end of the engine 100; the air release valve control module is electrically connected with the air flow sensor 112, the air inlet pressure sensor 113 and the air release valve so as to control the opening of the air release valve and the rotating speed of the supercharger, further correct the discharge result after the air flow sensor 112 is shifted, ensure that the corrected discharge meets the discharge requirement and ensure high correction accuracy.
In addition, the electronic control unit may also include a PID controller to calculate the correction value Δ1/Lambda. As shown in FIG. 3, the measured value Lambda of the excess air ratio is calculated by the PID controller Actual measurement Inverse of (2) and excess air coefficient model value Lambda Model The inverse number of (a) is input into a PID controller, the PID controller outputs a correction value delta 1/Lambda, and then the electronic control unit calculates an oil output correction value delta m by the correction method provided in the first embodiment fuel Then the oil quantity correction value delta m is added fuel And the injection quantity m fuel And adding to obtain feedforward correction values, and adjusting the opening degree of each valve based on the feedforward correction values.
The specific steps of the correction method are described in detail in the first embodiment, and are not described herein.
It will be appreciated that the illustrated construction of the embodiments of the application does not constitute a particular limitation of the engine system. In other embodiments of the application, the engine system may include more or fewer components than shown, or certain components may be combined, or certain components may be split, or different arrangements of components. For example, the engine system may also include particulate traps, intercoolers, and the like.
Furthermore, the descriptions of the terms "embodiment," "example," "specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced with equivalents; such modifications and substitutions do not depart from the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.
Claims (8)
1. A method of correcting an intake air amount of an engine, comprising:
obtaining fresh air intake amount m air And the feedforward correction value M obtained by the last correction calculation fuel ；
Based on the fresh air intake amount m air Determining a conversion factor fac between the amount of oil and the excess air factor lambda ；
Based on the conversion coefficient fac lambda And the feedforward correction value M obtained by the last correction calculation fuel Obtaining an excess air coefficient model value Lambda Model ；
Obtaining measured value Lambda of excess air coefficient Actual measurement And based on the measured Lambda of the excess air ratio Actual measurement The excess air ratio model value Lambda Model And the conversion coefficient fac lambda Obtaining the oil quantity correction value delta m fuel The method comprises the steps of carrying out a first treatment on the surface of the Wherein the measured value Lambda of the excess air ratio Actual measurement Based on the formula:obtained by, among others, fac 3 As the first oxygen concentration conversion coefficient, fac 4 The first oxygen concentration conversion coefficient and the second oxygen concentration conversion coefficient are both known constants; c is the oxygen concentration value of the exhaust gas;
obtaining the injection quantity m fuel And based on the oil quantity correction value delta m fuel And the injection amount m fuel Obtaining a feedforward correction value M fuel ' finish this correction calculation;
adjusting the air inflow of the engine based on the feedforward correction value obtained by each correction calculation;
based on the conversion coefficient fac lambda And the feedforward correction value M obtained by the last correction calculation fuel ObtainingTo the excess air coefficient model value Lambda Model Comprising:
based on the following formula:
1/Lambda model ＝M fuel *fac lambda
Determining the excess air ratio model value Lambda Model 。
2. The correction method according to claim 1, characterized in that adjusting an intake air amount of the engine based on the feedforward correction value includes:
based on the feedforward correction value and the fresh air intake amount m air And adjusting the opening degree of an exhaust gas recirculation valve in the engine.
3. The correction method according to claim 1, characterized in that adjusting an intake air amount of the engine based on the feedforward correction value includes:
based on the feedforward correction value and the fresh air intake amount m air And adjusting the opening degree of a throttle valve in the engine.
4. The correction method according to claim 1, characterized in that adjusting an intake air amount of the engine based on the feedforward correction value includes:
acquiring the air inlet pressure and based on the feedforward correction value and the fresh air inlet amount m air And the air inlet pressure is used for adjusting the opening degree of an air release valve in the engine.
5. The correction method according to claim 1, characterized in that the fresh air intake amount m is based on air Determining a conversion factor fac between the oil quantity and the air factor lambda Comprising:
determining the conversion coefficient fac based on the following formula lambda ：
Wherein, fac 1 Fac, which is the stoichiometric air-fuel ratio of the engine 2 The stoichiometric air-fuel ratio and the density correction factor are both known constants as density correction factors of the engine.
6. The correction method according to any one of claims 1 to 4, characterized in that the injection amount m is obtained fuel And based on the oil quantity correction value delta m fuel And the injection amount m fuel Obtaining a feedforward correction value M fuel ' comprising:
obtaining the injection quantity m fuel And correcting the oil quantity by delta m fuel And the injection amount m fuel Adding to obtain feedforward correction value M fuel ’。
7. An engine system comprising an engine and an electronic control unit;
the engine is provided with a plurality of sensors and a plurality of valves;
the electronic control unit is electrically connected with the plurality of sensors and the plurality of valves, and adjusts the opening degrees of the plurality of valves by adopting the correction method according to any one of claims 1 to 6 so as to adjust the air inflow of the engine.
8. The engine system of claim 7, wherein the plurality of sensors includes an oxygen sensor mounted on an exhaust duct of the engine, an air flow sensor mounted on an intake duct of the engine, and an intake pressure sensor mounted on an intake duct of the engine;
the plurality of valves includes an exhaust gas recirculation valve mounted on an exhaust gas recirculation pipe of the engine, a throttle valve mounted on an intake pipe of the engine, and a purge valve mounted on an exhaust pipe of the engine;
the electronic control unit comprises an exhaust gas recirculation valve control module, a throttle valve control module and a release valve control module, wherein the exhaust gas recirculation valve control module is electrically connected with the air flow sensor and the exhaust gas recirculation valve, the throttle valve control module is electrically connected with the air flow sensor and the throttle valve, and the release valve control module is electrically connected with the air flow sensor, the air inlet pressure sensor and the release valve.
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