CN115111078B - Engine torque monitoring method, equipment and storage medium - Google Patents
Engine torque monitoring method, equipment and storage medium Download PDFInfo
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- CN115111078B CN115111078B CN202210873050.5A CN202210873050A CN115111078B CN 115111078 B CN115111078 B CN 115111078B CN 202210873050 A CN202210873050 A CN 202210873050A CN 115111078 B CN115111078 B CN 115111078B
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- 238000000034 method Methods 0.000 title claims abstract description 57
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- 239000007789 gas Substances 0.000 claims description 63
- 239000002912 waste gas Substances 0.000 claims description 16
- 230000006870 function Effects 0.000 claims description 10
- 238000006073 displacement reaction Methods 0.000 claims description 8
- 238000012806 monitoring device Methods 0.000 claims description 5
- 238000010992 reflux Methods 0.000 claims description 3
- 238000012795 verification Methods 0.000 abstract description 4
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 9
- 238000011088 calibration curve Methods 0.000 description 8
- 101100165729 Neurospora crassa (strain ATCC 24698 / 74-OR23-1A / CBS 708.71 / DSM 1257 / FGSC 987) stk-1 gene Proteins 0.000 description 7
- 238000010586 diagram Methods 0.000 description 7
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- 239000000203 mixture Substances 0.000 description 5
- 238000002485 combustion reaction Methods 0.000 description 4
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- 238000007906 compression Methods 0.000 description 3
- 238000012937 correction Methods 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000010354 integration Effects 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
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Classifications
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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
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/228—Warning displays
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- 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)
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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The application provides a method, equipment and storage medium for monitoring engine torque, and relates to the technical field of vehicles. The method comprises the following steps: acquiring the actual torque of the engine according to the first stroke air inflow of the engine and the rotating speed of the engine, wherein the first stroke air inflow is determined according to the pressure of an intake manifold; acquiring reference torque of the engine according to second stroke air inflow of the engine and rotating speed of the engine, wherein the second stroke air inflow is determined according to an ideal gas state equation and a manifold pressure model; and determining whether fault early warning is carried out according to the actual torque and the reference torque, wherein the fault early warning is used for indicating that the actual torque of the engine is unreasonable. According to the method, the problem that for a vehicle model not provided with an air inlet flow sensor, air inlet flow cannot be accurately measured in real time, and therefore engine reference torque cannot be calculated according to the air inlet flow, and therefore the rationality verification of the torque is carried out is solved.
Description
Technical Field
The present disclosure relates to the field of vehicle technologies, and in particular, to a method and an apparatus for monitoring engine torque, and a storage medium.
Background
The Engine Management System (EMS) realizes normal operation of the engine through torque control, when the engine torque calculation is problematic, the engine control system is disturbed, unexpected running of the vehicle is possibly caused, and damage is brought to a driver and passengers, so that the torque monitoring of the engine has important significance.
For a vehicle model simultaneously provided with an intake air flow sensor and an intake manifold pressure sensor, the prior art measures the actual intake manifold pressure through the intake manifold pressure sensor, and calculates the actual torque of the engine according to the actual manifold pressure; calculating the pressure of an intake manifold model according to the intake flow measured by an intake flow sensor and the manifold pressure model, and further calculating the reference torque of the engine; and monitoring the deviation of the actual torque of the engine and the reference torque of the engine, and triggering the safety speed limit after the system judges that the torque of the engine is unreasonable and lasts for a certain time when the integral of the deviation of the two paths of torque reaches a threshold value.
For vehicle models not equipped with an intake air flow sensor, the intake air flow cannot be accurately measured in real time, so that the engine reference torque cannot be calculated according to the intake air flow, and therefore a new method for calculating the engine reference torque is required to perform the rationality check of the torque.
Disclosure of Invention
The application provides a monitoring method, equipment and storage medium of engine torque, which are used for solving the problems that for a vehicle model not provided with an air inlet flow sensor, the air inlet flow cannot be accurately measured in real time, and the engine reference torque cannot be calculated according to the air inlet flow, so that the rationality verification of the torque is carried out.
In one aspect, the present application provides a method for monitoring engine torque, comprising:
acquiring the actual torque of an engine according to the first stroke air inflow of the engine and the rotating speed of the engine, wherein the first stroke air inflow is determined according to the pressure of an intake manifold;
acquiring a reference torque of an engine according to a second stroke air inflow of the engine and a rotating speed of the engine, wherein the second stroke air inflow is determined according to an ideal gas state equation and a manifold pressure model;
and determining whether fault early warning is carried out according to the actual torque and the reference torque, wherein the fault early warning is used for indicating that the actual torque of the engine is unreasonable.
Optionally, before the obtaining the actual torque of the engine according to the first stroke air input of the engine and the rotation speed of the engine, the method further comprises:
acquiring fresh air inflow per stroke, residual mass of waste gas in each stroke and backflow mass of waste gas in each stroke; wherein the fresh air intake amount per stroke is determined by an intake manifold pressure;
and subtracting the residual mass of the exhaust gas in each stroke and the backflow mass of the exhaust gas in each stroke according to the fresh air inflow in each stroke to obtain the first stroke air inflow.
Optionally, before the reference torque of the engine is obtained according to the second stroke air input of the engine and the rotation speed of the engine, the method further comprises:
obtaining the pressure of an intake manifold model according to the opening degree of a throttle valve and the manifold pressure model;
and obtaining the second stroke air inflow according to the air inlet manifold model pressure, the displacement of the engine, the temperature of air in the air inlet manifold and the ideal air state equation.
Optionally, the manifold pressure model is a function of the throttle opening, the temperature of the gas in the intake manifold, the charge efficiency, and the boost pressure.
Optionally, the determining whether to perform fault early warning according to the actual torque and the reference torque includes:
acquiring torque deviation according to the actual torque and the reference torque;
after the torque deviation exceeds the allowable deviation, obtaining a residual deviation according to the difference value of the torque deviation and the allowable deviation;
and determining whether to perform fault early warning according to the residual deviation.
Optionally, the determining whether to perform fault early warning according to the residual deviation includes:
integrating the residual deviation to obtain an integral value;
and when the integral value is larger than the fault threshold value, performing fault early warning.
Optionally, after performing fault pre-warning when the integrated value is greater than a fault threshold, the method further includes:
continuously acquiring the running time of the engine after performing fault early warning;
and triggering the vehicle speed limiting protection when the running time is longer than the preset time.
In another aspect, the present application provides a monitoring device for engine torque, comprising:
the device comprises an actual torque module, a control module and a control module, wherein the actual torque module is used for obtaining the actual torque of an engine according to the first stroke air inflow of the engine and the rotating speed of the engine, and the first stroke air inflow is the air inflow of each stroke determined according to the pressure of an intake manifold;
a reference torque module for obtaining a reference torque of an engine according to a second stroke air inflow of the engine and a rotational speed of the engine, wherein the second stroke air inflow is determined according to an ideal gas state equation and a manifold pressure model;
and the fault early warning module is used for determining whether fault early warning is carried out according to the actual torque and the reference torque, and the fault early warning is used for indicating that the actual torque of the engine is unreasonable.
Optionally, the actual torque module is further configured to, prior to obtaining the actual torque of the engine based on the first stroke intake air amount of the engine and the rotational speed of the engine,
acquiring fresh air inflow per stroke, residual mass of waste gas in each stroke and backflow mass of waste gas in each stroke; wherein the fresh air intake amount per stroke is determined by the intake manifold pressure;
and subtracting the residual mass of the exhaust gas in each stroke and the backflow mass of the exhaust gas in each stroke according to the fresh air inflow in each stroke to obtain the first stroke air inflow.
Optionally, the reference torque module is further configured to, prior to obtaining the reference torque of the engine based on the second stroke intake air amount of the engine and the rotational speed of the engine,
obtaining the pressure of an intake manifold model according to the opening degree of a throttle valve and the manifold pressure model;
and obtaining the second stroke air inflow according to the air inlet manifold model pressure, the displacement of the engine, the temperature of air in the air inlet manifold and an ideal air state equation.
Optionally, the manifold pressure model is derived with reference to the torque module as a function of throttle opening, temperature of gas in the intake manifold, charge efficiency, and boost pressure.
Optionally, the fault early warning module is further used for determining whether to perform fault early warning according to the actual torque and the reference torque,
according to the actual torque and the reference torque, obtaining a torque deviation;
after the torque deviation exceeds the allowable deviation, obtaining the residual deviation according to the difference value of the torque deviation and the allowable deviation;
and determining whether fault early warning is carried out according to the residual deviation.
Optionally, the fault early-warning module is further used for determining whether to perform fault early-warning according to the residual deviation,
integrating the residual deviation to obtain an integral value;
and when the integral value is larger than the fault threshold value, performing fault early warning.
Optionally, the fault pre-warning module is further configured to, when the integrated value is greater than the fault threshold, perform fault pre-warning,
continuously acquiring the running time of the engine after performing fault early warning;
when the running time is longer than the preset time, triggering the vehicle speed limiting protection.
In a third aspect of the present application, there is provided an electronic device, comprising:
a processor and a memory;
the memory stores computer-executable instructions;
the processor executing computer-executable instructions stored in the memory to cause the electronic device to perform the method of any one of the first aspects.
In a fourth aspect of the present application, there is provided a computer-readable storage medium having stored therein computer-executable instructions which, when executed by a processor, are adapted to carry out the method for determining a driver of a hardware peripheral according to any of the first aspects.
The embodiment provides a method, equipment and storage medium for monitoring engine torque, wherein the method obtains actual torque through the air input of a first stroke and the rotating speed of an engine; obtaining a reference torque through the second stroke air inflow and the rotating speed of the engine; and determining whether to perform fault early warning according to the actual torque and the reference torque. The engine torque monitoring method solves the problem that the reference torque of the engine cannot be obtained without the air inlet flow sensor, provides a basis for fault early warning of unreasonable actual torque of the engine, and improves the safety of the system.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.
FIG. 1 is a basic flow diagram of an Engine Management System (EMS);
FIG. 2 is a flowchart I of a method for monitoring engine torque according to an embodiment of the present disclosure;
FIG. 3 is a second flowchart of a method for monitoring engine torque according to an embodiment of the present disclosure;
FIG. 4 is a flowchart III of a method for monitoring engine torque provided by an embodiment of the present application;
fig. 5 is a schematic structural diagram of an engine torque monitoring device according to an embodiment of the present application;
fig. 6 is a hardware configuration diagram of a monitoring apparatus for providing engine torque according to an embodiment of the present application.
Specific embodiments thereof have been shown by way of example in the drawings and will herein be described in more detail. These drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application as detailed in the accompanying claims.
The engine is used as a high-power supply device and a continuous voyage mileage guarantee device on the automobile, and the tracking precision of the engine on the required power and torque directly influences the overall performance of the automobile. The engine control system based on torque coordination can weaken fluctuation of the engine rotating speed through optimizing and adjusting the torque output, and the drivability of the whole vehicle is improved. Torque control is centered because the amount of fuel injection, the throttle opening degree, and the ignition advance angle, which are control parameters, are regarded as control instructions during the operation of the engine, and are thus directly executed. When there is a conflict between the various demands of the engine (e.g., the vehicle drive torque demand, the auxiliary torque demand, and the vehicle subsystem torque demand), it is difficult to coordinate the various control amounts. Therefore, the engine torque tracking is used as a center, and the contradictory torque demands can be coordinated on the premise of meeting the running demands of a driver and a vehicle.
Fig. 1 is a basic flowchart of an Engine Management System (EMS). As shown in fig. 1, in a control system based on torque coordination, an Engine Management System (EMS) collects all torque requests, then determines different torque request priorities and coordinates, outputs a requested torque, and calculates a required intake air amount, air-fuel ratio, and spark advance angle with the engine requested torque. The required torque output by the Engine Management System (EMS) is referred to herein as torque.
In the prior art, in order to calculate the engine reference torque, an intake manifold model pressure is usually calculated by using an intake air flow and a manifold pressure model measured by an intake air flow sensor, and then the engine reference torque is calculated. However, in a vehicle type in which an intake air flow sensor is not installed, there is a difficulty in calculating the engine reference torque.
According to the method for monitoring the engine torque, the actual torque is obtained through the air inflow of the first stroke and the rotating speed of the engine; obtaining a reference torque through the second stroke air inflow and the rotating speed of the engine; and determining whether to perform fault early warning according to the actual torque and the reference torque. The engine torque monitoring method solves the problem that the reference torque of the engine cannot be obtained without the air inlet flow sensor, provides a basis for fault early warning of unreasonable actual torque of the engine, and improves the safety of the system.
The following describes the technical solutions of the present application and how the technical solutions of the present application solve the above technical problems in detail with specific embodiments. The following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.
Fig. 2 is a flowchart of a method for monitoring engine torque according to an embodiment of the present application. As shown in fig. 2, the method of the present embodiment includes:
s201, acquiring the actual torque of the engine according to the first stroke air inflow of the engine and the rotating speed of the engine, wherein the first stroke air inflow is determined according to the pressure of an intake manifold;
the stroke, also called piston stroke or piston travel, refers to the distance the piston moves from bottom dead center to top dead center and is also understood to be the maximum distance the piston moves through in the cylinder. The stroke has a great influence on the performance of the engine. A typical four-stroke engine includes an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. The first downward movement of the piston performs an intake stroke and fresh air or a mixture of fuel and air is injected into the cylinder through one or more intake valves. The intake valve closes and the subsequent compression stroke compresses the mixture within the cylinder. The mixture is ignited by the spark plug near the top of the compression stroke. The thrust generated by the burnt hot gases forces the piston downward a third movement (power stroke). The fourth, and final, stroke is the exhaust stroke, and combusted gases are exhausted from the cylinder through exhaust valves.
The intake manifold refers to an intake line from behind the throttle body to in front of the cylinder head intake passage. Its function is to distribute fresh air or fuel mixture to the intake ports of the cylinders. The intake air amount per stroke is the mass of fresh air that is drawn into the engine cylinder during the intake stroke. Intake manifold pressure refers to the actual pressure at the intake manifold as measured by a sensor.
The actual torque of the engine represents the torque that the engine actually occurs.
In the present embodiment, the engine actual torque Tq intk Intake air amount per stroke m by engine stk1 And engine speed n eng Obtained by interpolation of calibration curves, i.e. Tq intk ＝f(m stk1 ，n eng ). Wherein the calibration curve refers to the record of the air inflow m of the engine per stroke according to the running of the engine stk1 Engine speed n eng Actual torque Tq of engine intk The three-dimensional relation diagram formed by the three data can be obtained by measuring actual torque values of the vehicle under different operation conditions. And when the calibration curve interpolation is carried out, namely searching and positioning are carried out in the existing three-dimensional relation graph, and when the data is positioned at a point which is not on the graph, solving by adopting an interpolation method.
S202, acquiring reference torque of the engine according to second stroke air inflow of the engine and the rotating speed of the engine, wherein the second stroke air inflow is determined according to an ideal gas state equation and a manifold pressure model;
the reference torque of the engine represents the torque of the engine in an ideal state and can be used as an ideal reference value.
The ideal gas state equation, also called ideal gas law and universal gas law, is a state equation describing the relationship among pressure, volume, amount of substance and temperature when the ideal gas is in an equilibrium state. The ideal gas state equation is based on Boyle-Ma Lvete law, charles' law, law of cover-Lvsac and other laws. The expression of the ideal gas state equation is
PV＝nRT
Wherein P refers to the pressure of the ideal gas; v is the volume of the ideal gas; n represents the amount of gaseous matter; r is an ideal gas constant; t represents the thermodynamic temperature of the ideal gas.
Intake manifold model pressure p intkmodel Is determined by throttle area, temperature of gas in the intake manifold, charging efficiency and boost pressure, i.e. the intake manifold modelIs based on throttle area, temperature of gas in air intake manifold, charging efficiency and boost pressure, and model pressure p of air intake manifold intkmodel As a function of the dependent variable.
The second stroke intake air amount is a theoretical intake air amount per stroke determined according to an ideal gas state equation and a manifold pressure model;
in the present embodiment, the reference torque Tq of the engine throttle Intake air amount per stroke m by engine theory stkmodel And engine speed n eng Obtained by interpolation of calibration curves, i.e. Tq throttle ＝f(m stkmodel ，n eng ). Wherein the calibration curve refers to recording the theoretical air inflow m per stroke of the engine according to the running state of the engine stkmodel Engine speed n eng Engine reference torque Tq throttle The three-dimensional relation diagram formed by the three data can be obtained by measuring actual torque values of the vehicle under different operation conditions. And when the calibration curve interpolation is carried out, namely searching and positioning are carried out in the existing three-dimensional relation graph, and when the data is positioned at a point which is not on the graph, solving by adopting an interpolation method.
And S203, determining whether to perform fault early warning according to the actual torque and the reference torque, wherein the fault early warning is used for indicating that the actual torque of the engine is unreasonable.
In this embodiment, whether to perform fault early warning is determined by comparing the actual torque with the reference torque. The closer the actual torque is to the reference torque, the more reasonable the actual torque of the engine is, the engine runs normally, if a larger difference exists between the actual torque and the reference torque, the abnormal running of the engine is considered if the actual torque of the engine is unreasonable, and if the difference reaches a preset value, fault early warning is carried out.
The method for monitoring the engine torque obtains the actual torque through the air input of a first stroke and the rotating speed of the engine; obtaining a reference torque through the second stroke air inflow and the rotating speed of the engine; and determining whether to perform fault early warning according to the actual torque and the reference torque. The engine torque monitoring method solves the problem that no air inlet flow sensor can not acquire the engine reference torque to perform the rationality verification of the torque, provides a basis for fault early warning of unreasonable actual torque of the engine, and improves the safety of the system.
Fig. 3 is a flowchart two of a method for monitoring engine torque according to an embodiment of the present application. As shown in fig. 3, the method of the present embodiment includes:
s301, acquiring fresh air inflow per stroke, residual mass of waste gas in each stroke and backflow mass of waste gas in each stroke; wherein the fresh air intake amount per stroke is determined by the intake manifold pressure;
in this embodiment the vehicle adopts an exhaust gas recirculation technique. Therefore, the cylinder contains three gases: fresh air intake amount per stroke m intk Residual mass of exhaust gas m per stroke egrres Mass m of internal exhaust gas recirculation per stroke egrback The unit of the three gas masses is mg/stk.
Exhaust gas recirculation (Exhaust Gas Recirculation, EGR) refers to returning a portion of the exhaust gas from the engine to the intake manifold and re-entering the cylinders with fresh mixture. Since the exhaust gas contains a large amount of polyatomic gas such as CO2, the gas such as CO2 cannot be combusted, but absorbs a large amount of heat due to high specific heat capacity, the highest combustion temperature of the mixed gas in the cylinder is reduced, and the generation amount of nitrogen oxides NOx is reduced. EGR functions primarily by: 1. CO2 and water vapor in the EGR increase the specific heat capacity of the working medium, and meanwhile, the addition of the waste gas also dilutes the oxygen concentration in the original mixed gas, so that the combustion speed is slowed down, the highest temperature and the average temperature in the combustion process are reduced, the favorable environment for generating nitrogen oxides NOx is destroyed, and the emission of the nitrogen oxides NOx is greatly reduced; 2. because the load regulation mode of the gasoline engine is usually quantity regulation, the air inflow can be correspondingly increased by applying EGR to the gasoline engine, and the increase of the EGR rate can reduce the throttling loss of the gasoline engine under the medium-low load working condition and reduce the fuel consumption rate of the gasoline engine. The exhaust gas is returned by connecting a pipe provided with an EGR control valve between two flows of intake air and exhaust air, and the flow rate is controlled to increase or decrease by the opening of the EGR control valve.
In the present embodiment, the fresh air intake amount m per stroke inik Determined by intake manifold pressure, in particular, may be calculated by the following equation:
wherein p is inik The unit of the pressure of the air inlet manifold is Pa, which is measured by an air inlet manifold pressure sensor; vol EffAir Is fresh air intake volume, unit cm 3 ；fac Air Adjusting a coefficient for the intake volume; te (Te) Intk The unit is K, which is the temperature of the intake manifold; te (Te) IntkRef Is an intake manifold thermodynamic reference temperature value; c=287J/kg K, which is the gas constant.
In the present embodiment, the remaining mass m of the exhaust gas per stroke egrres The calculation can be performed by the following formula:
wherein p is inik The unit of the pressure of the air inlet manifold is Pa, which is measured by an air inlet manifold pressure sensor; p is p exh The exhaust manifold pressure in Pa;a correction factor for reflux mass with respect to pressure; vol EffEgr Is the residual volume of the internal waste gas, unit cm 3 ；fac Egr Adjusting a coefficient for the residual volume of the internal exhaust gas; te (Te) exh The unit is K, which is the temperature of the exhaust manifold; te (Te) ExhRef The thermodynamic reference temperature value of the exhaust pipe; c=287J/kg K, which is the gas constant.
In this embodiment, the internal exhaust gas recirculation mass per stroke m egrback The calculation can be performed by the following formula:
m egrback ＝f(W ink ，W exh ，Te Intk ，p intk ，p exh )
wherein W is ink Is an intake VVT angle; w (W) exh Is the exhaust VVT angle; te (Te) exh The unit is K, which is the temperature of the exhaust manifold; p is p inik The unit of the pressure of the air inlet manifold is Pa, which is measured by an air inlet manifold pressure sensor; p is p exh The exhaust manifold pressure is given in Pa. The VVT is a variable valve timing technology of an automobile engine, and the basic principle is to adjust the opening and closing angles of an intake valve and/or an exhaust valve according to the running condition of the engine, so that the intake and exhaust are always in an ideal state, and the combustion efficiency is improved. Different from the prior art, the VVT control system breaks the fixed phase relation between the camshaft and the crankshaft, and changes the fixed phase relation into the variable phase relation according to working conditions.
S302, subtracting the residual mass of the exhaust gas in each stroke and the backflow mass of the exhaust gas in each stroke according to the fresh air inflow in each stroke to obtain the first stroke air inflow.
In the present embodiment, the first stroke intake air amount m stk1 The calculation can be performed by the following formula:
m stk1 ＝m intk -m egrres -m egrback
wherein the variables are as described above and are not described in detail herein.
S303, acquiring the actual torque of the engine according to the first stroke air inflow of the engine and the rotating speed of the engine;
in the present embodiment, the actual torque of the engine is calculated from the intake air amount m per stroke of the engine stk1 And engine speed n eng Obtained by interpolation of calibration curves, i.e. Tq intk ＝f(m stk1 ，n eng )。
S303, obtaining the pressure of an intake manifold model according to the opening degree of a throttle valve and the pressure model of the manifold;
the throttle valve is a controllable valve for controlling fresh air to enter the engine, the throttle valve is connected with an air filter at the upper part and an air inlet manifold at the lower part of the throttle valve, and the main function is to control the amount of fresh air entering a cylinder. The charging efficiency refers to the charging efficiency of the engine cylinder, and the boost pressure is measured by a sensor in front of the throttle.
Inlet manifold die with unit PaPressure P intkmodel Is a function of throttle area, temperature of gas in the intake manifold, charge efficiency, and boost pressure, and therefore, the intake manifold model pressure p can be found by knowing the throttle opening and the manifold pressure model intkmodel 。
Alternatively, the manifold pressure model is a function of throttle opening, temperature of gas in the intake manifold, charge efficiency, and boost pressure, i.e
P intkmodel F (throttle area, temperature of gas in intake manifold, charge efficiency, boost pressure)
S305, obtaining a second stroke air inflow according to the pressure of the air inlet manifold model, the displacement of the engine, the temperature of air in the air inlet manifold and an ideal air state equation;
firstly, according to an ideal state equation of gas, the air mass m inhaled by an engine per rotation with the unit of mg/r can be obtained according to the following formula rev ，
Wherein: v Eng The unit is L and is the engine displacement; r= 8.314J/(mol.k) is the ideal gas constant; m= 28.959g/mol, the molar mass of air; t (T) intk =293K, intake manifold temperature used in the calculation process; a is an engine stroke correction coefficient.
Specifically, when the engine is four-stroke, each cylinder is operated with the crankshaft rotated one-half turn. The crankshaft rotates one revolution, and two cylinders are operated to inhale, and when a=0.5, when the type of the engine is changed, the engine stroke correction coefficient should be changed accordingly.
Δt is the running time per revolution of the engine crankshaft in s/r, i.e
n eng The unit is r/min, which is the engine speed.
In obtaining the air mass m inhaled by the engine per revolution rev Thereafter, according to the intake air mass m per engine revolution rev And Δt can give the average mass flow of the intake manifold in mg/s
Order theThen
Engine theory per stroke air inflow m with unit of mg/stk stkmodel The method comprises the following steps:
wherein:
Δt stk in s/stk, is the operating time per stroke of engine operation, D EngCyl Is the number of cylinders of the engine.
Therefore, the theoretical intake air amount per stroke m of the engine stkmodel Can be obtained by the following formula:
i.e.
S306, acquiring the reference torque of the engine according to the second stroke air inflow of the engine and the rotating speed of the engine;
according to calculated engine theory per stroke air inflow m stkmodel And engine speed n eng Performing calibration curve interpolation to obtain the engine reference torque Tq throttle The method comprises the following steps:
Tq throttle ＝f(m stkmodel ，n eng )
s307, determining whether to perform fault early warning according to the actual torque and the reference torque, wherein the fault early warning is used for indicating that the actual torque of the engine is unreasonable
And S308, determining whether to perform fault early warning according to the actual torque and the reference torque, wherein the fault early warning is used for indicating that the actual torque of the engine is unreasonable.
The method for monitoring the engine torque comprises the steps of obtaining fresh air inflow of each stroke through intake manifold pressure; according to the fresh air inflow of each stroke, the residual mass of the waste gas in each stroke and the backflow mass of the waste gas in each stroke, obtaining the air inflow of a first stroke, and obtaining the actual torque by combining the rotating speed of the engine; obtaining the pressure of an intake manifold model through the opening degree of a throttle valve and a manifold pressure model; obtaining the air inflow of a second stroke through the pressure of an air inlet manifold model, the displacement of an engine, the temperature of air in the air inlet manifold and an ideal air state equation, and obtaining reference torque by combining the rotating speed of the engine; and determining whether to perform fault early warning according to the actual torque and the reference torque. According to the method for monitoring the engine torque, the fact that fresh air cannot be fully contained in the engine in actual application is considered, and the more accurate first stroke air inflow is obtained by deducting the residual mass of waste gas and the backflow mass of waste gas in the engine, so that fault early warning is more in line with actual conditions, and the monitoring effect of the engine torque is more accurate. Under the condition that an air inlet flow sensor is not arranged, the engine torque monitoring method utilizes an air inlet manifold model and an ideal state equation to obtain reference torque which is close to actual reference torque, and further solves the problem that the reference torque cannot be calculated by the air inlet flow sensor to carry out the rationality verification of the torque.
Fig. 4 is a flowchart III of a method for monitoring engine torque according to an embodiment of the present application, as shown in fig. 4, the method of the present embodiment includes:
s401, acquiring torque deviation according to actual torque and reference torque;
s402, after the torque deviation exceeds the allowable deviation, obtaining a residual deviation according to the difference value of the torque deviation and the allowable deviation;
s403, carrying out integral processing on the residual deviation to obtain an integral value;
in this embodiment, the integration processing is performed on the remaining deviation, taking into account the cumulative effect of the remaining deviation over time. After the residual deviation is obtained, an Engine Management System (EMS) or other systems of the automobile can repair the actual torque of the engine, for example, the Engine Management System (EMS) can adjust the air input, the air-fuel ratio and the ignition advance angle of the engine to adjust the reference torque and further adjust the actual torque.
S404, performing fault early warning when the integral value is larger than a fault threshold value;
in this embodiment, the fault threshold may be set by itself.
S405, continuously acquiring the running time of the engine after performing fault early warning;
the purpose of setting the operation time length in this embodiment is to prevent the rapid triggering of the protection of limiting the vehicle speed after the fault early warning, and to repair the engine torque for a reserved time.
And S406, triggering the vehicle speed limiting protection when the operation duration is longer than the preset duration.
In this embodiment, the vehicle speed limit protection may take a variety of forms. For example, vehicle speed protection may be achieved by limiting the maximum vehicle speed. The preset duration can be set by itself.
According to the method for monitoring the engine torque, provided by the embodiment, the torque deviation and the residual deviation are calculated, and the residual deviation is subjected to integral processing to obtain an integral value; performing fault early warning by comparing the integral value with a fault threshold value; and comparing the operation time with a preset time by acquiring the operation time of the engine, and protecting the vehicle speed. According to the engine torque monitoring method, after torque deviation is considered, the possibility of fault repair is provided for the system, delayed fault early warning caused by repair is processed through time integration, and the usability of engine torque monitoring in actual scenes is improved.
Fig. 5 is a schematic structural diagram of an engine torque monitoring device according to an embodiment of the present application. The apparatus of this embodiment may be in the form of software and/or hardware. As shown in fig. 5, the engine torque monitoring device 500 provided in the present embodiment includes: an actual torque module 501, a reference torque module 502, and a fault pre-warning module 503, wherein,
the actual torque module is used for acquiring the actual torque of the engine according to the first stroke air inflow of the engine and the rotating speed of the engine, wherein the first stroke air inflow is determined according to the pressure of the intake manifold;
the reference torque module is used for obtaining the reference torque of the engine according to the second stroke air inflow of the engine and the rotating speed of the engine, wherein the second stroke air inflow is determined according to an ideal gas state equation and a manifold pressure model;
the fault early warning module is used for determining whether fault early warning is carried out according to the actual torque and the reference torque, and the fault early warning is used for indicating that the actual torque of the engine is unreasonable.
In one possible implementation, the actual torque module is further configured to, prior to obtaining the actual torque of the engine based on the intake air amount of the first stroke of the engine and the rotational speed of the engine,
acquiring fresh air inflow per stroke, residual mass of waste gas in each stroke and backflow mass of waste gas in each stroke; wherein the fresh air intake amount per stroke is determined by the intake manifold pressure;
and subtracting the residual mass of the exhaust gas in each stroke and the backflow mass of the exhaust gas in each stroke according to the fresh air inflow in each stroke to obtain the first stroke air inflow.
In one possible implementation, the reference torque module is further configured to, prior to obtaining the reference torque of the engine based on the intake air amount of the second stroke of the engine and the rotational speed of the engine,
obtaining the pressure of an intake manifold model according to the opening degree of a throttle valve and the manifold pressure model;
and obtaining the second stroke air inflow according to the air inlet manifold model pressure, the displacement of the engine, the temperature of air in the air inlet manifold and an ideal air state equation.
In one possible implementation, the manifold pressure model derived by the torque module is referenced as a function of throttle opening, temperature of the gas in the intake manifold, charge efficiency, and boost pressure.
In one possible implementation, the fault pre-warning module is further configured to determine whether to perform fault pre-warning according to the actual torque and the reference torque,
according to the actual torque and the reference torque, obtaining a torque deviation;
after the torque deviation exceeds the allowable deviation, obtaining the residual deviation according to the difference value of the torque deviation and the allowable deviation;
and determining whether fault early warning is carried out according to the residual deviation.
In one possible implementation, the fault pre-warning module is further configured to determine whether to perform fault pre-warning according to the remaining deviation,
integrating the residual deviation to obtain an integral value;
and when the integral value is larger than the fault threshold value, performing fault early warning.
In one possible implementation, the fault pre-warning module is further configured to, when the integrated value is greater than the fault threshold, perform a fault pre-warning,
continuously acquiring the running time of the engine after performing fault early warning;
when the running time is longer than the preset time, triggering the vehicle speed limiting protection.
Fig. 6 is a hardware configuration diagram of a monitoring apparatus for providing engine torque according to an embodiment of the present application.
As shown in fig. 6, the engine torque monitoring apparatus 600 includes:
a processor 601 and a memory 602;
memory 602 stores computer-executable instructions;
the processor executes computer-executable instructions stored in the memory 602 to cause the electronic device to perform the method of monitoring engine torque as described above.
The specific implementation process of the processor 601 may refer to the above-mentioned method embodiment, and its implementation principle and technical effects are similar, and this embodiment will not be described herein again.
The embodiment of the application correspondingly provides a computer readable storage medium, wherein computer execution instructions are stored in the computer readable storage medium, and the computer execution instructions are used for realizing the engine torque monitoring method when being executed by a processor.
Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.
It is to be understood that the present application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (8)
1. A method of monitoring engine torque, comprising:
acquiring the actual torque of an engine according to the first stroke air inflow of the engine and the rotating speed of the engine, wherein the first stroke air inflow is determined according to the pressure of an intake manifold;
acquiring a reference torque of an engine according to a second stroke air inflow of the engine and a rotating speed of the engine, wherein the second stroke air inflow is determined according to an ideal gas state equation and a manifold pressure model;
determining whether fault early warning is carried out according to the actual torque and the reference torque, wherein the fault early warning is used for indicating that the actual torque of the engine is unreasonable;
before the actual torque of the engine is obtained according to the first stroke air inflow of the engine and the rotating speed of the engine, the method further comprises:
acquiring fresh air inflow per stroke, residual mass of waste gas in each stroke and backflow mass of waste gas in each stroke; wherein the fresh air intake amount per stroke is determined by an intake manifold pressure;
subtracting the residual mass of the internal exhaust gas in each stroke and the reflux mass of the internal exhaust gas in each stroke according to the fresh air inflow in each stroke to obtain the first stroke air inflow;
before the reference torque of the engine is obtained according to the second stroke air inflow of the engine and the rotating speed of the engine, the method further comprises:
obtaining the pressure of an intake manifold model according to the opening degree of a throttle valve and the manifold pressure model;
and obtaining the second stroke air inflow according to the air inlet manifold model pressure, the displacement of the engine, the temperature of air in the air inlet manifold and the ideal air state equation.
2. The method of claim 1, wherein the manifold pressure model is a function of the throttle opening, a temperature of the gas in the intake manifold, a charge efficiency, and a boost pressure.
3. The method of claim 1, wherein determining whether to perform fault warning based on the actual torque and the reference torque comprises:
acquiring torque deviation according to the actual torque and the reference torque;
after the torque deviation exceeds the allowable deviation, obtaining a residual deviation according to the difference value of the torque deviation and the allowable deviation;
and determining whether to perform fault early warning according to the residual deviation.
4. A method according to claim 3, wherein said determining whether to perform fault warning based on said residual deviation comprises:
integrating the residual deviation to obtain an integral value;
and when the integral value is larger than the fault threshold value, performing fault early warning.
5. The method of claim 4, wherein after performing fault warning when the integrated value is greater than a fault threshold, the method further comprises:
continuously acquiring the running time of the engine after performing fault early warning;
and triggering the vehicle speed limiting protection when the running time is longer than the preset time.
6. An engine torque monitoring apparatus comprising:
the device comprises an actual torque module, a control module and a control module, wherein the actual torque module is used for obtaining the actual torque of an engine according to the first stroke air inflow of the engine and the rotating speed of the engine, and the first stroke air inflow is the air inflow of each stroke determined according to the pressure of an intake manifold;
a reference torque module for obtaining a reference torque of an engine according to a second stroke air inflow of the engine and a rotational speed of the engine, wherein the second stroke air inflow is determined according to an ideal gas state equation and a manifold pressure model;
the fault early warning module is used for determining whether fault early warning is carried out according to the actual torque and the reference torque, and the fault early warning is used for indicating that the actual torque of the engine is unreasonable;
before the actual torque of the engine is obtained according to the first stroke air inflow of the engine and the rotating speed of the engine, the actual torque module is further used for obtaining fresh air inflow per stroke, residual mass of internal exhaust gas per stroke and backflow mass of internal exhaust gas per stroke; wherein the fresh air intake amount per stroke is determined by an intake manifold pressure;
subtracting the residual mass of the internal exhaust gas in each stroke and the reflux mass of the internal exhaust gas in each stroke according to the fresh air inflow in each stroke to obtain the first stroke air inflow;
before the reference torque of the engine is obtained according to the second stroke air inflow of the engine and the rotating speed of the engine, the reference torque module is also used for obtaining the pressure of an intake manifold model according to the opening degree of a throttle valve and a manifold pressure model;
and obtaining the second stroke air inflow according to the air inlet manifold model pressure, the displacement of the engine, the temperature of air in the air inlet manifold and the ideal air state equation.
7. An electronic device, comprising: a processor, and a memory communicatively coupled to the processor;
the memory stores computer-executable instructions;
the processor executes computer-executable instructions stored in the memory to implement the method of any one of claims 1 to 5.
8. A computer-readable storage medium, in which computer-executable instructions are stored, which when executed by a processor are adapted to carry out the engine torque monitoring device method according to any one of claims 1 to 5.
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