CN115653773B - Accurate calculation method and device for relative air charge in engine cylinder - Google Patents
Accurate calculation method and device for relative air charge in engine cylinder Download PDFInfo
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Abstract
The application provides a method for accurately calculating relative air charge in an engine cylinder, which comprises the following steps of: acquiring the residual gas pressure of an original combustion chamber under the current working condition of an engine and the conversion factor of the original manifold pressure and the relative charging amount in a cylinder; acquiring a residual gas pressure offset value of a combustion chamber under the current working condition of an engine, and correcting coefficients of manifold pressure and a conversion factor of relative charging quantity in a cylinder; acquiring corrected residual gas pressure of the combustion chamber according to the residual gas pressure offset value of the combustion chamber; acquiring corrected manifold pressure and relative inflation conversion factors in the cylinder according to the manifold pressure and relative inflation conversion factor correction factors in the cylinder; and acquiring the relative air charge of fresh air in the engine cylinder according to the corrected residual gas pressure of the combustion chamber and the corrected manifold pressure and the relative air charge conversion factor in the cylinder. The method can accurately calculate the relative air charge in the cylinder, thereby optimizing the combustion state in the cylinder of the engine.
Description
Technical Field
One or more embodiments of the present disclosure relate to the field of engine control technology, and in particular, to a method and apparatus for accurately calculating a relative charge in an engine cylinder, and an engine.
Background
The rapid development of the automobile industry, the global automobile conservation volume is increased year by year, and the problems of serious environmental pollution, energy shortage and the like are brought along with the worldwide automobile conservation volume, so that the energy conservation and emission reduction become common development targets and development trends of all host factories. For the traditional fuel oil vehicle, the combustion efficiency and the heat power conversion efficiency of an engine cylinder are improved, and the pollutant generation is controlled, so that the method is the most direct and effective technical scheme for energy conservation and emission reduction of the vehicle. The accurate calculation of the fresh charge in the cylinder under the actual running state of the engine is a key for optimizing the combustion state of the engine and realizing energy conservation and emission reduction.
The accuracy of existing charge calculation models is entirely dependent on the accuracy of the calculation of the residual gas pressure and conversion factors within the combustion chamber. In the engineering application process, when the engine is found to run under the transient working condition, the calculation deviation of the residual gas pressure and the conversion factor in the combustion chamber is larger.
It is therefore desirable to have a solution that overcomes or at least alleviates at least one of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
In view of this, it is an object of one or more embodiments of the present disclosure to provide a method and apparatus for accurately calculating a relative charge in an engine cylinder, and an engine, so as to solve at least one of the above problems.
In view of the above, one or more embodiments of the present disclosure provide a method for precisely calculating a relative charge in an engine cylinder, the method comprising:
Acquiring the residual gas pressure of an original combustion chamber under the current working condition of an engine and the conversion factor of the original manifold pressure and the relative charging amount in a cylinder;
Acquiring a residual gas pressure offset value of a combustion chamber under the current working condition of an engine, and correcting coefficients of manifold pressure and a conversion factor of relative charging quantity in a cylinder;
Acquiring corrected residual gas pressure of the combustion chamber according to the residual gas pressure offset value of the combustion chamber;
Acquiring corrected manifold pressure and relative inflation conversion factors in the cylinder according to the manifold pressure and relative inflation conversion factor correction factors in the cylinder;
And acquiring the relative air charge of fresh air in the engine cylinder according to the corrected residual gas pressure of the combustion chamber and the corrected manifold pressure and the relative air charge conversion factor in the cylinder.
Optionally, the obtaining the offset value of the residual gas pressure of the combustion chamber and the correction coefficient of the conversion factor of the manifold pressure and the relative charging amount in the cylinder under the current working condition of the engine comprises:
Acquiring a manifold pressure calculated value and a manifold pressure measured value;
calculating a residual gas pressure offset value of the combustion chamber according to the manifold pressure calculated value and the manifold pressure measured value;
and calculating a correction coefficient of the manifold pressure and the relative charging amount conversion factor in the cylinder according to the calculated manifold pressure value and the measured manifold pressure value.
Optionally, the obtaining the manifold pressure calculation includes:
Acquiring air mass flow, engine speed and engine displacement;
manifold pressure calculations are calculated based on mass airflow, engine speed, and engine exhaust.
Optionally, before obtaining the corrected combustion chamber residual gas pressure according to the combustion chamber residual gas pressure offset value further includes:
judging whether the residual gas pressure of the combustion chamber needs to be corrected or not, wherein the method comprises the following specific steps of:
calculating a difference between the measured manifold pressure value and the calculated manifold pressure value;
if the absolute value of the difference is greater than the first limit, a correction to the combustion chamber residual gas pressure is required.
Optionally, the obtaining the corrected combustion chamber residual gas pressure according to the combustion chamber residual gas pressure offset value includes:
PCmbCorrd＝PCmb+δ
Where P CmbCorrd represents the corrected combustion chamber residual gas pressure, P Cmb represents the original combustion chamber residual gas pressure, and δ represents the combustion chamber residual gas pressure offset value.
Optionally, before the obtaining the corrected manifold pressure and the in-cylinder relative inflation quantity conversion factor according to the manifold pressure and the in-cylinder relative inflation quantity conversion factor correction coefficient further comprises:
Judging whether the manifold pressure and the relative inflation conversion factor in the cylinder need to be corrected or not, wherein the specific steps are as follows:
calculating a difference between the measured manifold pressure value and the calculated manifold pressure value;
if the absolute value of the difference is greater than the second limit, a correction of the conversion factor is required.
Optionally, the obtaining the corrected manifold pressure and relative charge conversion factor according to the conversion factor correction factor includes:
Wherein fac P2chCorrd represents the corrected manifold pressure versus in-cylinder relative charge conversion factor, fac P2ch represents the original manifold pressure versus in-cylinder relative charge conversion factor, Representing the manifold pressure versus cylinder relative charge conversion factor correction factor.
Optionally, the obtaining the relative charge of the fresh air in the cylinder of the engine according to the corrected residual gas pressure of the combustion chamber and the corrected manifold pressure and the relative charge conversion factor comprises:
Wherein, Representing the relative charge of fresh air in the engine cylinder, P Clcd represents the calculated manifold pressure, P CmbCorrd represents the corrected combustion chamber residual gas pressure, and fac P2chCorrd represents the corrected manifold pressure versus relative charge conversion factor in the cylinder.
Another embodiment of the present specification also provides a device for precisely calculating a relative charge in an engine cylinder, the device comprising:
the first acquisition device is used for acquiring the residual gas pressure of the original combustion chamber and the conversion factor of the original manifold pressure and the relative charging amount in the cylinder under the current working condition of the engine;
The second acquisition device is used for acquiring a residual gas pressure offset value of the combustion chamber under the current working condition of the engine, and a correction coefficient of the manifold pressure and the relative charging amount conversion factor in the cylinder;
The first correction device is used for acquiring corrected residual gas pressure of the combustion chamber according to the residual gas pressure offset value of the combustion chamber;
the second correction device is used for obtaining corrected manifold pressure and relative inflation conversion factors in the cylinder according to the manifold pressure and relative inflation conversion factor correction factors in the cylinder;
and the third acquisition device is used for acquiring the relative air charge of the fresh air in the engine cylinder according to the corrected residual gas pressure of the combustion chamber, the corrected manifold pressure and the relative air charge conversion factor in the cylinder.
Another embodiment of the present disclosure also provides an engine that calculates a relative charge in an engine cylinder using the accurate calculation of the relative charge in an engine cylinder as described in any one of the above.
According to the method for accurately calculating the relative air charge in the cylinder of the engine, which is provided by one or more embodiments of the specification, the correction coefficient of the manifold pressure and the relative air charge conversion factor in the cylinder and the offset value of the residual gas pressure in the combustion chamber can be calculated in real time, and the relative air charge in the cylinder can be calculated according to the correction coefficient of the manifold pressure and the relative air charge conversion factor in the cylinder and the offset value of the residual gas pressure in the combustion chamber, so that the relative air charge in the cylinder can be accurately calculated no matter in a steady-state working condition or a transient working condition of the engine, and further the control functions such as VVT control, ignition control and supercharging control are accurately implemented, so that the combustion state in the cylinder of the engine can be optimized, and the aims of energy conservation and emission reduction can be realized.
Drawings
For a clearer description of one or more embodiments of the present description or of the solutions of the prior art, the drawings that are necessary for the description of the embodiments or of the prior art will be briefly described, it being apparent that the drawings in the description below are only one or more embodiments of the present description, from which other drawings can be obtained, without inventive effort, for a person skilled in the art.
FIG. 1 is a flow diagram of a method for accurately calculating relative charge in an engine cylinder according to one or more embodiments of the present disclosure;
FIG. 2 is a logic diagram of the calculation of manifold pressure calculations provided in one or more embodiments of the present disclosure;
FIG. 3 is a logic diagram of combustion chamber residual gas pressure offset calculation provided by one or more embodiments of the present disclosure;
FIG. 4 is a logic diagram of manifold pressure versus in-cylinder relative charge conversion factor correction factor calculations provided by one or more embodiments of the present disclosure;
Fig. 5 is a schematic diagram of a hardware structure of an electronic device according to one or more embodiments of the present disclosure.
Detailed Description
For the purposes of promoting an understanding of the principles and advantages of the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same.
It is noted that unless otherwise defined, technical or scientific terms used in one or more embodiments of the present disclosure should be taken in a general sense as understood by one of ordinary skill in the art to which the present disclosure pertains. The use of the terms "first," "second," and the like in one or more embodiments of the present description does not denote any order, quantity, or importance, but rather the terms "first," "second," and the like are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also be changed when the absolute position of the object to be described is changed.
With the rapid development of the automobile industry, the global automobile conservation volume is increased year by year, and the problems of serious environmental pollution, energy shortage and the like are brought along with the worldwide automobile conservation volume, so that the energy conservation and emission reduction become common development targets and development trends of all host factories. For the traditional fuel oil vehicle, the combustion efficiency and the heat power conversion efficiency of an engine cylinder are improved, and the pollutant generation is controlled, so that the method is the most direct and effective technical scheme for energy conservation and emission reduction of the vehicle. Wherein, the accurate calculation of the fresh charge in the cylinder under the actual running state of the engine is a key for optimizing the combustion state of the engine and realizing energy conservation and emission reduction.
The accuracy of existing charge calculation models is entirely dependent on the accuracy of the calculation of the residual gas pressure and conversion factors within the combustion chamber. In the application process of the inventor, when the engine is operated under a transient working condition, the calculation deviation of the residual gas pressure and the conversion factor in the combustion chamber is larger. Therefore, the application provides a method for accurately calculating the relative air charge in the engine cylinder, which not only can ensure that the fresh air quantity in the cylinder is accurately calculated, but also can realize the accurate control of the fuel injection and the torque of the engine. The present application will be described in further detail with reference to the accompanying drawings.
FIG. 1 is a flow chart of a method for accurately calculating relative charge in an engine cylinder according to one or more embodiments of the present disclosure.
Referring to fig. 1, the application provides a method for precisely calculating the relative air charge in an engine cylinder, which comprises the following steps:
Acquiring the residual gas pressure of an original combustion chamber under the current working condition of an engine and the conversion factor of the original manifold pressure and the relative charging amount in a cylinder;
Acquiring a residual gas pressure offset value of a combustion chamber under the current working condition of an engine, and correcting coefficients of manifold pressure and a conversion factor of relative charging quantity in a cylinder;
Acquiring corrected residual gas pressure of the combustion chamber according to the residual gas pressure offset value of the combustion chamber;
Acquiring corrected manifold pressure and relative inflation conversion factors in the cylinder according to the manifold pressure and relative inflation conversion factor correction factors in the cylinder;
And acquiring the relative air charge of fresh air in the engine cylinder according to the corrected residual gas pressure of the combustion chamber and the corrected manifold pressure and the relative air charge conversion factor in the cylinder.
The method is used for calculating the correction coefficient of the manifold pressure and the relative inflation quantity conversion factor in the cylinder and the offset value of the residual gas pressure in the combustion chamber in real time, and accurately calculating the relative inflation quantity in the cylinder according to the correction coefficient of the manifold pressure and the relative inflation quantity conversion factor in the cylinder and the offset value of the residual gas pressure in the combustion chamber, so that the relative inflation quantity in the cylinder can be accurately calculated no matter in a steady-state working condition or a transient working condition of the engine, and further, the control functions such as VVT control, ignition control and supercharging control are accurately implemented, and thus, the combustion state in the cylinder of the engine can be optimized, and energy conservation and emission reduction can be realized.
In one embodiment, obtaining the combustion chamber residual gas pressure offset value and the manifold pressure and cylinder relative charge conversion factor correction factor under the current operating condition of the engine comprises:
Acquiring a manifold pressure calculated value and a manifold pressure measured value;
Calculating a residual gas pressure offset value of the combustion chamber according to the manifold pressure calculated value and the manifold pressure measured value;
And calculating a correction coefficient of the manifold pressure and the relative charging amount conversion factor in the cylinder according to the calculated value of the manifold pressure and the measured value of the manifold pressure.
In one embodiment, obtaining the manifold pressure calculation includes:
acquiring air mass flow, engine speed, manifold pressure actual measurement value and engine displacement;
manifold pressure calculations are calculated based on mass airflow, engine speed, manifold pressure measurements, and engine exhaust.
For example, obtaining a combustion chamber residual gas pressure offset value for the current operating condition of the engine and a manifold pressure versus cylinder relative charge conversion factor correction factor includes:
acquiring a manifold pressure calculated value and a manifold pressure measured value; wherein, manifold pressure actual measurement is obtained through the manifold pressure sensor, and manifold pressure calculated value is obtained through the following steps:
Acquiring air mass flow, engine speed and engine displacement;
the manifold pressure calculation value is calculated according to the air mass flow, the engine speed and the engine exhaust, and specifically comprises the following steps:
The relative air charge of fresh air at the manifold is calculated according to the air mass flow, the engine speed and the engine displacement, and the formula is as follows:
Wherein M Air is fresh air mass flow, V S is engine displacement, n is engine speed, The air is charged relatively to the fresh air.
And calculating a manifold pressure calculated value according to the relative air charge of the manifold at the current sampling time, the relative air charge of the manifold at the last sampling time and the manifold pressure variation conversion factor. Wherein, the manifold pressure variation conversion factor can be directly read in an engine computer.
Referring to fig. 2, fig. 2 is a logic diagram of the calculation of manifold pressure as provided by one or more embodiments of the present disclosure. The specific calculation method of the manifold pressure calculation value is that the fresh air relative aeration amount of the previous sampling time is subtracted by the fresh air relative aeration amount of the current sampling time to obtain a fresh air relative aeration amount difference value;
multiplying the relative air charge difference by the relative air charge change and the manifold pressure change conversion factor to obtain a manifold pressure difference;
the manifold pressure difference is integrated to obtain a manifold pressure calculation.
Generally, fresh air passing through the airflow meter will flow through the turbocharger, throttle, intake manifold and intake manifold in sequence, ultimately into the engine cylinders. If leakage of the fresh air in the flowing process is not considered, the relative air charge of the fresh air at the air inlet manifold is completely equal to the relative air charge calculated by the air flowmeterThus, the calculated manifold pressure can be calculated based on the relative charge of fresh air at the manifold.
Calculating a combustion chamber residual gas pressure offset value according to the manifold pressure calculated value and the manifold pressure measured value,
For example, referring to fig. 3, fig. 3 is a logic diagram of combustion chamber residual gas pressure offset value calculation provided by one or more embodiments of the present disclosure. The method for calculating the residual gas pressure offset value of the combustion chamber is as follows:
subtracting the manifold pressure actual measurement value from the manifold pressure calculation value to obtain a manifold pressure difference value;
judging whether the manifold pressure difference is within a preset range, wherein the preset range comprises a preset maximum value and a preset minimum value;
if the manifold pressure difference is within the preset range, the manifold pressure difference is considered to be not required to be adjusted, at the moment, the manifold pressure difference is subtracted by the manifold pressure difference, the result is zero, and the difference between the output manifold pressure difference and the output value of the limiting module is zero;
if the manifold pressure difference is not in the preset range and the manifold pressure difference is larger than the preset maximum value, subtracting the preset maximum value from the manifold pressure difference to obtain the difference between the manifold pressure difference and the limit value;
If the manifold pressure difference is not in the preset range and the manifold pressure difference is smaller than the preset minimum value, subtracting the preset minimum value from the manifold pressure difference to obtain the difference between the manifold pressure difference and the limit value;
and integrating the difference between the manifold pressure difference and the limit value in the steps to obtain the residual gas pressure offset value of the combustion chamber.
Calculating correction coefficients of the manifold pressure and the relative charge conversion factor in the cylinder according to the calculated value of the manifold pressure and the measured value of the manifold pressure,
For example, referring to fig. 4, fig. 4 is a logic diagram of calculation of a manifold pressure versus in-cylinder relative charge conversion factor correction factor provided by one or more embodiments of the present disclosure, the method of calculation of the manifold pressure versus in-cylinder relative charge conversion factor correction factor is as follows:
subtracting the manifold pressure actual measurement value from the manifold pressure calculation value to obtain a manifold pressure difference value;
judging whether the manifold pressure difference is within a preset range, wherein the preset range comprises a preset maximum value and a preset minimum value;
if the manifold pressure difference is within the preset range, the manifold pressure difference is considered to be not required to be adjusted, at the moment, the manifold pressure difference is subtracted by the manifold pressure difference, the result is zero, and the difference between the output manifold pressure difference and the output value of the limiting module is zero;
if the manifold pressure difference is not in the preset range and the manifold pressure difference is larger than the preset maximum value, subtracting the preset maximum value from the manifold pressure difference to obtain the difference between the manifold pressure difference and the limit value;
If the manifold pressure difference is not in the preset range and the manifold pressure difference is smaller than the preset minimum value, subtracting the preset minimum value from the manifold pressure difference to obtain the difference between the manifold pressure difference and the limit value;
Dividing the difference between the manifold pressure difference and the limit value by the manifold pressure calculation value, and integrating the result to obtain a correction coefficient of the manifold pressure and the relative charging amount conversion factor in the cylinder.
In one embodiment, before obtaining the corrected combustion chamber residual gas pressure from the combustion chamber residual gas pressure offset value further comprises:
judging whether the residual gas pressure of the combustion chamber needs to be corrected or not, wherein the method comprises the following specific steps of:
calculating a difference between the measured manifold pressure value and the calculated manifold pressure value;
if the absolute value of the difference is greater than the first limit (positive number), a correction of the combustion chamber residual gas pressure is required.
For example, the difference between the calculated manifold pressure actual value and the calculated manifold pressure value is expressed as follows,
PDif＝PClcd-PSnsr
Where P Dif represents the difference between the measured and calculated manifold pressures, P Clcd represents the calculated manifold pressure, and P Snsr represents the measured manifold pressure.
In one embodiment, obtaining the corrected combustion chamber residual gas pressure from the combustion chamber residual gas pressure offset value includes:
PCmbCorrd＝PCmb+δ
Where P CmbCorrd represents the corrected combustion chamber residual gas pressure, P Cmb represents the original combustion chamber residual gas pressure, and δ represents the combustion chamber residual gas pressure offset value.
For example, the original residual gas pressure of the combustion chamber is 0.1 atmosphere, and the calculated residual gas pressure deviation value of the combustion chamber is 0.05 atmosphere, so that the actual residual gas pressure of the combustion chamber is 0.15 atmosphere, and the original 0.1 atmosphere is replaced by 0.15 atmosphere, thereby avoiding the problems of increased fuel consumption and reduced power caused by the error of the residual gas of the combustion chamber, which causes the error of the fresh air relative to the charging amount in the cylinder of the engine.
In an embodiment, before obtaining the corrected manifold pressure and relative charge conversion factor according to the manifold pressure and relative charge conversion factor correction factor in the cylinder, further comprises:
Judging whether the manifold pressure and the relative inflation conversion factor in the cylinder need to be corrected or not, wherein the specific steps are as follows:
calculating a difference between the measured manifold pressure value and the calculated manifold pressure value;
If the absolute value of the difference is greater than the second limit (positive number), then a correction of the conversion factor is required.
In one embodiment, obtaining the corrected manifold pressure and in-cylinder relative charge conversion factor based on the conversion factor correction factor includes:
Wherein fac P2chCorrd represents the corrected manifold pressure versus in-cylinder relative charge conversion factor, fac P2ch represents the original manifold pressure versus in-cylinder relative charge conversion factor, Representing the manifold pressure versus cylinder relative charge conversion factor correction factor.
In one embodiment, obtaining the engine in-cylinder fresh air relative charge based on the corrected combustion chamber residual gas pressure and the corrected manifold pressure and the in-cylinder relative charge conversion factor comprises:
Wherein, Representing the relative charge of fresh air in the engine cylinder, P Clcd represents the calculated manifold pressure, P CmbCorrd represents the corrected combustion chamber residual gas pressure, and fac P2chCorrd represents the corrected manifold pressure versus relative charge conversion factor in the cylinder.
For example, a 2.0L displacement engine during operation with fresh air charge in the engine cylinder is calculated as follows;
At a first moment, the engine speed is 3000 rpm, the air mass flow is 90 kg/h, and the relative charge of fresh air at the engine manifold is (90×2758)/(3000×2.0) = 41.37; at the second moment, the relative air charge of the fresh air at the engine manifold is 44, and the calculation method is the same as that above;
manifold pressure calculation 600hPa;
The manifold pressure measured value was 570hPa;
the maximum and minimum limit values are respectively 20hPa and-20 hPa;
it is necessary to correct the combustion chamber residual gas pressure and manifold pressure and the in-cylinder relative charge conversion factor; the original combustion chamber residual gas pressure is 100hPa, and the original manifold pressure and the relative charging amount conversion factor in the cylinder are 0.083;
Calculating a conversion factor correction coefficient of the manifold pressure and the relative charging amount in the cylinder to be 1.11;
Calculating the residual gas pressure offset value of the combustion chamber to be 40hPa;
calculating the corrected residual gas pressure of the combustion chamber to be 150hPa;
calculating the corrected manifold pressure and the relative inflation quantity conversion factor in the cylinder to be 0.092;
the method for calculating the relative air charge of the fresh air in the cylinder of the engine according to the corrected residual gas pressure of the combustion chamber, the corrected manifold pressure and the relative air charge conversion factor in the cylinder comprises the following specific steps:
(600-140)*0.092＝42.32。
the method can accurately calculate the relative air charge of fresh air in the engine cylinder, promote the accurate control of fuel injection and torque of the engine, optimize the combustion state of the engine, and be favorable for saving energy, reducing emission and improving performance.
One embodiment of the application provides an engine that calculates the relative charge in an engine cylinder using an accurate calculation of the relative charge in an engine cylinder as described.
It should be noted that the methods of one or more embodiments of the present description may be performed by a single device, such as a computer or server. The method of the embodiment can also be applied to a distributed scene, and is completed by mutually matching a plurality of devices. In the case of such a distributed scenario, one of the devices may perform only one or more steps of the methods of one or more embodiments of the present description, the devices interacting with each other to accomplish the methods.
The foregoing describes specific embodiments of the present disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
One embodiment of the present application provides a device for precisely calculating a relative charge in an engine cylinder, the device comprising:
the first acquisition device is used for acquiring the residual gas pressure of the original combustion chamber and the conversion factor of the original manifold pressure and the relative charging amount in the cylinder under the current working condition of the engine;
The second acquisition device is used for acquiring a residual gas pressure offset value of the combustion chamber under the current working condition of the engine, and a correction coefficient of the manifold pressure and the relative charging amount conversion factor in the cylinder;
the first correction device is used for acquiring corrected residual gas pressure of the combustion chamber according to the residual gas pressure offset value of the combustion chamber;
the second correction device is used for obtaining corrected manifold pressure and relative inflation conversion factors in the cylinder according to the manifold pressure and relative inflation conversion factor correction factors in the cylinder;
and the third acquisition device is used for acquiring the relative air charge of the fresh air in the engine cylinder according to the corrected residual gas pressure of the combustion chamber, the corrected manifold pressure and the relative air charge conversion factor in the cylinder.
For convenience of description, the above devices are described as being functionally divided into various modules, respectively. Of course, the functions of each module may be implemented in one or more pieces of software and/or hardware when implementing one or more embodiments of the present description.
The device of the foregoing embodiment is configured to implement the corresponding method in the foregoing embodiment, and has the beneficial effects of the corresponding method embodiment, which is not described herein.
Fig. 5 shows a more specific hardware architecture of an electronic device according to this embodiment, where the device may include: a processor 1010, a memory 1020, an input/output interface 1030, a communication interface 1040, and a bus 1050. Wherein processor 1010, memory 1020, input/output interface 1030, and communication interface 1040 implement communication connections therebetween within the device via a bus 1050.
The processor 1010 may be implemented by a general-purpose CPU (Central Processing Unit ), a microprocessor, an Application SPECIFIC INTEGRATED Circuit (ASIC), or one or more integrated circuits, etc. for executing related programs to implement the method for classifying working conditions of a vehicle based on big data of a user according to the embodiments of the present disclosure.
The Memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory ), static storage, dynamic storage, etc. Memory 1020 may store an operating system and other application programs, and when the embodiments of the present specification are implemented in software or firmware, the associated program code is stored in memory 1020 and executed by processor 1010.
The input/output interface 1030 is used to connect with an input/output module for inputting and outputting information. The input/output module may be configured as a component in a device (not shown) or may be external to the device to provide corresponding functionality. Wherein the input devices may include a keyboard, mouse, touch screen, microphone, various types of sensors, etc., and the output devices may include a display, speaker, vibrator, indicator lights, etc.
Communication interface 1040 is used to connect communication modules (not shown) to enable communication interactions of the present device with other devices. The communication module may implement communication through a wired manner (such as USB, network cable, etc.), or may implement communication through a wireless manner (such as mobile network, WIFI, bluetooth, etc.).
Bus 1050 includes a path for transferring information between components of the device (e.g., processor 1010, memory 1020, input/output interface 1030, and communication interface 1040).
It should be noted that although the above-described device only shows processor 1010, memory 1020, input/output interface 1030, communication interface 1040, and bus 1050, in an implementation, the device may include other components necessary to achieve proper operation. Furthermore, it will be understood by those skilled in the art that the above-described apparatus may include only the components necessary to implement the embodiments of the present description, and not all the components shown in the drawings.
One embodiment of the present application provides a computer-readable storage medium storing a computer program capable of implementing the above method for classifying conditions based on user big data for a vehicle when the computer program is executed by a processor.
The computer readable media of the present embodiments, including both permanent and non-permanent, removable and non-removable media, may be used to implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device.
Those of ordinary skill in the art will appreciate that: the discussion of any of the embodiments above is merely exemplary and is not intended to suggest that the scope of the disclosure, including the claims, is limited to these examples; combinations of features of the above embodiments or in different embodiments are also possible within the spirit of the present disclosure, steps may be implemented in any order, and there are many other variations of the different aspects of one or more embodiments described above which are not provided in detail for the sake of brevity.
Additionally, well-known power/ground connections to Integrated Circuit (IC) chips and other components may or may not be shown within the provided figures, in order to simplify the illustration and discussion, and so as not to obscure one or more embodiments of the present description. Furthermore, the apparatus may be shown in block diagram form in order to avoid obscuring the one or more embodiments of the present description, and also in view of the fact that specifics with respect to implementation of such block diagram apparatus are highly dependent upon the platform within which the one or more embodiments of the present description are to be implemented (i.e., such specifics should be well within purview of one skilled in the art). Where specific details (e.g., circuits) are set forth in order to describe example embodiments of the disclosure, it should be apparent to one skilled in the art that one or more embodiments of the disclosure can be practiced without, or with variation of, these specific details. Accordingly, the description is to be regarded as illustrative in nature and not as restrictive.
While the present disclosure has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of those embodiments will be apparent to those skilled in the art in light of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.
The present disclosure is intended to embrace all such alternatives, modifications and variances which fall within the broad scope of the appended claims. Any omissions, modifications, equivalents, improvements, and the like, which are within the spirit and principles of the one or more embodiments of the disclosure, are therefore intended to be included within the scope of the disclosure.
Claims (6)
1. The accurate calculation method of the relative air charge in the engine cylinder is characterized by comprising the following steps of:
Acquiring the residual gas pressure of an original combustion chamber and the conversion factor of the original manifold pressure and the relative charging quantity in a cylinder under the current working condition of an engine, wherein the manifold is an intake manifold;
Acquiring a residual gas pressure offset value of a combustion chamber under the current working condition of an engine, and correcting coefficients of manifold pressure and a conversion factor of relative charging quantity in a cylinder;
Acquiring corrected residual gas pressure of the combustion chamber according to the residual gas pressure offset value of the combustion chamber;
Acquiring corrected manifold pressure and relative inflation conversion factors in the cylinder according to the manifold pressure and relative inflation conversion factor correction factors in the cylinder;
Acquiring the relative air charge of fresh air in an engine cylinder according to the corrected residual gas pressure of the combustion chamber and the corrected manifold pressure and the relative air charge conversion factor in the cylinder;
the method for acquiring the residual gas pressure offset value of the combustion chamber under the current working condition of the engine and the conversion factor correction coefficient of the manifold pressure and the relative charging amount in the cylinder comprises the following steps:
Acquiring a manifold pressure calculated value and a manifold pressure measured value;
calculating a residual gas pressure offset value of the combustion chamber according to the manifold pressure calculated value and the manifold pressure measured value;
calculating a correction coefficient of the conversion factors of the manifold pressure and the relative charging quantity in the cylinder according to the calculated value of the manifold pressure and the measured value of the manifold pressure;
Before obtaining the corrected combustion chamber residual gas pressure according to the combustion chamber residual gas pressure offset value, the method further comprises:
judging whether the residual gas pressure of the combustion chamber needs to be corrected or not, wherein the method comprises the following specific steps of:
calculating a difference between the measured manifold pressure value and the calculated manifold pressure value;
if the absolute value of the difference is greater than the first limit value, the residual gas pressure of the combustion chamber needs to be corrected;
integrating the difference between the absolute value of the difference and the first limit value to obtain a residual gas pressure offset value of the combustion chamber;
the method for obtaining the corrected manifold pressure and the relative inflation conversion factor in the cylinder according to the manifold pressure and the relative inflation conversion factor correction coefficient in the cylinder further comprises the following steps:
Judging whether the manifold pressure and the relative inflation conversion factor in the cylinder need to be corrected or not, wherein the specific steps are as follows:
calculating a difference between the measured manifold pressure value and the calculated manifold pressure value;
if the absolute value of the difference value is larger than the second limit value, correcting the conversion factor;
Dividing the difference between the absolute value of the difference and the second limit value by the manifold pressure calculated value, and integrating the result to obtain a correction coefficient of the manifold pressure and the relative inflation quantity conversion factor in the cylinder;
The obtaining the relative charge of fresh air in the engine cylinder according to the corrected residual gas pressure of the combustion chamber and the corrected manifold pressure and the relative charge conversion factor comprises the following steps:
Wherein, Representing the relative charge of fresh air in the engine cylinder, P Clcd represents the calculated manifold pressure, P CmbCorrd represents the corrected combustion chamber residual gas pressure, and fac P2chCorrd represents the corrected manifold pressure versus relative charge conversion factor in the cylinder.
2. The method of accurately calculating the relative charge in an engine cylinder of claim 1, wherein said obtaining a manifold pressure calculation comprises:
Acquiring air mass flow, engine speed and engine displacement;
manifold pressure calculations are calculated based on mass airflow, engine speed, and engine exhaust.
3. The method of accurately calculating the relative charge in an engine cylinder according to claim 2, wherein said obtaining the corrected combustion chamber residual gas pressure from the combustion chamber residual gas pressure offset value comprises:
Where P CmbCorrd represents the corrected combustor residual gas pressure, P Cmb represents the original combustor residual gas pressure, and represents the combustor residual gas pressure offset value.
4. A method of accurately calculating the relative charge in an engine cylinder as set forth in claim 3 wherein said obtaining a corrected manifold pressure and relative charge conversion factor from the manifold pressure and relative charge conversion factor correction factor in the cylinder comprises:
Wherein fac P2chCorrd represents the corrected manifold pressure and in-cylinder relative charge conversion factor, fac P2ch represents the original manifold pressure and in-cylinder relative charge conversion factor, and θ represents the manifold pressure and in-cylinder relative charge conversion factor correction factor.
5. A device for precisely calculating the relative charge in an engine cylinder, for performing the method for precisely calculating the relative charge in an engine cylinder according to any one of claims 1 to 4, characterized in that the device for precisely calculating the relative charge in an engine cylinder comprises:
the first acquisition device is used for acquiring the residual gas pressure of the original combustion chamber and the conversion factor of the original manifold pressure and the relative charging amount in the cylinder under the current working condition of the engine;
The second acquisition device is used for acquiring a residual gas pressure offset value of the combustion chamber under the current working condition of the engine, and a correction coefficient of the manifold pressure and the relative charging amount conversion factor in the cylinder;
The first correction device is used for acquiring corrected residual gas pressure of the combustion chamber according to the residual gas pressure offset value of the combustion chamber;
the second correction device is used for obtaining corrected manifold pressure and relative inflation conversion factors in the cylinder according to the manifold pressure and relative inflation conversion factor correction factors in the cylinder;
and the third acquisition device is used for acquiring the relative air charge of the fresh air in the engine cylinder according to the corrected residual gas pressure of the combustion chamber, the corrected manifold pressure and the relative air charge conversion factor in the cylinder.
6. An engine, characterized in that the engine calculates the relative charge in the engine cylinder by using the accurate calculation method of the relative charge in the engine cylinder according to any one of claims 1 to 4.
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| CN112412645A (en) * | 2019-08-22 | 2021-02-26 | 大众汽车股份公司 | Method for determining cylinder charge of a combustion engine during non-combustion operation |
| CN112761798A (en) * | 2020-05-29 | 2021-05-07 | 长城汽车股份有限公司 | Relative air charge control method and device |
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| JP3767426B2 (en) * | 2001-06-14 | 2006-04-19 | 日産自動車株式会社 | Engine cylinder intake air amount calculation device |
| JP2006170113A (en) * | 2004-12-17 | 2006-06-29 | Nissan Motor Co Ltd | Gas flow detecting device of engine |
| KR100793738B1 (en) * | 2006-12-14 | 2008-01-10 | 현대자동차주식회사 | Intake air operating method |
| CN114962047B (en) * | 2021-08-26 | 2023-05-26 | 长城汽车股份有限公司 | Method for estimating relative charge of engine and vehicle |
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| CN112412645A (en) * | 2019-08-22 | 2021-02-26 | 大众汽车股份公司 | Method for determining cylinder charge of a combustion engine during non-combustion operation |
| CN112761798A (en) * | 2020-05-29 | 2021-05-07 | 长城汽车股份有限公司 | Relative air charge control method and device |
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