Method and device for correcting engine performance based on carbon deposition amount of air inlet channel

Abstract

The invention relates to a method and device for correcting the performance of an engine based on the carbon deposition amount of an air inlet channel, and the method comprises the steps: calibrating the emission of particulate matters in the rear exhaust of a turbine of a target engine under the conditions of different rotating speeds and oil injection amounts, and forming an exhaust particulate matter emission chart; according to the exhaust gas recirculation rate chart, the total mass of particulate matter contained in exhaust gas reaching the gas inlet side in the exhaust gas recirculation system is calculated; calculating a particulate matter adsorption coefficient of the gas inlet channel according to the total mass of particulate matters contained in the waste gas on the gas inlet side; calculating a correction coefficient of the flow coefficient of the air inlet channel by using the particulate matter adsorption coefficient of the air inlet channel; and the fuel injection advance angle of the engine and the injection rail pressure of the engine are corrected through the correction coefficient of the air inlet channel flow coefficient. The fuel injection advance angle and the injection rail pressure of the engine are monitored and corrected in real time through the particulate matter adsorption coefficient of the air inlet channel, the combustion process of the engine can be optimized, and the power output and the fuel economy of the engine are improved.

Description

Technical Field

[0001] The present invention relates to the field of engine technology, and in particular to a method and device for correcting engine performance based on the amount of carbon deposits in an intake duct. Background Art

[0002] During the operation of an internal combustion engine, carbon deposits in the intake duct are one of the main reasons for reduced engine performance and increased emissions. The formation of carbon deposits is usually related to a variety of factors, including incomplete combustion, intake duct design, and working environment. The accumulation of carbon deposits will not only increase the flow resistance in the intake duct, affecting the amount of air intake, but will also lead to inaccurate adjustment of the throttle valve opening, thereby affecting the air-fuel mixture ratio, reducing engine efficiency, and ultimately causing insufficient power and increased emissions. However, existing technical routes mostly focus on improving the combustion efficiency of the engine to enhance engine performance, but fail to fully consider the negative impact of carbon accumulation in the air duct on air duct performance. Therefore, there is still a lack of systematic solutions for the effective treatment of carbon deposits and their impact on intake duct performance. Summary of the Invention

[0003] To solve the above problems, an object of the embodiments of the present invention is to provide a method and apparatus for correcting engine performance based on the amount of carbon deposits in the intake duct.

[0004] A method for correcting engine performance based on intake duct carbon deposit amount, comprising:

[0005] Step 1: Calibrate the particulate matter emissions in the exhaust after the turbine of the target engine at different speeds and fuel injection amounts to form an exhaust particulate matter emission chart;

[0006] Step 2: Calculate the cumulative exhaust particulate matter emissions after the engine turbine based on the exhaust particulate matter emission chart and engine operating time;

[0007] Step 3: Calibrate the exhaust gas recirculation rate of the target engine at different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0008] Step 4: Calculate the total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system based on the exhaust gas recirculation rate chart;

[0009] Step 5: Calculate the particle adsorption coefficient of the intake duct based on the total mass of the particles contained in the exhaust gas on the intake side;

[0010] Step 6: Calculate the correction factor of the intake flow coefficient and the correction factor of the intake swirl ratio using the intake particulate matter adsorption coefficient;

[0011] Step 7: Use the correction factor of the intake port flow coefficient to correct the engine's injection advance angle;

[0012] Step 8: Use the correction factor of the intake swirl ratio to correct the engine's injection rail pressure.

[0013] Preferably, in step 1, the exhaust particulate matter emission chart is constructed with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the particulate matter emission in the exhaust after the turbine as the z-axis.

[0014] Preferably, in step 2, the cumulative emission of exhaust particulate matter after the engine turbine is calculated as follows:

[0015] The cumulative emission of particulate matter in the exhaust after the engine turbine = engine output power * particulate matter emissions in the exhaust after the turbine * engine operating time.

[0016] Preferably, in step 4, the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system is calculated as follows:

[0017] Engine exhaust gas recirculation rate = exhaust gas recirculation flow / (exhaust gas recirculation flow + intake air flow);

[0018] The total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system = exhaust gas recirculation flow rate / exhaust flow rate * cumulative exhaust particulate matter emissions after the engine turbine.

[0019] Preferably, in step 5, the calculation formula for the particle adsorption coefficient of the intake duct is:

[0020] The particle adsorption coefficient of the intake duct = the mass of the particles in the intake duct / the total mass of the particles contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system.

[0021] Preferably, in step 7, the injection advance angle of the engine is corrected using the correction coefficient of the intake duct flow coefficient, including:

[0022] Under different correction coefficients of the intake duct flow coefficient, the injection advance angle of the engine is continuously adjusted to make the engine working condition reach the best. The injection advance angle corresponding to the best is the corrected injection advance angle.

[0023] Preferably, in step 8, the injection rail pressure of the engine is corrected using the correction coefficient of the intake swirl ratio, including:

[0024] Under different correction coefficients of the intake swirl ratio, the injection rail pressure of the engine is continuously adjusted so that the injection rail pressure corresponding to the optimal engine operating condition is the corrected injection rail pressure.

[0025] The present invention also provides a device for correcting engine performance based on the amount of carbon deposits in the intake duct, comprising:

[0026] The exhaust particulate matter emission acquisition module is used to calibrate the particulate matter emissions in the exhaust after the turbine of the target engine at different speeds and injection rates to form an exhaust particulate matter emission chart;

[0027] a cumulative exhaust particulate matter emission acquisition module, used to calculate the cumulative exhaust particulate matter emission after the engine turbine according to the exhaust particulate matter emission chart and the engine running time;

[0028] An exhaust gas recirculation rate calibration module is used to calibrate the exhaust gas recirculation rate of the target engine under different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0029] A module for calculating the total mass of particulate matter on the intake side, for calculating the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system according to an exhaust gas recirculation rate chart;

[0030] An intake duct particle adsorption coefficient calculation module, used to calculate the intake duct particle adsorption coefficient based on the total mass of the particles contained in the exhaust gas on the intake side;

[0031] A correction coefficient calculation module, used to calculate a correction coefficient of an intake duct flow coefficient and a correction coefficient of an intake duct swirl ratio using a particle adsorption coefficient of the intake duct;

[0032] An injection advance angle correction module is used to correct the injection advance angle of the engine using a correction coefficient of the intake duct flow coefficient;

[0033] The injection rail pressure correction module is used to correct the injection rail pressure of the engine using the correction coefficient of the intake swirl ratio.

[0034] The present invention also provides an electronic device, comprising a bus, a transceiver, a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the transceiver, the memory, and the processor are connected via the bus, and wherein the computer program, when executed by the processor, implements the steps in the above-mentioned method for correcting engine performance based on the amount of carbon deposits in the intake duct.

[0035] The present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps in the above-mentioned method for correcting engine performance based on the amount of carbon deposits in the intake duct.

[0036] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0037] The present invention relates to a method for correcting engine performance based on the amount of carbon deposits in the intake duct. Compared with the existing technology, the present invention monitors and corrects the engine's injection advance angle and injection rail pressure in real time through the particle adsorption coefficient of the intake duct, thereby optimizing the engine's combustion process and improving the engine's power output and fuel economy.

[0038] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0040] Figure 1 A flow chart of a method for correcting engine performance based on intake duct carbon deposits provided by the present invention;

[0041] Figure 2 This is a schematic diagram of the engine operation provided by the present invention. DETAILED DESCRIPTION

[0042] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0043] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0044] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0045] See also Figure 1 A method for correcting engine performance based on intake duct carbon deposit amount, comprising:

[0046] Step 1: Calibrate the particulate matter emissions in the exhaust after the turbine of the target engine at different speeds and fuel injection amounts to form an exhaust particulate matter emission chart;

[0047] In practical applications, different engines, under different operating conditions (different speeds, power, torque, and fuel injection), will also output different combinations of exhaust temperatures and exhaust flow rates. By using sensors to detect these parameters, the corresponding operating parameters of the target engine under different speeds and fuel injection rates can be obtained.

[0048] When collecting particulate matter emissions from the exhaust, the present invention requires installing high-precision filter paper in the exhaust pipe after the engine turbine. This allows continuous collection of particulate matter in the exhaust. After each test, the particulate matter accumulated in the filter paper is weighed using a high-precision particulate matter weighing device in the laboratory to obtain the mass of particulate matter discharged from the exhaust pipe, M_soot_exh (grams). At the same time, the exhaust duct of the engine is disassembled, and the particulate matter attached to the duct is collected and then weighed with high precision to obtain the mass of particulate matter attached to the exhaust duct, M_soot_exh_port. The sum of the two can be used to obtain the particulate matter emissions in the exhaust after the turbine:

[0049] M_soot_exh+M_soot_exh_port.

[0050] By collecting the above experimental parameters, the present invention can construct an exhaust particulate matter emission chart with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the particulate matter emission in the exhaust after the turbine as the z-axis, as shown in Table 1.

[0051] Table 1 Exhaust particulate matter emission chart

[0052]

[0053] Step 2: Calculate the cumulative exhaust particulate matter emissions after the engine turbine based on the exhaust particulate matter emission chart and engine operating time;

[0054] In step 2, the present invention first needs to construct an engine output power chart with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the engine output power as the z-axis.

[0055] Table 2 Engine output power chart

[0056]

[0057] Then, based on the above chart, calculate the cumulative emissions of particulate matter in the engine's post-turbine exhaust. The specific formula is: Cumulative emissions of particulate matter in the engine's post-turbine exhaust = engine output power * particulate matter emissions in the post-turbine exhaust * engine operating time.

[0058] Step 3: Calibrate the exhaust gas recirculation rate of the target engine at different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0059] In step 3, the present invention constructs an exhaust gas recirculation rate graph with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the exhaust gas recirculation rate (EGR rate) as the z-axis.

[0060] Table 3 Exhaust gas recirculation rate chart

[0061]

[0062] Step 4: Calculate the total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system based on the exhaust gas recirculation rate chart;

[0063] In step 4, the total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system is calculated as follows:

[0064] Engine exhaust gas recirculation rate = exhaust gas recirculation flow / (exhaust gas recirculation flow + intake air flow);

[0065] The total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system = exhaust gas recirculation flow rate / exhaust flow rate * cumulative exhaust particulate matter emissions after the engine turbine.

[0066] Step 5: Calculate the particle adsorption coefficient of the intake duct based on the total mass of the particles contained in the exhaust gas on the intake side;

[0067] In step 5, the present invention constructs an intake duct particle adsorption coefficient chart, with the X axis representing intake air volume, the Y axis representing intake pipe temperature, and the Z axis representing the intake duct particle adsorption coefficient. This coefficient represents the ratio of the mass of particles adhering to the intake duct to the total mass of particles entering the intake duct. The specific calculation method is: Intake duct particle adsorption coefficient = mass of particles in the intake duct / total mass of particles in the exhaust gas reaching the intake side of the exhaust gas recirculation system.

[0068] Table 4 Particle adsorption coefficient chart of the intake duct

[0069]

[0070] Step 6: Calculate the correction factor of the intake flow coefficient and the correction factor of the intake swirl ratio using the intake particulate matter adsorption coefficient;

[0071] The present invention can estimate the particulate matter adsorption mass of the intake duct by the particulate matter adsorption coefficient of the intake duct*engine working time*the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system (per unit time), so there is no need to disassemble the intake duct every time to measure the particulate matter adsorption mass of the intake duct; based on the previous steps, the cumulative attachment mass of carbon particles inside the intake duct is calculated, and a calibration table 5 of the particulate matter attachment amount in the intake duct and the intake duct flow coefficient correction coefficient is calibrated to characterize the level of decrease in the flow capacity of the exhaust duct with the increase of particulate matter inside the intake duct, which can be obtained through experimental calibration.

[0072] Table 5 Correction coefficient calibration table of intake duct flow coefficient

[0073] The amount of particulate matter attached to the intake duct 0 5 10 15 20 Correction factor for intake flow coefficient 1 0.98 0.9 0.85 0.8

[0074] At the same time, considering the influence of intake duct particle adhesion on the intake duct swirl ratio, a correction table 6 of intake duct particle adhesion amount and swirl ratio is calibrated.

[0075] Table 6 Correction coefficient calibration table of inlet swirl ratio

[0076] The amount of particulate matter attached to the intake duct 0 5 10 15 20 Correction factor for inlet swirl ratio 1 0.95 0.92 0.88 0.84

[0077] Step 7: Use the correction factor of the intake port flow coefficient to correct the engine's injection advance angle;

[0078] Furthermore, in step 7, the injection advance angle of the engine is corrected using the correction coefficient of the intake duct flow coefficient, including:

[0079] Under different correction coefficients of the intake duct flow coefficient, the injection advance angle of the engine is continuously adjusted to make the engine working condition reach the best. The injection advance angle corresponding to the best is the corrected injection advance angle.

[0080] In the present invention, a table of injection advance angle correction coefficients is obtained based on the calibration of the intake duct flow coefficient. The X axis represents the intake duct flow coefficient after particulate matter correction, and the Y axis represents the injection advance angle correction coefficient (this coefficient is greater than 1, indicating that as the duct flow coefficient decreases, the intake volume decreases, and engine combustion deteriorates, etc., the injection advance angle needs to be gradually increased to compensate for the deterioration in performance). This injection advance angle correction coefficient is multiplied by the originally calibrated injection advance angle to obtain the final injection advance angle (the injection advance angle increases with increasing carbon deposits).

[0081] Table 7 Correction coefficient of injection advance angle

[0082] Correction factor for intake flow coefficient 1 0.95 0.92 0.88 0.84 Injection advance angle correction factor 1 1.02 1.05 1.13 1.19

[0083] Table 8 Originally calibrated injection advance angle

[0084]

[0085] Step 8: Use the correction factor of the intake swirl ratio to correct the engine's injection rail pressure.

[0086] Furthermore, in step 8, the following is further included:

[0087] Under different correction coefficients of the intake swirl ratio, the injection rail pressure of the engine is continuously adjusted so that the injection rail pressure corresponding to the optimal engine operating condition is the corrected injection rail pressure.

[0088] In the present invention, a correction coefficient table for injection rail pressure is obtained based on the calibration of the intake swirl ratio coefficient. The X axis represents the intake swirl ratio after particulate matter correction, and the Y axis represents the rail pressure correction coefficient (this coefficient is greater than 1, indicating that as the intake swirl ratio decreases, the fuel-air mixing in the cylinder deteriorates, thereby worsening combustion. To compensate for this deterioration, the injection rail pressure can be gradually increased to compensate for the performance degradation). This rail pressure correction coefficient is multiplied by the original calibrated rail pressure (this rail pressure is obtained by querying the speed, fuel volume, and rail pressure map) to obtain the final rail pressure (the rail pressure will gradually increase as carbon deposits increase).

[0089] Table 9 Correction coefficients for injection rail pressure

[0090] Inlet swirl ratio correction factor 1 0.95 0.92 0.88 0.84 Correction factor for injection rail pressure 1 1.1016 1.134 1.2204 1.2852

[0091] Table 10 Original injection rail pressure calibration table

[0092]

[0093] The present invention monitors and corrects the injection advance angle and injection rail pressure of the engine in real time through the particle adsorption coefficient of the intake duct, thereby optimizing the combustion process of the engine and improving the power output and fuel economy of the engine.

[0094] The present invention also provides a device for correcting engine performance based on the amount of carbon deposits in the intake duct, comprising:

[0095] The exhaust particulate matter emission acquisition module is used to calibrate the particulate matter emissions in the exhaust after the turbine of the target engine at different speeds and injection rates to form an exhaust particulate matter emission chart;

[0096] a cumulative exhaust particulate matter emission acquisition module, used to calculate the cumulative exhaust particulate matter emission after the engine turbine according to the exhaust particulate matter emission chart and the engine running time;

[0097] An exhaust gas recirculation rate calibration module is used to calibrate the exhaust gas recirculation rate of the target engine under different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart;

[0098] A module for calculating the total mass of particulate matter on the intake side, for calculating the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system according to an exhaust gas recirculation rate chart;

[0099] An intake duct particle adsorption coefficient calculation module, used to calculate the intake duct particle adsorption coefficient based on the total mass of the particles contained in the exhaust gas on the intake side;

[0100] A correction coefficient calculation module, used to calculate a correction coefficient of an intake duct flow coefficient and a correction coefficient of an intake duct swirl ratio using a particle adsorption coefficient of the intake duct;

[0101] An injection advance angle correction module is used to correct the injection advance angle of the engine using a correction coefficient of the intake duct flow coefficient;

[0102] The injection rail pressure correction module is used to correct the injection rail pressure of the engine using the correction coefficient of the intake swirl ratio.

[0103] The present invention also provides an electronic device, comprising a bus, a transceiver, a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein the transceiver, the memory, and the processor are connected via the bus, and is characterized in that when the computer program is executed by the processor, the steps in the above-mentioned method for correcting engine performance based on the amount of carbon deposits in the intake duct are implemented. Compared with the prior art, the beneficial effects of the electronic device provided by the present invention are the same as the beneficial effects of the method for correcting engine performance based on the amount of carbon deposits in the intake duct described in the above-mentioned technical solution, and will not be elaborated here.

[0104] The present invention also provides a computer-readable storage medium having a computer program stored thereon, characterized in that when the computer program is executed by a processor, the steps in the above-mentioned method for correcting engine performance based on the amount of carbon deposits in the intake duct are implemented. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present invention are the same as the beneficial effects of the method for correcting engine performance based on the amount of carbon deposits in the intake duct described in the above-mentioned technical solution, and will not be elaborated here.

[0105] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technical solution that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A method for correcting engine performance based on intake duct carbon deposit amount, characterized in that: include: Step 1: Calibrate the particulate matter emissions in the exhaust after the turbine of the target engine at different speeds and fuel injection amounts to form an exhaust particulate matter emission chart; Step 2: Calculate the cumulative exhaust particulate matter emissions after the engine turbine based on the exhaust particulate matter emission chart and engine operating time; Step 3: Calibrate the exhaust gas recirculation rate of the target engine at different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart; Step 4: Calculate the total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system based on the exhaust gas recirculation rate chart; Step 5: Calculate the particle adsorption coefficient of the intake duct based on the total mass of the particles contained in the exhaust gas on the intake side; Step 6: Calculate the correction factor of the intake flow coefficient and the correction factor of the intake swirl ratio using the intake particulate matter adsorption coefficient; Step 7: Use the correction factor of the intake port flow coefficient to correct the engine's injection advance angle; Step 8: Use the correction factor of the intake swirl ratio to correct the engine's injection rail pressure.

2. The method for correcting engine performance based on intake duct carbon deposit amount according to claim 1, characterized in that: In step 1, the exhaust particulate matter emission chart is constructed with the engine speed as the x-axis, the fuel injection amount as the y-axis, and the particulate matter emission in the exhaust after the turbine as the z-axis.

3. The method for correcting engine performance based on intake duct carbon deposit amount according to claim 2, characterized in that: In step 2, the cumulative emission of exhaust particulate matter after the engine turbine is calculated as follows: The cumulative emission of particulate matter in the exhaust after the engine turbine = engine output power * particulate matter emissions in the exhaust after the turbine * engine operating time.

4. The method for correcting engine performance based on intake duct carbon deposit amount according to claim 3, characterized in that: In step 4, the total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system is calculated as follows: Engine exhaust gas recirculation rate = exhaust gas recirculation flow / (exhaust gas recirculation flow + intake air flow); The total mass of particulate matter contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system = exhaust gas recirculation flow rate / exhaust flow rate * cumulative exhaust particulate matter emissions after the engine turbine.

5. The method for correcting engine performance based on intake duct carbon deposit amount according to claim 1, characterized in that: In step 5, the calculation formula for the particle adsorption coefficient of the intake duct is: The particle adsorption coefficient of the intake duct = the mass of the particles in the intake duct / the total mass of the particles contained in the exhaust gas reaching the intake side of the exhaust gas recirculation system.

6. The method for correcting engine performance based on intake duct carbon deposit amount according to claim 5, characterized in that: In step 7, the injection advance angle of the engine is corrected using the correction coefficient of the intake duct flow coefficient, including: Under different correction coefficients of the intake duct flow coefficient, the injection advance angle of the engine is continuously adjusted to make the engine working condition reach the best. The injection advance angle corresponding to the best is the corrected injection advance angle.

7. The method for correcting engine performance based on intake duct carbon deposit amount according to claim 6, characterized in that: In step 8, the injection rail pressure of the engine is corrected using the correction coefficient of the intake swirl ratio, including: Under different correction coefficients of the intake swirl ratio, the injection rail pressure of the engine is continuously adjusted so that the injection rail pressure corresponding to the optimal engine operating condition is the corrected injection rail pressure.

8. A device for correcting engine performance based on the amount of carbon deposits in the intake duct, characterized in that: include: The exhaust particulate matter emission acquisition module is used to calibrate the particulate matter emissions in the exhaust after the turbine of the target engine at different speeds and injection rates to form an exhaust particulate matter emission chart; a cumulative exhaust particulate matter emission acquisition module, used to calculate the cumulative exhaust particulate matter emission after the engine turbine according to the exhaust particulate matter emission chart and the engine running time; An exhaust gas recirculation rate calibration module is used to calibrate the exhaust gas recirculation rate of the target engine under different speeds and fuel injection amounts to form an exhaust gas recirculation rate chart; A module for calculating the total mass of particulate matter on the intake side, for calculating the total mass of particulate matter contained in the exhaust gas reaching the intake side in the exhaust gas recirculation system according to an exhaust gas recirculation rate chart; An intake duct particle adsorption coefficient calculation module, used to calculate the intake duct particle adsorption coefficient based on the total mass of the particles contained in the exhaust gas on the intake side; A correction coefficient calculation module, used to calculate a correction coefficient of an intake duct flow coefficient and a correction coefficient of an intake duct swirl ratio using a particle adsorption coefficient of the intake duct; An injection advance angle correction module is used to correct the injection advance angle of the engine using a correction coefficient of the intake duct flow coefficient; The injection rail pressure correction module is used to correct the injection rail pressure of the engine using the correction coefficient of the intake swirl ratio.

9. An electronic device comprising a bus, a transceiver, a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the transceiver, the memory, and the processor are connected via the bus, wherein: When the computer program is executed by the processor, the steps of the method for correcting engine performance based on the amount of intake duct carbon deposits according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method for correcting engine performance based on the amount of intake duct carbon deposits as claimed in any one of claims 1 to 7 are implemented.

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