Gas flow acquisition method, engine throttle control method, device and apparatus

Abstract

The application relates to a gas flow acquisition method, an engine throttle control method, a device and equipment. The gas pressure data and the throttle pressure data of an engine cylinder are acquired, the first gas flow value and the second gas flow value of the engine are calculated respectively, the first gas flow value and the second gas flow value are integrated, and the target gas flow of the engine cylinder is obtained. The gas flow in the engine cylinder can be acquired in real time, the engine throttle is controlled according to the gas flow, major faults of the engine are avoided, and the effectiveness of the gas flow calculation value can be ensured through the calculation of the target gas flow by the first gas flow value and the second gas flow value.

Description

Technical Field

[0001] This application relates to the field of natural gas engine gas circuit intake charge control technology, and in particular to a gas flow acquisition method, engine throttle control method, device and equipment. Background Technology

[0002] The intake system is a crucial subsystem of a natural gas engine. The amount of gas is matched according to the amount of intake charge and appropriately corrected based on the closed-loop result of the air-fuel ratio. Therefore, the control of the intake flow rate directly determines the actual power and performance of the engine, and the rationality of the intake flow rate affects whether the engine will experience knocking, misfire, or other issues.

[0003] In traditional technologies, the gas flow control of natural gas engines is mainly based on closed-loop control using a flow sensor before the throttle valve.

[0004] However, the current closed-loop control method does not take into account the situation where the throttle valve pre-flow sensor malfunctions or is damaged. When the sensor malfunctions, it is impossible to control the airflow. Summary of the Invention

[0005] Therefore, it is necessary to provide a gas flow acquisition calculation method, engine throttle control method, device, and equipment that can control the engine airflow in real time to address the above-mentioned technical problems.

[0006] In a first aspect, this application provides a method for obtaining gas flow rate, the method comprising:

[0007] Acquire pressure data from the engine cylinders, including gas pressure data and throttle pressure data;

[0008] Calculate the engine's first gas flow rate value based on the gas pressure data;

[0009] Calculate the engine's second gas flow rate value based on throttle pressure data;

[0010] The target gas flow rate of the engine cylinder is obtained by integrating the first gas flow rate value and the second gas flow rate value.

[0011] In one embodiment, the calculation of the engine's first gas flow rate value based on gas pressure data includes:

[0012] Acquire the intake pressure and residual pressure values ​​from the gas pressure data, as well as the engine's calibration conversion factor and relative fuel consumption values;

[0013] The intake air volume of the engine is obtained based on the intake pressure value, the residual pressure value, and the conversion coefficient.

[0014] Calculate the gas flow rate of the engine exhaust valve based on the gas pressure data;

[0015] The difference between the intake air charge value, the relative fuel consumption value, and the gas flow value is calculated to obtain the first gas flow value.

[0016] In one embodiment, the calculation of the engine's second gas flow value based on throttle pressure data includes:

[0017] Obtain the pressure values ​​before and after the engine throttle valve from the throttle valve pressure data, and calculate the pressure ratio of the engine throttle valve based on the pressure values;

[0018] The engine's operating conditions are determined based on the pressure ratio, and the flow rate values ​​for each operating condition are calculated using the logic.

[0019] The flow rate is calculated for each operating condition based on the flow rate calculation logic, and the second gas flow rate of the engine is obtained based on the flow rate for each operating condition.

[0020] In one embodiment, the above-mentioned calculation of the flow rate value for each operating condition based on the flow rate value calculation logic, and the obtaining of the engine's second gas flow rate value based on the flow rate value for each operating condition, includes:

[0021] Determine if the pressure ratio is greater than the preset ratio;

[0022] When the pressure ratio is less than or equal to the preset ratio, the first operating condition flow value of the engine is obtained according to the preset flow characteristic table.

[0023] When the pressure ratio is greater than the preset ratio, the second operating condition flow value of the engine is calculated according to the preset standard coefficient and the difference calculation method.

[0024] The second gas flow rate of the engine is obtained by adding the first operating condition flow rate value and the second operating condition flow rate value.

[0025] In one embodiment, the integration of the first gas flow rate value and the second gas flow rate value includes:

[0026] Obtain the deviation between the second gas flow rate value and the first gas flow rate value;

[0027] The second gas flow rate value is corrected based on the deviation and the preset integral control rules.

[0028] Secondly, this application also provides an engine throttle control method, the method comprising:

[0029] Obtain the first gas flow rate value, the second gas flow rate value, and the target gas flow rate obtained by the gas flow rate acquisition method of any one of the first aspects;

[0030] Determine whether the first gas flow rate value meets the valid conditions;

[0031] If the first gas flow rate value meets the valid condition, the engine throttle valve is controlled to move to the first position according to the target gas flow rate.

[0032] If the first gas flow rate value does not meet the effective conditions, the engine throttle valve is controlled to move to the second position based on the second gas flow rate value.

[0033] In one embodiment, the above-described engine throttle control method further includes:

[0034] Set the engine throttle valve to a stationary position;

[0035] When the engine throttle valve malfunctions, it controls the movement of the engine throttle valve to the stationary position.

[0036] Thirdly, this application also provides a gas flow rate acquisition device, which includes:

[0037] The pressure data acquisition module is used to acquire pressure data of the engine cylinders, including gas pressure data and throttle valve pressure data.

[0038] The first flow calculation module is used to calculate the first gas flow value of the engine based on the gas pressure data.

[0039] The second flow calculation module is used to calculate the second gas flow value of the engine based on the throttle pressure data.

[0040] The gas flow acquisition module is used to integrate the first gas flow value and the second gas flow value to obtain the target gas flow rate of the engine cylinder.

[0041] Fourthly, this application also provides a computer device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the method steps of either the first or the second aspect.

[0042] Fifthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, implements the method steps of either the first or second aspect.

[0043] Sixthly, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the method steps of either the first or second aspect.

[0044] The aforementioned gas flow acquisition method, engine throttle control method, device, and equipment acquire gas pressure data and throttle pressure data of the engine cylinder, calculate the first gas flow value and the second gas flow value of the engine respectively, and perform integration processing on the first gas flow value and the second gas flow value to obtain the target gas flow rate of the engine cylinder. This enables real-time acquisition of the gas flow rate in the engine cylinder, thereby controlling the engine throttle based on the gas flow rate to avoid major engine malfunctions. Furthermore, by using the first gas flow value and the second gas flow value together to calculate the target gas flow rate, the validity of the calculated gas flow rate value can be guaranteed. Attached Figure Description

[0045] Figure 1 This is a diagram illustrating the application environment of a gas flow rate acquisition method in one embodiment.

[0046] Figure 2 This is a flowchart illustrating a gas flow rate acquisition method in one embodiment;

[0047] Figure 3 for Figure 2 The diagram shows the structure of the natural gas pipeline system in the embodiment shown.

[0048] Figure 4 for Figure 2 A flowchart illustrating step S202 in the illustrated embodiment;

[0049] Figure 5 for Figure 2 A flowchart illustrating step S203 in the illustrated embodiment;

[0050] Figure 6 for Figure 5 A flowchart illustrating step S503 in the illustrated embodiment;

[0051] Figure 7 for Figure 5 A flowchart illustrating the charge closed-loop control logic in the illustrated embodiment.

[0052] Figure 8 This is a flowchart illustrating an engine throttle control method in one embodiment;

[0053] Figure 9 for Figure 8 A flowchart illustrating the calculation methods for the primary charging model and the secondary charging model in the illustrated embodiment;

[0054] Figure 10 This is a structural block diagram of a gas flow rate acquisition device in one embodiment;

[0055] Figure 11 This is a structural block diagram of an engine throttle control device in one embodiment;

[0056] Figure 12 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0058] The gas flow rate acquisition method provided in this application embodiment can be applied to, for example... Figure 1 In the application environment shown, terminal 102 communicates with sensor group 104 via a network. A data storage system can store the data that sensor group 104 needs to process. The data storage system can be integrated onto sensor group 104 or placed in the cloud or on another network server. Sensor group 104 includes multiple sensors used to measure pressure data at different locations on the engine and transmit the pressure data to terminal 102. Terminal 102 calculates a first gas flow rate value for the engine based on the gas pressure data and a second gas flow rate value based on the throttle pressure data. The first and second gas flow rate values ​​are then integrated to obtain the target gas flow rate of the engine cylinder.

[0059] In one embodiment, such as Figure 2 As shown, a method for obtaining gas flow rate is provided, which can be applied to... Figure 1 Taking terminal 102 as an example, the explanation includes the following steps:

[0060] S201: Obtain engine cylinder pressure data.

[0061] The pressure data includes engine cylinder gas pressure data and throttle valve pressure data. The throttle valve is a controllable valve that controls the air entering the engine. After entering the intake manifold, the gas mixes with gasoline to form a combustible mixture, which then burns to produce power. In practical applications, engine cylinder pressure data is usually measured by sensors in the engine's gas path system, such as... Figure 3 As shown, Figure 3 This describes the structure of the engine's natural gas gas path system. The gas engine gas path system consists of three key actuators: the intake throttle valve, the exhaust gas recirculation (EGR) valve, and the turbine bypass valve. Pressure data is measured by a sensor group within the gas path system. Specifically, the sensor group comprises sensors such as a boost pressure sensor, an intake pressure sensor, an intake flow sensor, and an EGR pre-pressure sensor.

[0062] in, Figure 3 In the diagram, 1 represents the engine, 2 represents the EGR valve, 3 represents the exhaust gas release valve, 4 represents the Variable Geometry Turbocharger (VGT) system, 5 represents the pressure relief valve, 6 represents the throttle valve, 7 represents the mixer, 8 represents the three-way catalytic converter, Q1 represents fresh air, Q2 represents natural gas, and Q3 represents exhaust gas.

[0063] S202: Calculate the engine's first gas flow rate value based on gas pressure data.

[0064] The gas pressure data includes intake pressure data and in-cylinder residual gas pressure data. The first gas flow rate value represents the actual intake flow rate calculated based on the gas pressure data, i.e., the fresh air charge. The gas pressure data is mainly measured by the intake pressure sensor and is the primary charge model for calculating the gas flow rate. Specifically, the first gas flow rate value is the difference between the total intake charge value and the fuel consumption. Since the EGR valve controls the amount of exhaust gas entering the intake manifold, allowing a certain amount of exhaust gas to flow into the intake manifold for recirculation, the effect of the EGR valve must also be considered when calculating the actual intake flow rate. That is, the difference between the total charge value and the fuel consumption is subtracted from the EGR valve's charge value. The total charge value is the product of the pressure value caused by the actual intake and the pressure-charge conversion coefficient. The pressure-charge conversion coefficient refers to the intake charge coefficient corresponding to each intake pressure and engine speed obtained through bench calibration data. The pressure value caused by the actual intake is calculated from the intake pressure value and the in-cylinder residual gas pressure value. Fuel consumption refers to relative fuel consumption. Under the condition of an air-fuel ratio of 1, 100% intake charge requires 100% relative fuel injection for complete combustion.

[0065] S203: Calculate the engine's second gas flow rate based on throttle pressure data.

[0066] The throttle pressure data includes the pressure values ​​before and after the throttle valve. The second gas flow rate value represents the fresh air charge calculated based on the throttle pressure data. The second gas flow rate value, calculated from the throttle pressure data, serves as a secondary charge model for calculating airflow, supplementing the primary charge model and improving the accuracy of the calculation results. Specifically, the second gas flow rate value is calculated differently depending on the engine's operating conditions. When the throttle valve pressure ratio is less than or equal to 0.95, the actual flow rate through the throttle valve can be directly obtained from the throttle flow rate characteristic table. However, when the throttle valve pressure ratio is greater than 0.95, it cannot be directly obtained from the throttle flow rate characteristic table, and an interpolation calculation method is often used to obtain the additional airflow through the throttle valve.

[0067] The valve body flow characteristic table calculates the actual flow based on the standard flow. When calculating the standard flow, it is necessary to multiply by the Saint-Venant coefficient obtained from the Saint-Venant table based on the pressure ratio. When the throttle pressure ratio is greater than 0.95, a very small change in pressure ratio will cause a large change in air flow. Therefore, a pressure ratio of 0.95 is used as the critical point: when the pressure ratio is less than 0.95, the actual flow is obtained by using the throttle flow characteristic table (based on the opening and pressure ratio to look up the flow); when the pressure ratio is greater than 0.95, the additional actual flow is obtained by the difference.

[0068] S204: Integrate the first gas flow rate value and the second gas flow rate value to obtain the target gas flow rate of the engine cylinder.

[0069] The integral function corrects the second gas flow rate value using integral control rules, eliminating steady-state error. Steady-state error, in a proportional-integral-derivative (PI) control system, refers to the deviation between the input and output of the proportional controller when the change in output cannot be restored to the setpoint after proportional adjustment reaches equilibrium. Generally, steady-state error is the difference between the setpoint and the new steady-state value after the transient process. The integral control rule states that the output change p of the controller is proportional to the integral of the input deviation e. Adding integral control to proportional control creates the proportional-integral (PI) control law.

[0070] In the above-mentioned gas flow acquisition method, by acquiring the gas pressure data of the engine cylinder and the throttle valve pressure data, and calculating the first gas flow value and the second gas flow value of the engine respectively, and integrating the first gas flow value and the second gas flow value, the target gas flow of the engine cylinder is obtained. This method can acquire the gas flow in the engine cylinder in real time, thereby controlling the engine throttle valve according to the gas flow and avoiding major engine failures.

[0071] In one embodiment, such as Figure 4 As shown, the calculation of the engine's first gas flow rate value based on gas pressure data includes:

[0072] S401: Acquire the intake pressure and residual pressure values ​​from the gas pressure data, as well as the engine's calibration conversion factor and relative fuel consumption values.

[0073] The intake pressure value refers to the value collected by the intake pressure sensor; the residual pressure value is the pressure of the gas participating in the combustion within the cylinder; the calibration conversion factor refers to the intake charge coefficient corresponding to each intake pressure and engine speed obtained through bench calibration data; and the relative fuel consumption value refers to the requirement of 100% relative fuel injection quantity for 100% intake charge to be completely combusted under an air-fuel ratio of 1. In practical applications, the relative fuel consumption value also needs to consider the impact of correction parameters such as starting gas quantity and injection quantity on the relative fuel consumption value.

[0074] S402: The intake air volume of the engine is obtained based on the intake pressure value, residual pressure value, and conversion coefficient.

[0075] Where the intake pressure is represented by P1, the residual pressure by P2, and the conversion factor by n, the formula for calculating the intake charge is:

[0076] Q in =(P1-P2)×n

[0077] S403: Calculate the gas flow rate of the engine exhaust valve based on gas pressure data.

[0078] The gas flow rate value refers to the charge value of the EGR valve. Specifically, based on the EGR valve flow characteristic table, the charge value corresponding to the current opening degree of the EGR valve can be obtained. The calibration method of the EGR valve flow characteristic table is similar to the calibration method of the conversion coefficient. The EGR valve flow rate value corresponding to each valve opening degree is obtained through bench calibration data.

[0079] S404: Calculate the difference between the intake air charge value, the relative fuel consumption value, and the gas flow value to obtain the first gas flow value.

[0080] The relative fuel consumption is expressed as L, and the gas flow rate is expressed as Q. E The intake air volume value is Q. in The formula for calculating the first gas flow rate is as follows:

[0081] Q x1 =Q in -LQ E

[0082] In this embodiment, by acquiring the intake pressure and residual pressure values ​​from the gas pressure data, as well as the engine's calibration conversion coefficient and relative fuel consumption value, and obtaining the engine's intake charge value based on the intake pressure value, residual pressure value, and conversion coefficient, the gas flow rate of the engine's exhaust valve is calculated based on the gas pressure data. The difference between the intake charge value, relative fuel consumption value, and gas flow rate value is calculated to obtain the first gas flow rate value. This allows for real-time acquisition of the gas flow rate in the engine cylinder, ensuring the accuracy of the gas flow rate value.

[0083] In one embodiment, such as Figure 5 As shown, the calculation of the engine's second gas flow value based on throttle pressure data includes:

[0084] S501: Obtain the pressure values ​​before and after the engine throttle valve from the throttle valve pressure data, and calculate the pressure ratio of the engine throttle valve based on the pressure values.

[0085] The pressure value before the engine throttle valve is represented by P. q The pressure value after the engine throttle is expressed as P. h The pressure ratio of the engine throttle valve is expressed as: P q / P h .

[0086] S502: Logic for determining the engine's operating conditions based on the pressure ratio and obtaining the flow rate values ​​for each operating condition.

[0087] Practical experience shows that when the throttle pressure ratio is greater than 0.95, every 0.01 increase in the pressure ratio will have a significant impact on the calculation of the gas flow rate. Therefore, a pressure ratio of 0.95 is usually used as the critical point: when the pressure ratio is less than or equal to 0.95, it is considered the first operating condition; when the pressure ratio is greater than 0.95, it is the second operating condition.

[0088] S503: Calculate the flow rate value for each operating condition based on the flow rate calculation logic, and obtain the engine's second gas flow rate value based on the flow rate value for each operating condition.

[0089] Specifically, based on the flow rate calculation logic under different operating conditions, the flow rate corresponding to each operating condition is calculated separately, thereby obtaining the gas flow rate through the throttle valve under all operating conditions.

[0090] In this embodiment, by acquiring the pressure values ​​before and after the engine throttle valve in the throttle valve pressure data, calculating the pressure ratio of the engine throttle valve based on the pressure values, determining the engine operating condition based on the pressure ratio, and acquiring the flow value calculation logic for each operating condition, the flow value for each operating condition is calculated based on the flow value calculation logic, and the second gas flow value of the engine is obtained based on the flow value for each operating condition, thus ensuring the accuracy of the gas flow value.

[0091] In one embodiment, such as Figure 6 As shown, the above-mentioned flow rate calculation logic calculates the flow rate value for each operating condition, and obtains the engine's second gas flow rate value based on the flow rate value for each operating condition, including:

[0092] S601: Determine whether the pressure ratio is greater than the preset ratio.

[0093] The preset ratio refers to the critical value for judging the working condition, that is, whether the pressure ratio is greater than 0.95.

[0094] S602: When the pressure ratio is less than or equal to the preset ratio, the first operating condition flow value of the engine is obtained according to the preset flow characteristic table; when the pressure ratio is greater than the preset ratio, the second operating condition flow value of the engine is calculated according to the preset standard coefficient and the difference calculation method.

[0095] Specifically, when the pressure ratio is less than or equal to 0.95 (i.e., the first operating condition), the corresponding flow rate can be directly obtained from the pre-calibrated flow characteristic table and used as the flow rate value for the first operating condition. When the pressure ratio is greater than 0.95 (i.e., the second operating condition), an additional flow rate value exceeding 0.95 can be obtained through the difference calculation method and used as the flow rate value for the second operating condition.

[0096] S603: Add the first operating condition flow rate value and the second operating condition flow rate value to obtain the engine's second gas flow rate value.

[0097] The flow rate under the first operating condition and the flow rate under the second operating condition are added together to obtain the flow rate under all operating conditions of the engine, which is the second gas flow rate.

[0098] In this embodiment, by determining whether the pressure ratio is greater than a preset ratio, when the pressure ratio is less than or equal to the preset ratio, the first operating condition flow value of the engine is obtained according to the preset flow characteristic table; when the pressure ratio is greater than the preset ratio, the second operating condition flow value of the engine is calculated according to the preset standard coefficient and the difference calculation method. Finally, the first operating condition flow value and the second operating condition flow value are added together to obtain the second gas flow value of the engine, which can accurately obtain the actual intake flow value of the engine.

[0099] In one embodiment, the above-mentioned integral processing of the first gas flow rate value and the second gas flow rate value includes: obtaining the deviation between the second gas flow rate value and the first gas flow rate value; and correcting the second gas flow rate value according to the deviation and a preset integral control rule.

[0100] Among them, the preset integral control rule refers to the integral control rule, which includes an integral anti-saturation function to eliminate the deviation between the second gas flow rate value and the first gas flow rate value. In practical applications, for the obtained target gas flow rate of the engine cylinder, closed-loop control based on torque-based charge requirements can also be performed to increase the accuracy of the calculation results. Specifically, such as... Figure 7 As shown, closed-loop control is achieved through PID regulation. Here, charge demand refers to the amount of fresh air required per unit stroke of the cylinder for the engine to achieve a certain output torque.

[0101] In this embodiment, by obtaining the deviation between the second gas flow rate value and the first gas flow rate value, and correcting the second gas flow rate value according to the deviation and the preset integral control rules, the accuracy of the gas flow rate calculation value can be guaranteed. Thus, the engine throttle valve can be controlled according to the gas flow rate to avoid major engine failures.

[0102] In one embodiment, such as Figure 8 As shown, an engine throttle control method is provided, which includes the following steps:

[0103] S801: Obtain the first gas flow rate value, the second gas flow rate value, and the target gas flow rate obtained by any one of the gas flow rate acquisition methods.

[0104] In practical applications, sensor malfunctions can lead to inaccurate measurement results, thus requiring verification of the validity of the calculated gas flow rate.

[0105] S802: Determine whether the first gas flow rate value meets the valid conditions.

[0106] The "valid condition" refers to whether the sensor involved in calculating the first gas flow rate value is malfunctioning. If the first gas flow rate value is valid, it means the calculation result is accurate, and the engine throttle is directly controlled based on the target gas flow rate. If the first gas flow rate value is invalid, that is, when the main charging model fails, the secondary charging model can take over the role of the main charging model and control the engine throttle based on the calculated second gas flow rate value.

[0107] S803: If the first gas flow rate value meets the valid condition, the engine throttle valve is controlled to move to the first position according to the target gas flow rate; if the first gas flow rate value does not meet the valid condition, the engine throttle valve is controlled to move to the second position according to the second gas flow rate value.

[0108] The first position refers to the first throttle opening controlled according to the target gas flow rate, and the second position refers to the second throttle opening controlled according to the second gas flow rate value.

[0109] In this embodiment, the first gas flow rate value, the second gas flow rate value, and the target gas flow rate are obtained by any one of the gas flow rate acquisition methods. It is then determined whether the first gas flow rate value meets the valid conditions. If the first gas flow rate value meets the valid conditions, the engine throttle valve is controlled to move to the first position according to the target gas flow rate. If the first gas flow rate value does not meet the valid conditions, the engine throttle valve is controlled to move to the second position according to the second gas flow rate value. This allows the throttle valve to be controlled based on the calculation results of the secondary charging model when the primary charging model fails, ensuring accurate control of the throttle valve and preventing major engine malfunctions.

[0110] In one embodiment, the above-described engine throttle control method further includes: setting a stationary position for the engine throttle; and controlling the engine throttle to move to the stationary position when the engine throttle malfunctions.

[0111] The stationary position refers to the mechanical soft stop of the throttle valve, which is the position where the throttle vanes remain when the throttle body is stationary and not driven by the duty cycle. The stationary position is not a fully closed position in a physical sense; it is usually about 10% of the throttle opening.

[0112] In this embodiment, by setting a stationary position for the engine throttle valve, when the engine throttle valve malfunctions, controlling the engine throttle valve to move to the stationary position can prevent the engine from failing to work due to the throttle valve being completely closed when out of control.

[0113] In one embodiment, such as Figure 9 As shown, a model-based closed-loop control method for airflow in a natural gas engine is provided, including the calculation and verification of the main charging and secondary charging models, wherein:

[0114] Main charging model: The pressure value caused by the intake air is obtained by subtracting the partial pressure of the residual gas in the cylinder from the value collected by the intake air pressure sensor. The total intake air charge value is obtained by multiplying the pressure and charge conversion coefficient. The actual fresh air charge value is obtained by subtracting the relative fuel consumption and EGR charge value.

[0115] Secondary intake model: When the throttle body pressure ratio is less than 0.95, the actual airflow through the throttle body is obtained based on the throttle body flow characteristics. When the throttle body pressure ratio is greater than 0.95, the Saint-Venant coefficient used to calculate the standard flow fluctuates significantly, so interpolation is used to obtain additional airflow. The two are added together to obtain the actual airflow through the throttle body under all operating conditions. Integral control is performed using the results calculated by the secondary intake model and the main intake model, and the integral control calculation includes an integral anti-saturation function. This is used to learn and correct from the main intake model to obtain the corrected actual intake airflow of the secondary intake model.

[0116] In this embodiment, by using the main charging model and the secondary charging model to calculate the actual intake air flow of the air passage, and by using the secondary charging model to replace the main charging model when the main charging model fails, the actual intake air flow of the engine can be accurately controlled, the engine throttle valve can be reasonably controlled, and the engine knocking or misfire can be avoided.

[0117] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0118] Based on the same inventive concept, this application also provides a gas flow acquisition device for implementing the gas flow acquisition method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more gas flow acquisition device embodiments provided below can be found in the limitations of the gas flow acquisition method described above, and will not be repeated here.

[0119] In one embodiment, such as Figure 10 As shown, a gas flow rate acquisition device is provided, comprising: a pressure data acquisition module 10, a first flow rate calculation module 20, a second flow rate calculation module 30, and a gas flow rate acquisition module 40, wherein:

[0120] The pressure data acquisition module 10 is used to acquire pressure data of the engine cylinder, including gas pressure data and throttle valve pressure data.

[0121] The first flow calculation module 20 is used to calculate the first gas flow value of the engine based on the gas pressure data.

[0122] The second flow calculation module 30 is used to calculate the second gas flow value of the engine based on the throttle pressure data.

[0123] The gas flow acquisition module 40 is used to integrate the first gas flow value and the second gas flow value to obtain the target gas flow rate of the engine cylinder.

[0124] In one embodiment, the first flow calculation module includes: a pressure value acquisition unit, a charge value acquisition unit, a flow rate value acquisition and calculation unit, and a first gas flow rate value calculation unit, wherein:

[0125] The pressure value acquisition unit is used to acquire the intake pressure value and residual pressure value in the gas pressure data, as well as the engine's calibration conversion coefficient and relative fuel consumption value.

[0126] The charge quantity acquisition unit is used to obtain the engine's intake charge quantity value based on the intake pressure value, residual pressure value, and conversion coefficient.

[0127] The flow rate acquisition and calculation unit is used to calculate the gas flow rate of the engine exhaust valve based on the gas pressure data.

[0128] The first gas flow rate calculation unit is used to calculate the difference between the intake air charge value, the relative fuel consumption value, and the gas flow rate value to obtain the first gas flow rate value.

[0129] In one embodiment, the second flow calculation module includes: a pressure ratio calculation unit, a calculation logic acquisition unit, and a second gas flow rate value calculation unit, wherein:

[0130] The pressure ratio calculation unit is used to obtain the pressure values ​​before and after the engine throttle valve in the throttle valve pressure data, and calculate the pressure ratio of the engine throttle valve based on the pressure values.

[0131] The calculation logic acquisition unit is used to determine the engine's operating conditions based on the pressure ratio and to acquire the flow rate calculation logic for each operating condition.

[0132] The second gas flow rate calculation unit is used to calculate the flow rate under each operating condition according to the flow rate calculation logic, and to obtain the second gas flow rate of the engine based on the flow rate under each operating condition.

[0133] In one embodiment, the second gas flow rate calculation unit includes: a pressure ratio judgment subunit, a first flow rate acquisition subunit, a second flow rate calculation subunit, and a second gas flow rate acquisition subunit, wherein:

[0134] The pressure ratio judgment subunit is used to determine whether the pressure ratio is greater than a preset ratio.

[0135] The first flow rate value acquisition subunit is used to acquire the first operating condition flow rate value of the engine according to the preset flow characteristic table when the pressure ratio is less than or equal to the preset ratio.

[0136] The second flow rate calculation subunit is used to calculate the second operating condition flow rate of the engine according to the preset standard coefficient and the difference calculation method when the pressure ratio is greater than the preset ratio.

[0137] The second gas flow rate acquisition subunit is used to add the first operating condition flow rate value and the second operating condition flow rate value to obtain the second gas flow rate value of the engine.

[0138] In one embodiment, the gas flow rate acquisition module includes: a deviation acquisition unit and a flow rate correction unit, wherein:

[0139] The deviation acquisition unit is used to acquire the deviation between the second gas flow rate value and the first gas flow rate value.

[0140] The flow rate correction unit is used to correct the second gas flow rate based on the deviation and the preset integral control rules.

[0141] In one embodiment, such as Figure 11 As shown, an engine throttle control device is provided, including: a flow rate acquisition module 50, a valid condition judgment module 60, and a throttle control module 70, wherein:

[0142] The flow rate acquisition module 50 is used to acquire the first gas flow rate value, the second gas flow rate value, and the target gas flow rate obtained by the gas flow rate acquisition device.

[0143] The valid condition judgment module 60 is used to determine whether the first gas flow rate value meets the valid condition.

[0144] The throttle control module 70 is used to control the engine throttle to move to a first position according to the target gas flow rate if the first gas flow rate value meets the valid condition; and to control the engine throttle to move to a second position according to the second gas flow rate value if the first gas flow rate value does not meet the valid condition.

[0145] In one embodiment, the throttle control module is further configured to set the engine throttle to a stationary position; when the engine throttle malfunctions, it controls the engine throttle to move to the stationary position.

[0146] The modules in the aforementioned gas flow acquisition device and engine throttle control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0147] In one embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 12 As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When executed by the processor, the computer program implements a gas flow acquisition method or an engine throttle control method. The display unit is used to form a visually visible image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0148] Those skilled in the art will understand that Figure 12 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0149] In one embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to perform the following steps: acquiring pressure data of an engine cylinder, the pressure data including gas pressure data and throttle pressure data; calculating a first gas flow rate value of the engine based on the gas pressure data; calculating a second gas flow rate value of the engine based on the throttle pressure data; and integrating the first gas flow rate value and the second gas flow rate value to obtain a target gas flow rate of the engine cylinder.

[0150] In one embodiment, the calculation of a first gas flow rate value of an engine based on gas pressure data by the processor executing a computer program includes: acquiring the intake pressure value and residual pressure value from the gas pressure data, as well as the engine's calibration conversion coefficient and relative fuel consumption value; obtaining the engine's intake charge value based on the intake pressure value, residual pressure value, and conversion coefficient; calculating the gas flow rate value of the engine's exhaust valve based on the gas pressure data; and calculating the difference between the intake charge value, relative fuel consumption value, and gas flow rate value to obtain the first gas flow rate value.

[0151] In one embodiment, the calculation of the engine's second gas flow value based on throttle pressure data by the processor executing the computer program includes: acquiring the pressure values ​​before and after the engine throttle in the throttle pressure data, and calculating the engine throttle pressure ratio based on the pressure values; determining the engine's operating condition based on the pressure ratio, and acquiring the flow value calculation logic for each operating condition; calculating the flow value for each operating condition based on the flow value calculation logic, and obtaining the engine's second gas flow value based on the flow value for each operating condition.

[0152] In one embodiment, the processor executing the computer program involves calculating the flow rate value for each operating condition based on the flow rate value calculation logic, and obtaining the engine's second gas flow rate value based on the flow rate value for each operating condition. This includes: determining whether the pressure ratio is greater than a preset ratio; when the pressure ratio is less than or equal to the preset ratio, obtaining the engine's first operating condition flow rate value according to a preset flow characteristic table; when the pressure ratio is greater than the preset ratio, calculating the engine's second operating condition flow rate value according to a preset standard coefficient and a difference calculation method; and adding the first operating condition flow rate value and the second operating condition flow rate value to obtain the engine's second gas flow rate value.

[0153] In one embodiment, the integral processing of the first gas flow rate value and the second gas flow rate value involved in the processor executing the computer program includes: obtaining the deviation between the second gas flow rate value and the first gas flow rate value; and correcting the second gas flow rate value according to the deviation and a preset integral control rule.

[0154] In one embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to perform the following steps: acquiring a first gas flow rate value, a second gas flow rate value, and a target gas flow rate obtained by a gas flow rate acquisition method; determining whether the first gas flow rate value meets a valid condition; if the first gas flow rate value meets the valid condition, controlling the engine throttle valve to move to a first position according to the target gas flow rate; if the first gas flow rate value does not meet the valid condition, controlling the engine throttle valve to move to a second position according to the second gas flow rate value.

[0155] In one embodiment, when the processor executes the computer program, it also performs the following steps: setting the engine throttle valve to a stationary position; and controlling the engine throttle valve to move to the stationary position when the engine throttle valve malfunctions.

[0156] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, performs the following steps: acquiring pressure data of an engine cylinder, the pressure data including gas pressure data and throttle valve pressure data; calculating a first gas flow rate value of the engine based on the gas pressure data; calculating a second gas flow rate value of the engine based on the throttle valve pressure data; and integrating the first gas flow rate value and the second gas flow rate value to obtain a target gas flow rate of the engine cylinder.

[0157] In one embodiment, when the computer program is executed by the processor, the calculation of a first gas flow rate value of the engine based on gas pressure data includes: acquiring the intake pressure value and residual pressure value from the gas pressure data, as well as the engine's calibration conversion coefficient and relative fuel consumption value; obtaining the engine's intake charge value based on the intake pressure value, residual pressure value, and conversion coefficient; calculating the gas flow rate value of the engine's exhaust valve based on the gas pressure data; and calculating the difference between the intake charge value, relative fuel consumption value, and gas flow rate value to obtain the first gas flow rate value.

[0158] In one embodiment, the computer program, when executed by a processor, involves calculating a second gas flow value of the engine based on throttle pressure data, including: acquiring pressure values ​​before and after the engine throttle in the throttle pressure data, and calculating the pressure ratio of the engine throttle based on the pressure values; determining the engine operating condition based on the pressure ratio, and acquiring flow value calculation logic for each operating condition; calculating the flow value for each operating condition based on the flow value calculation logic, and obtaining the second gas flow value of the engine based on the flow value for each operating condition.

[0159] In one embodiment, when the computer program is executed by the processor, the calculation logic based on the flow rate value for each operating condition, and the calculation of the second gas flow rate value of the engine based on the flow rate value for each operating condition, includes: determining whether the pressure ratio is greater than a preset ratio; when the pressure ratio is less than or equal to the preset ratio, obtaining the first operating condition flow rate value of the engine based on a preset flow characteristic table; when the pressure ratio is greater than the preset ratio, calculating the second operating condition flow rate value of the engine based on a preset standard coefficient and a difference calculation method; and adding the first operating condition flow rate value and the second operating condition flow rate value to obtain the second gas flow rate value of the engine.

[0160] In one embodiment, when the computer program is executed by the processor, the integral processing of the first gas flow rate value and the second gas flow rate value includes: obtaining the deviation between the second gas flow rate value and the first gas flow rate value; and correcting the second gas flow rate value according to the deviation and a preset integral control rule.

[0161] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon. When the computer program is executed by a processor, it performs the following steps: acquiring a first gas flow rate value, a second gas flow rate value, and a target gas flow rate obtained by a gas flow rate acquisition method; determining whether the first gas flow rate value meets a valid condition; if the first gas flow rate value meets the valid condition, controlling the engine throttle valve to move to a first position based on the target gas flow rate; if the first gas flow rate value does not meet the valid condition, controlling the engine throttle valve to move to a second position based on the second gas flow rate value.

[0162] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: setting the engine throttle valve to a stationary position; and controlling the engine throttle valve to move to the stationary position when the engine throttle valve malfunctions.

[0163] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, performs the following steps: acquiring pressure data of an engine cylinder, the pressure data including gas pressure data and throttle pressure data; calculating a first gas flow rate value of the engine based on the gas pressure data; calculating a second gas flow rate value of the engine based on the throttle pressure data; and integrating the first gas flow rate value and the second gas flow rate value to obtain a target gas flow rate of the engine cylinder.

[0164] In one embodiment, when the computer program is executed by the processor, the calculation of a first gas flow rate value of the engine based on gas pressure data includes: acquiring the intake pressure value and residual pressure value from the gas pressure data, as well as the engine's calibration conversion coefficient and relative fuel consumption value; obtaining the engine's intake charge value based on the intake pressure value, residual pressure value, and conversion coefficient; calculating the gas flow rate value of the engine's exhaust valve based on the gas pressure data; and calculating the difference between the intake charge value, relative fuel consumption value, and gas flow rate value to obtain the first gas flow rate value.

[0165] In one embodiment, the computer program, when executed by a processor, involves calculating a second gas flow value of the engine based on throttle pressure data, including: acquiring pressure values ​​before and after the engine throttle in the throttle pressure data, and calculating the pressure ratio of the engine throttle based on the pressure values; determining the engine operating condition based on the pressure ratio, and acquiring flow value calculation logic for each operating condition; calculating the flow value for each operating condition based on the flow value calculation logic, and obtaining the second gas flow value of the engine based on the flow value for each operating condition.

[0166] In one embodiment, when the computer program is executed by the processor, the calculation logic based on the flow rate value for each operating condition, and the calculation of the second gas flow rate value of the engine based on the flow rate value for each operating condition, includes: determining whether the pressure ratio is greater than a preset ratio; when the pressure ratio is less than or equal to the preset ratio, obtaining the first operating condition flow rate value of the engine based on a preset flow characteristic table; when the pressure ratio is greater than the preset ratio, calculating the second operating condition flow rate value of the engine based on a preset standard coefficient and a difference calculation method; and adding the first operating condition flow rate value and the second operating condition flow rate value to obtain the second gas flow rate value of the engine.

[0167] In one embodiment, when the computer program is executed by the processor, the integral processing of the first gas flow rate value and the second gas flow rate value includes: obtaining the deviation between the second gas flow rate value and the first gas flow rate value; and correcting the second gas flow rate value according to the deviation and a preset integral control rule.

[0168] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, performs the following steps: acquiring a first gas flow rate value, a second gas flow rate value, and a target gas flow rate obtained by a gas flow rate acquisition method; determining whether the first gas flow rate value meets a valid condition; if the first gas flow rate value meets the valid condition, controlling the engine throttle valve to move to a first position based on the target gas flow rate; if the first gas flow rate value does not meet the valid condition, controlling the engine throttle valve to move to a second position based on the second gas flow rate value.

[0169] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: setting the engine throttle valve to a stationary position; and controlling the engine throttle valve to move to the stationary position when the engine throttle valve malfunctions.

[0170] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0171] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0172] The above embodiments are merely illustrative of several implementation methods of this application, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for obtaining gas flow rate, characterized in that, The method includes: Acquire pressure data of engine cylinders, including gas pressure data and throttle valve pressure data; The calculation of the engine's first gas flow rate value based on the gas pressure data specifically includes: The intake pressure and residual pressure values ​​in the gas pressure data, as well as the engine's calibration conversion coefficient and relative fuel consumption values, are obtained. The intake air charge value of the engine is obtained based on the intake pressure value, the residual pressure value, and the conversion coefficient. Calculate the gas flow rate of the engine exhaust valve based on the gas pressure data; The difference between the intake air charge value and the relative fuel consumption value and gas flow value is calculated to obtain the first gas flow value; The second gas flow rate value of the engine is calculated based on the throttle pressure data, specifically including: Obtain the pressure values ​​before and after the engine throttle valve in the throttle valve pressure data, and calculate the pressure ratio of the engine throttle valve based on the pressure values; The operating conditions of the engine are determined based on the pressure ratio, and the flow rate calculation logic for each operating condition is obtained. The flow rate value for each operating condition is calculated based on the flow rate calculation logic, and the second gas flow rate value of the engine is obtained based on the flow rate value for each operating condition, specifically including: Determine whether the pressure ratio is greater than a preset ratio; When the pressure ratio is less than or equal to the preset ratio, the first operating condition flow value of the engine is obtained according to the preset flow characteristic table. When the pressure ratio is greater than the preset ratio, the second operating condition flow value of the engine is calculated according to the preset standard coefficient and the difference calculation method. The second gas flow rate of the engine is obtained by adding the first operating condition flow rate value and the second operating condition flow rate value. The first gas flow rate value and the second gas flow rate value are integrated to obtain the target gas flow rate of the engine cylinder.

2. The method according to claim 1, characterized in that, The integration of the first gas flow rate value and the second gas flow rate value includes: Obtain the deviation between the second gas flow rate value and the first gas flow rate value; The second gas flow rate value is corrected based on the deviation and the preset integral control rules.

3. A method for controlling an engine throttle valve, characterized in that, The method includes: Obtain the first gas flow rate value, the second gas flow rate value, and the target gas flow rate obtained by the gas flow rate acquisition method according to any one of claims 1 to 2; Determine whether the first gas flow rate value meets the valid conditions; If the first gas flow rate value meets the valid condition, then the engine throttle valve is controlled to move to the first position according to the target gas flow rate; If the first gas flow rate value does not meet the effective condition, the engine throttle valve is controlled to move to the second position according to the second gas flow rate value.

4. The method according to claim 3, characterized in that, The method further includes: Set the engine throttle valve to a stationary position; When the engine throttle valve malfunctions, the engine throttle valve is controlled to move to the stationary position.

5. A gas flow rate acquisition device, characterized in that, The apparatus is applied to the gas flow rate acquisition method as described in any one of claims 1-2; the apparatus comprises: The pressure data acquisition module is used to acquire pressure data of the engine cylinder, including gas pressure data and throttle valve pressure data. The first flow calculation module is used to calculate the first gas flow value of the engine based on the gas pressure data; The second flow calculation module is used to calculate the second gas flow value of the engine based on the throttle pressure data. The gas flow acquisition module is used to integrate the first gas flow value and the second gas flow value to obtain the target gas flow rate of the engine cylinder.

6. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 2 or 3 to 4.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 2 or 3 to 4.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 2 or 3 to 4.

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