Analytical calculation model for engine torque for real-time control

Abstract

This invention relates to an analytical calculation model for engine torque in real-time control, belonging to the field of engine technology. The model includes analytical calculation models for the engine intake system, the thermodynamic processes of each cylinder, the exhaust system, and the crankshaft dynamics. Based on the engine operating mechanism, this analytical torque calculation model can characterize the fluctuation characteristics of engine output torque compared to traditional average value models, and is suitable for torsional vibration analysis and control of vehicle transmission systems equipped with engines. The model has a clear structure and is computationally simple, requiring no specific solver support for online calculation of engine output torque and the states of various components, and can be used for real-time engine control based on microcontrollers.

Description

Technical Field

[0001] This invention belongs to the field of engine technology and relates to an analytical calculation model for engine torque for real-time control. Background Technology

[0002] Existing engine torque models used for real-time vehicle control are average value models. These models integrate engine torque as a function of intake manifold pressure, air-fuel ratio, ignition angle, and engine speed, neglecting the periodic variation of torque in each cylinder with crankshaft angle. Therefore, average value models only provide the average value of engine output torque and are insufficient to characterize the fluctuation characteristics of engine output torque.

[0003] During actual vehicle operation, engine torque fluctuations cause torsional vibrations in the transmission system. Since average value models cannot characterize torque fluctuations, they cannot be used for system torsional vibration analysis and active torsional vibration suppression. Therefore, it is necessary to develop an analytical calculation model for engine torque that can characterize torque fluctuations and is suitable for real-time control. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide an analytical calculation model for engine torque in real-time control. This model includes analytical calculation models for the engine intake system, thermodynamic processes of each cylinder, exhaust system, and crankshaft dynamics. Compared to existing average value models, this invention, starting from the engine's operating mechanism, can characterize the torque fluctuation characteristics during engine operation. This model is applicable to torsional vibration analysis and control of vehicle transmission systems equipped with engines.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] An analytical calculation model for engine torque in real-time control includes an analytical calculation model for the engine intake system. This model takes the environmental parameters at the inlet of the engine air filter and the output of the air filter outlet as inputs, and combines them with the air filter structural parameters to establish an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the throttle inlet, and the output at the throttle outlet as inputs, and combines them with the flow coefficient at the throttle to establish a throttle flow model; and takes the output at the inlet of the intake manifold and the output at the intake manifold outlet as inputs, and combines them with the intake manifold structural parameters to establish an intake manifold flow / temperature / pressure / working fluid characteristic parameter model.

[0007] An analytical calculation model for the thermodynamic processes of each cylinder of the engine is established. This model takes the intake valve inlet and outlet outputs as inputs, and combines them with intake valve structural parameters, intake valve opening angle, the relationship between intake valve lift and crankshaft angle, and the relationship between engine speed and crankshaft angle to establish an intake valve flow model. Using the output of the intake valve flow model as input, and combining it with the target air-fuel ratio, a fuel injection quantity calculation model is established for each working cycle. An instantaneous cylinder volume calculation model is established using engine speed as input. The output of the fuel injection quantity calculation model is... A combustion heat release model is established by taking the target air-fuel ratio and engine ignition angle, combined with the relationship between engine speed and crankshaft angle; an in-cylinder heat transfer model is established by taking the output of the instantaneous volume model of the engine cylinder and the output of the in-cylinder mass / pressure / temperature / working fluid characteristic parameter model as inputs; and an exhaust valve flow model is established by taking the output of the exhaust valve inlet and outlet as inputs, combined with the exhaust valve structural parameters, exhaust valve opening angle, exhaust valve lift and crankshaft angle, and the relationship between engine speed and crankshaft angle.

[0008] Using the outputs of the intake valve flow model, exhaust valve flow model, in-cylinder instantaneous volume calculation model, combustion heat release model, and heat transfer model as inputs, an in-cylinder mass / pressure / temperature / working fluid characteristic parameter model is established.

[0009] An analytical calculation model for the engine exhaust system is presented. This model establishes models for the exhaust manifold's flow / temperature / pressure / working fluid characteristics, the three-way catalytic converter's flow / temperature / pressure, and the muffler's flow / temperature / pressure, based on the components of the engine exhaust system. Using the exhaust manifold inlet and outlet outputs as inputs, and combining exhaust manifold structural parameters, a model for the exhaust manifold's flow / temperature / pressure / working fluid characteristics is established. Similarly, using the three-way catalytic converter's inlet and outlet outputs as inputs, and combining three-way catalytic converter structural parameters, a model for the three-way catalytic converter's flow / temperature / pressure is established. Finally, using the muffler inlet outputs and the engine muffler outlet environmental parameters as inputs, and combining muffler structural parameters, a model for the muffler's flow / temperature / pressure is established.

[0010] The engine crankshaft dynamics analytical calculation model is established by taking the output of the in-cylinder mass / pressure / temperature / working fluid characteristic parameters of each cylinder as input.

[0011] The beneficial effects of this invention are as follows:

[0012] 1. The engine torque analytical calculation model of the present invention starts from the engine operating mechanism and can characterize the fluctuation characteristics of engine output torque compared with the traditional average value model. It is suitable for torsional vibration analysis and torsional vibration control of vehicle transmission system equipped with engine.

[0013] 2. This invention constructs an analytical calculation model for engine torque by establishing analytical calculation models for the engine intake system, the thermodynamic processes of each cylinder, the exhaust system, and the engine crankshaft dynamics. This model has a clear structure and is computationally simple. It can be used online to solve for engine output torque and the states of each component without requiring specific solver support, and can be used for real-time engine control based on microcontrollers.

[0014] Other advantages, objectives, and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0015] To make the objectives, technical solutions, and advantages of the present invention clearer, the preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein:

[0016] Figure 1 This is a diagram of the computational model framework of the present invention;

[0017] Figure 2 The data flow diagram is (1);

[0018] Figure 3 This is a data flow diagram (2).

[0019] Figure labels: 1. Air filter flow / temperature / pressure model; 2. Throttle valve flow model; 3. Intake manifold flow / temperature / pressure / working fluid characteristic parameter model; 4. Intake valve flow model; 5. Fuel injection quantity calculation model; 6. Instantaneous cylinder volume calculation model; 7. Combustion heat release model; 8. Heat transfer model; 9. Exhaust valve flow model; 10. In-cylinder mass / pressure / temperature / working fluid characteristic parameter model; 11. Exhaust manifold flow / temperature / pressure / working fluid characteristic parameter model; 12. Three-way catalytic converter flow / temperature / pressure model; 13. Muffler flow / temperature / pressure model; 14. Engine crankshaft dynamics analytical calculation model. Detailed Implementation

[0020] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0021] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the invention. To better illustrate the embodiments of the invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0022] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," "front," and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present invention. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0023] Please see Figures 1-3 The specific modeling method of this invention is as follows:

[0024] I. Constructing an analytical calculation model for the engine intake system:

[0025] Based on the components of the engine intake system, establish the engine air filter flow / temperature / pressure model 1, throttle valve flow model 2, and intake manifold flow / temperature / pressure / working fluid characteristic parameter model 3.

[0026] 1.1 Constructing the air filter flow / temperature / pressure model 1:

[0027] Using the environmental parameters at the air filter inlet and the model output at the air filter outlet (throttle valve and intake manifold) as inputs, and combined with the air filter structural parameters, an engine air filter flow / temperature / pressure model is established.

[0028] The air filter is defined as having a higher pressure at the inlet and outlet ports, which is upstream, and a lower pressure at the outlet ports, which is downstream.

[0029] The air filter inlet flow rate can be analytically expressed as: Among them, the air filter inlet flow rate Upstream pressure P AFus Upstream temperature T AFus and downstream pressure P AFds When the ambient pressure is greater than or equal to the air filter pressure, P AFus Equal to environmental pressure P Amb T AFus Equal to ambient temperature T Amb PAFds equal to air filter pressure P AF When the ambient pressure is less than the air filter outlet pressure, P AFus equal to air filter pressure P AF T AFus Equal to air filter temperature T AF P AFds Equal to environmental pressure P Amb .

[0030] Calculate the rate of change of the working fluid mass inside the air filter. in This refers to the flow rate at the throttle valve.

[0031] Calculate the mass m of the working fluid inside the air filter. AF for Points over time: Where m AFInit t represents the initial mass of the working fluid inside the air filter, and t represents time.

[0032] Calculate the rate of temperature change inside the air filter

[0033]

[0034] Among them, H AFus The enthalpy flow upstream of the air filter is given by T, and the upstream temperature is given by T. AFus upstream flow Functional relationship: H AFds The downstream enthalpy flow of the air filter is T, and the downstream temperature is T. AFds With downstream flow Functional relationship The heat transfer rate from the air filter tube wall to the outside; C V This refers to the specific constant-volume heat capacity of the air filter.

[0035] Air filter internal temperature T AF for Points over time: Where T AFInit This is the initial temperature of the working fluid inside the air filter.

[0036] air filter internal pressure P AF :P AF =m AF ×R×T AF / V AF Among them, V AF R is the internal volume of the air filter, and R is the gas constant.

[0037] Considering that the temperature of the working fluid inside the air filter is close to the atmospheric temperature, and its characteristic parameters change little, the specific heat capacity C of the working gas inside the air filter is assumed to be... V The gas constant R is a constant.

[0038] 1.2 Constructing Throttle Flow Model 2:

[0039] Using throttle opening, throttle inlet (air filter model) output, and throttle outlet (intake manifold model) output as inputs, and combining the flow coefficient at the throttle, a throttle flow model is established.

[0040] The throttle valve is defined as having a higher pressure at the inlet and outlet ports, which is upstream, and a lower pressure at the outlet ports, which is downstream.

[0041] The throttle valve flow rate can then be analytically expressed as: in Let θ be the flow rate at the throttle body, and C be the throttle opening. dThro The flow coefficient at the throttle body, P Throus For the upstream pressure of the throttle body, T Throus For the upstream temperature of the throttle body, P Throds This refers to the pressure downstream of the throttle valve.

[0042] 1.3 Constructing the intake manifold flow / temperature / pressure / working fluid characteristic parameter model 3:

[0043] Using the output at the inlet end of the intake manifold (throttle valve model) and the output at the outlet end of the intake manifold (intake valve model of each cylinder) as inputs, and combined with the structural parameters of the intake manifold, a model of the intake manifold flow / temperature / pressure / working fluid characteristic parameters is established.

[0044] The intake manifold is defined as follows: the end with the higher pressure at the intake and exhaust ports is the upstream, and the end with the lower pressure is the downstream.

[0045] The rate of change of the mass of the working fluid inside the intake manifold This can be parsed as the flow rate at the throttle valve. Flow rate at the intake valves of each cylinder Difference:

[0046] Mass of working fluid inside the intake manifold m Maniin It can be parsed as Points over time: Where m ManiinInit Initial mass of the working fluid inside the intake manifold.

[0047] Intake manifold internal temperature change rate

[0048]

[0049] Among them, H Maniinus The enthalpy flow upstream of the intake manifold is given by T, where T is the upstream temperature. Maniinus upstream flow Functional relationship: H Maniinds The downstream enthalpy flow is the intake manifold temperature T. Maniinds With downstream flow Functional relationship The heat transfer rate from the intake manifold wall to the outside; C VManiin The specific heat capacity of the working fluid inside the intake manifold is constant.

[0050] Intake manifold internal temperature T Maniin It can be parsed as Points over time: Where T ManiinInit This is the initial temperature of the working fluid inside the intake manifold.

[0051] Intake manifold internal pressure P Maniin :P Maniin =m Maniin ×R Maniin ×T Maniin / V Maniin V Maniin R is the internal volume of the intake manifold. Maniin is the gas constant.

[0052] Because the engine has an intake valve advance angle, the high-temperature working fluid gas in the cylinder may flow into the intake manifold, causing a significant change in the temperature inside the intake manifold and consequently changing the working fluid characteristic parameters. Therefore, it is necessary to establish an analytical model for the working fluid characteristic parameters in the intake manifold.

[0053] Intake manifold working fluid gas constant R Maniin From the intake manifold temperature T Maniin With pressure P Maniin Analytical expression: R Maniin =f R (T Maniin ,P Maniin );

[0054] The specific heat capacity of the working fluid at constant volume C in the intake manifold VManiin From the intake manifold temperature T Maniin The working fluid gas constant R in the intake manifold Maniin Analytical expression: C VManiin =f CV (T Maniin ,R Maniin );

[0055] Specific enthalpy h of the working fluid in the intake manifold Maniin From the intake manifold temperature T ManiinThe working fluid gas constant R in the intake manifold Maniin Parsing expression: h Maniin =f h (T Maniin ,R Maniin ).

[0056] II. Analytical Calculation Model for Thermodynamic Processes in Each Cylinder of the Engine:

[0057] Based on the working mechanism of each cylinder of the engine, models for intake valve flow, fuel injection quantity calculation, instantaneous in-cylinder volume calculation, combustion heat release, heat transfer, exhaust valve flow, and in-cylinder mass / pressure / temperature / working fluid characteristic parameters are established.

[0058] 2.1 Constructing the Intake Valve Flow Model 4

[0059] Using the intake valve inlet end (intake manifold model), the intake valve outlet end (cylinder mass / pressure / temperature / working fluid characteristic parameter model), and the intake valve opening angle as inputs, and combining the intake valve structural parameters, the relationship between intake valve lift and crankshaft angle, and the relationship between engine speed and crankshaft angle, an intake valve flow model is established.

[0060] The intake and exhaust ports of the intake valve are defined as follows: the end with the higher pressure is upstream, and the end with the lower pressure is downstream.

[0061] Airflow at the intake With intake valve lift l Invlv Intake valve port diameter D Invlv Intake valve flow coefficient C dInvlv Upstream pressure P Invlvus Upstream temperature T Invlvus and downstream pressure P Invlvds Related; when the intake valve advance opening angle and the intake valve delay closing angle are determined, the intake valve lift l Invlv This can be expressed as crankshaft rotation angle. With intake valve opening angle The functional relationship, combined with the engine speed n eng That is, determine the intake valve lift l Invlv The functional relationship with time. The airflow at the intake valve can be analytically expressed as...

[0062] The intake air volume in the cylinder for each working cycle is m Invlv The parsing expression is Points over time: Where T cyc The time consumed for each work cycle is the engine speed n. eng The function.

[0063] When the intake manifold is upstream of the intake valve, the specific enthalpy h at the intake valve is...Invlv Enthalpy h of intake manifold Maniin When the volume upstream of the intake valve is the working volume of the cylinder, the specific enthalpy h at the intake valve is... Invlv Specific enthalpy h cyl .

[0064] 2.2 Constructing a fuel injection quantity calculation model 5

[0065] Using the intake valve flow model output as input and combining it with the target air-fuel ratio, a calculation model for the fuel injection quantity per working cycle is established.

[0066] Fuel injection quantity per cylinder per working cycle (m) fuel This represents the intake air volume (m) per working cycle. Invlv Compared with the target air-fuel ratio (AFR) target Functional relationship: m fuel =m Invlv / AFR target .

[0067] 2.3 Constructing an Intra-cylinder Instantaneous Volume Calculation Model 6

[0068] Using engine speed as input, a calculation model for the instantaneous volume of the engine cylinder is established.

[0069] Instantaneous volume V in cylinder cyl The working volume V of a single cylinder d Compression ratio ε, crank length l crank Link length l conrod and the current crankshaft angle The functional relationship, combined with the engine speed n eng That is, to determine the instantaneous volume inside the cylinder as

[0070] The corresponding rate of change of instantaneous in-cylinder volume over time Represented as V cyl Differential over time:

[0071] 2.4 Constructing a Combustion Exothermic Model 7

[0072] Using the output of the fuel injection quantity calculation model, the target air-fuel ratio, and the engine ignition angle as inputs, and combining the relationship between engine speed and crankshaft angle, a combustion heat release model is established.

[0073] Combustion heat release rate For fuel with low calorific value H u Fuel injection quantity per cylinder per working cycle (m) fuel Target air-fuel ratio (AFR) target Ignition timing corresponds to crankshaft rotation angle position The range of crankshaft angles corresponding to the duration of combustion Current crankshaft angle The functional relationship, combined with the engine speed n eng That is, determining the heat release rate of combustion The duration of combustion a function of engine speed It can be measured through bench testing.

[0074] Meanwhile, the instantaneous fuel combustion rate in the cylinder is expressed as:

[0075] Mass of fuel instantly burned in cylinder m Combfuel for Points over time:

[0076] 2.5 Constructing a heat transfer model 8

[0077] An in-cylinder heat transfer model of the engine is established by taking the output of the instantaneous volume model of the engine cylinder and the output of the model of in-cylinder mass / pressure / temperature / working fluid characteristic parameters as inputs.

[0078] Engine cylinder in-cylinder heat transfer rate This can be expressed as the instantaneous heat transfer area A and the instantaneous temperature T of the working fluid inside the cylinder. cyl Instantaneous temperature T of the heat exchange surface inside the cylinder w The functional relationship, that is

[0079] 2.6 Constructing the Exhaust Valve Flow Model 9

[0080] Using the output at the exhaust valve inlet (cylinder mass / pressure / temperature / working fluid characteristic parameter model) and the output at the exhaust valve outlet (exhaust manifold model) as inputs, and combining the exhaust valve structural parameters, the relationship between exhaust valve lift and crankshaft angle, and the relationship between engine speed and crankshaft angle, an exhaust valve flow model is established.

[0081] The higher pressure end of the exhaust valve inlet and outlet ports is designated as the upstream, and the lower pressure end as the downstream.

[0082] Flow rate at the exhaust end With exhaust valve lift l Exvlv Exhaust valve port diameter D Exvlv Flow coefficient C at the exhaust valve dExvlv Upstream pressure P Exvlvus Upstream temperature T Exvlvus and downstream pressure P Exvlvds Related; when the exhaust valve advance opening angle and the exhaust valve delay closing angle are determined, the exhaust valve lift l Exvlv This can be expressed as crankshaft rotation angle. With exhaust valve opening angle The functional relationship, combined with the engine speed neng That is, determine the exhaust valve lift l Exvlv The functional relationship with time. The flow rate at the exhaust valve can be analytically expressed as...

[0083] The displacement of the cylinder in each working cycle is m Exvlv The parsing expression is Points over time:

[0084] When the exhaust valve is upstream of the exhaust manifold, the specific enthalpy h at the exhaust valve is... Exvlv Enthalpy h of exhaust manifold Maniex When the volume upstream of the exhaust valve is the working volume in the cylinder, the specific enthalpy h at the exhaust valve is... Exvlv Specific enthalpy h cyl .

[0085] 2.7 Constructing a model of in-cylinder mass / pressure / temperature / working fluid characteristic parameters 10

[0086] Using the outputs of the intake valve flow model, exhaust valve flow model, in-cylinder instantaneous volume calculation model, combustion heat release model, and heat transfer model as inputs, an in-cylinder mass / pressure / temperature / working fluid characteristic parameter model is established.

[0087] Rate of change of cylinder mass over time Expressed as the flow rate at the intake valve Flow rate at exhaust valve and the instantaneous fuel combustion rate in the cylinder The functional relationship, that is

[0088] Mass of working fluid in cylinder m cyl The parsing expression is Points over time: Where m cylInit This represents the initial mass of the working fluid inside the cylinder.

[0089] Rate of change of cylinder temperature Expressed as the rate of change of the mass inside the cylinder over time. Mass of working fluid in cylinder m cyl The specific heat capacity of the working fluid in the cylinder, C Vcyl Combustion heat release rate Intake valve flow Flow rate at exhaust valve Enthalpy h at the intake valve Invlv Enthalpy h at the exhaust valve Exvlv In-cylinder heat transfer rate Cylinder pressure P cyl The internal energy of the working fluid in the cylinder is u cyl Rate of change of instantaneous volume in cylinder over time The functional relationship, that is

[0090]

[0091] Cylinder temperature T cyl Represented as Points over time: Where T cylInit This refers to the initial temperature of the working fluid inside the cylinder.

[0092] Cylinder pressure P cyl Analytical expression: In-cylinder mass m cyl Cylinder temperature T cyl Instantaneous volume V in cylinder cyl and the in-cylinder gas constant R cyl Functional relationship: P cyl =m cyl ×R cyl ×T cyl / V cyl .

[0093] Due to changes in in-cylinder temperature and working fluid composition, and variations in working fluid characteristic parameters, the instantaneous air-fuel ratio (AFR) is defined. Inst The mass inside the cylinder is m cyl Mass of fuel already burned in the cylinder (m) Combfuel Functional relationship: AFR Inst =f AFR (m cyl ,m Combfuel If the in-cylinder gas constant R is given, then... cyl Instantaneous air-fuel ratio (AFR) Inst With cylinder temperature T cyl Cylinder pressure P cyl Analytical expression: R cyl =f R (T cyl ,P cyl AFR Inst ).

[0094] The specific heat capacity C of the working fluid in the cylinder Vcyl From the cylinder temperature T cyl With the in-cylinder gas constant R cyl Analytical expression: C Vcyl =f CV (T cyl ,R cyl AFR Inst ).

[0095] Specific enthalpy h cyl Internal energy u cyl From the cylinder temperature T cyl With the in-cylinder gas constant R cyl Parsing expression: h cyl=f h (T cyl ,R cyl ), u cyl =f u (T cyl ,R cyl ).

[0096] III. Analytical Calculation Model of Engine Exhaust System:

[0097] Based on the components of the engine exhaust system, establish parameter models for the engine exhaust manifold flow / temperature / pressure / working fluid characteristics, the three-way catalytic converter flow / temperature / pressure, and the muffler flow / temperature / pressure.

[0098] 3.1 Constructing a model of exhaust manifold flow / temperature / pressure / working fluid characteristic parameters 11

[0099] Using the output at the inlet end of the exhaust manifold (exhaust valve model of each cylinder) and the output at the outlet end of the exhaust manifold (three-way catalytic converter model) as inputs, and combined with the structural parameters of the exhaust manifold, a model of exhaust manifold flow / temperature / pressure / working fluid characteristic parameters is established.

[0100] The exhaust manifold is defined as follows: the end with the higher pressure at the inlet and outlet is the upstream, and the end with the lower pressure is the downstream.

[0101] The rate of change of the mass of the working fluid inside the exhaust manifold This can be expressed as the flow rate at each exhaust valve. With three-way catalytic converter flow Difference:

[0102] Mass of working fluid inside the exhaust manifold m Maniex It can be parsed as Points over time: Where m ManiexInit This represents the initial mass of the working fluid inside the exhaust manifold.

[0103] Exhaust manifold internal temperature change rate

[0104]

[0105] Among them, H Maniexus The enthalpy flow upstream of the exhaust manifold is given by T, where T is the upstream temperature. Maniexus upstream flow Functional relationship: H Maniexds The downstream enthalpy flow is the exhaust manifold, and the downstream temperature is T. Maniexds With downstream flow Functional relationship The heat transfer rate from the exhaust manifold wall to the outside; CVManiex The specific heat capacity of the working fluid inside the exhaust manifold is constant.

[0106] Exhaust manifold internal temperature T Maniex It can be parsed as Points over time: Where T ManiexInit This is the initial temperature of the working fluid inside the exhaust manifold.

[0107] Exhaust manifold internal pressure P Maniex This can be analytically expressed as the internal mass m of the exhaust manifold. Maniex Exhaust manifold internal temperature T Maniex The internal volume V of the exhaust manifold Maniex and the gas constant R Maniex Functional relationship: P Maniex =m Maniex ×R Maniex ×T Maniex / V Maniex .

[0108] Because of the high exhaust temperature of the engine, it is necessary to establish an analytical model of the working fluid characteristics in the exhaust manifold, namely the gas constant R of the working fluid in the exhaust manifold. Maniex The exhaust manifold temperature T Maniex With pressure P Maniex Analytical expression: R Maniex =f R (T Maniex ,P Maniex ).

[0109] The specific heat capacity C of the working fluid in the exhaust manifold VManiex The exhaust manifold temperature T Maniex The constant R of the working fluid gas in the exhaust manifold Maniex Analytical expression: C VManiex =f CV (T Maniex ,R Maniex ).

[0110] Specific enthalpy h of the working fluid in the exhaust manifold Maniex The exhaust manifold temperature T Maniex The constant R of the working fluid gas in the exhaust manifold Maniex Parsing expression: h Maniex =f h (T Maniex ,R Maniex ).

[0111] 3.2 Constructing a flow / temperature / pressure model for a three-way catalytic converter 12

[0112] Using the output at the inlet end (exhaust manifold model) and the output at the outlet end (muffler model) of the three-way catalytic converter as inputs, and combined with the structural parameters of the three-way catalytic converter, a flow / temperature / pressure model of the three-way catalytic converter is established.

[0113] The inlet and outlet ports of the three-way catalytic converter are defined as having higher pressure at the upstream end and lower pressure at the downstream end.

[0114] The rate of change of the working fluid mass inside the three-way catalytic converter This can be expressed as exhaust manifold flow rate. Flow rate at the muffler inlet Difference:

[0115] The mass of the working fluid inside the three-way catalytic converter is m Thrway It can be parsed as Points over time: Where m ThrwayInit This represents the initial mass of the working fluid inside the three-way catalytic converter.

[0116] Temperature change rate inside the three-way catalytic converter manifold

[0117]

[0118] Among them, H Thrwayus The upstream enthalpy flow of the three-way catalytic converter is given by T, and the upstream temperature is given by T. Thrwayus upstream flow Functional relationship: H Thrwayds The downstream enthalpy flow of the three-way catalytic converter is given by T, and the downstream temperature is given by T. Thrwayds With downstream flow Functional relationship C VThrway The constant-volume heat capacity of the working fluid inside the three-way catalytic converter.

[0119] The internal temperature of the three-way catalytic converter is T. Thrway It can be parsed as Points accumulated over time Where T ThrwayInit This refers to the initial temperature of the working fluid inside the three-way catalytic converter.

[0120] The internal pressure P of the three-way catalytic converter Thrway This can be analytically expressed as the internal mass m of the three-way catalytic converter. Thrway The internal temperature T of the three-way catalytic converter Thrway The internal volume V of the three-way catalytic converter Thrway and the gas constant R Thrway Functional relationship: P Thrway =m Thrway ×R Thrway ×TThrway / V Thrway .

[0121] Considering that the working fluid temperature inside the three-way catalytic converter is close to that inside the exhaust manifold, and the change in their working fluid characteristic parameters is small, it is assumed that the internal working fluid characteristic parameters of the three-way catalytic converter are equal to those of the working fluid inside the exhaust manifold, i.e., R. Thrway =R Maniex C VThrway =C VManiex .

[0122] 3.3 Constructing the Flow / Temperature / Pressure Model for the Silencer 13

[0123] Using the output at the inlet of the muffler (three-way catalytic converter model) and the environmental parameters at the outlet of the engine muffler as inputs, and combined with the structural parameters of the muffler, a flow / temperature / pressure model of the muffler is established.

[0124] The silencer is defined as having a higher pressure end at the inlet and outlet ports, which is upstream, and a lower pressure end, which is downstream.

[0125] Flow rate at the outlet of the silencer Its upstream pressure P Silenus Upstream temperature T Silenus and downstream pressure P Silends Regarding the definition that the end with the higher pressure at the inlet and outlet of the muffler is upstream and the end with the lower pressure is downstream, the flow rate at the muffler outlet can be analytically expressed as follows:

[0126] Rate of change of working fluid mass inside the muffler This can be analytically expressed as the flow rate of the three-way catalytic converter. Flow rate at the muffler outlet Difference:

[0127] The mass of the working fluid inside the muffler is m Silen It can be parsed as Points over time: Where m SilenInit This refers to the initial mass of the working fluid inside the muffler.

[0128] muffler internal temperature change rate

[0129]

[0130] Among them, H Silenus The upstream enthalpy flow of the muffler is T, and the upstream temperature is T. Silenus upstream flow Functional relationship: H Silends The downstream enthalpy flow of the muffler is T, and the downstream temperature is T.Silends With downstream flow Functional relationship C VSilen The specific heat capacity of the working fluid inside the muffler is given by constant volume.

[0131] Muffler internal temperature T Silen It can be parsed as Points over time: Where T SilenInit Initialize the temperature of the working fluid inside the muffler.

[0132] The internal pressure P of the muffler Silen This can be analytically expressed as the internal mass m of the muffler. Silenout Internal temperature T Silen Internal volume V Silen and the gas constant R Silen Functional relationship: P Silen =m Silen ×R Silen ×T Silen / V Silen Considering that the working fluid temperature inside the muffler is close to that inside the exhaust manifold, and the change in their working fluid characteristic parameters is small, it is assumed that the working fluid characteristic parameters inside the muffler are equal to those inside the exhaust manifold, i.e., R. Silen =R Maniex C Silen =C VManiex .

[0133] IV. Analytical Calculation Model of Engine Crankshaft Dynamics:

[0134] Using the output of Model 10 (cylinder mass / pressure / temperature / working fluid characteristic parameters) as input, an analytical calculation model for engine crankshaft dynamics is established.

[0135] 4.1 Constructing an analytical calculation model for engine crankshaft dynamics 14

[0136] The engine crankshaft dynamics analytical calculation model calculates the torque T acting on the crankshaft by each cylinder. cyl Crankshaft output torque T eng and engine speed n eng The torque T exerted by each cylinder on the crankshaft cyl The analytical expression is the instantaneous pressure P acting on the piston from each cylinder. cyl Piston back pressure P cylBack Piston head diameter D cyl Crank length l crank Link length l conrod and the current crankshaft angle Piston head mass m pis equivalent mass of the crank arm m crankThe distance l between the center of gravity of the connecting rod and the small end of the connecting rod cdmass The functional relationship, that is The crankshaft output torque is the torque T exerted by each cylinder on the crankshaft. cyl With frictional torque T f The difference, i.e., T eng =∑T cyl -T f T f The analytical expression is the engine speed n. eng The functional relationship.

[0137] Engine angular acceleration Analytical expression: crankshaft output torque T eng Engine rotational inertia I and engine load torque T load The functional relationship is as follows:

[0138] When the above model is used for real-time control, the engine speed n eng The signal comes from the engine speed sensor; when the above model is used for torsional vibration analysis of the transmission system, the engine speed n eng This can be analytically expressed as engine angular acceleration. Points over time:

[0139] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An engine torque resolved calculation model for real-time control, characterized by, The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; 2. The engine torque-resolving calculation model for real-time control according to claim 1, characterized in that: In the engine intake system analytical calculation model, when establishing the engine air filter flow / temperature / pressure model, the larger end of the air filter inlet and outlet port pressure is defined as the upstream, and the smaller end of the pressure is defined as the downstream, then the air filter inlet flow can be analytically expressed as Wherein, the air filter inlet flow , the upstream pressure , the upstream temperature , and the downstream pressure ; when the ambient pressure is greater than or equal to the air filter pressure, equal to the ambient pressure , equal to the ambient temperature , equal to the air filter pressure ; when the ambient pressure is less than the air filter outlet pressure, equal to the air filter pressure , equal to the air filter temperature , equal to the ambient pressure ; Computing the rate of change of working mass inside an air filter : where is the flow at the throttle Compute the mass of the working fluid inside the air filter For Integrate over time: Where The initial mass of the working fluid inside the air filter, t is time; Computing the rate of change of the internal temperature of the air filter : ， where, Hf is the enthalpy flow into the filter Tf is the temperature upstream of the filter as a function of the upstream flow rate ; Hf is the enthalpy flow into the filter Tf is the temperature downstream of the filter as a function of the downstream flow rate ; h is the heat transfer rate from the filter wall Cf is the specific heat capacity of the filter Air filter internal temperature To Integral over time: Where T0 is the initial temperature of the working fluid inside the air filter The pressure inside the air filter : where is the volume inside the air filter, R is the gas constant; Considering that the temperature of the working medium inside the air filter is close to the atmospheric temperature, the working medium property parameters change little, so the specific gas constant of the working medium inside the air filter is considered as a constant value. and the gas constant R is a constant value.

3. The engine torque-resolving calculation model for real-time control of claim 1, wherein: When establishing the throttle flow model in the analytical calculation model of engine intake system, the larger end of the inlet and outlet port pressure of the throttle is defined as the upstream, and the smaller end of the pressure is defined as the downstream; the throttle flow can be analytically expressed as: Wherein is the flow at the throttle, is the throttle opening, is the flow coefficient at the throttle, is the upstream pressure of the throttle, is the upstream temperature of the throttle, is the downstream pressure of the throttle. The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and establishes an engine air filter flow / temperature / pressure model; takes the throttle opening, the output at the inlet end of the throttle and the output at the outlet end of the throttle as inputs, combines the throttle flow coefficient, and establishes a throttle flow model; The application relates to an engine intake system analytical calculation model, which takes the environment parameters at the inlet end of an engine air filter and the model output at the outlet end of the air filter as inputs, combines air filter structure parameters, and The rate of change of the mass of the working fluid inside the intake manifold This can be parsed as the flow rate at the throttle valve. Flow rate at the intake valves of each cylinder Difference: ; Mass of working fluid inside intake manifold may be expressed as The integral over time: where Mass of working fluid inside intake manifold at the beginning Rate of change of intake manifold internal temperature : ， Where, is the enthalpy flow upstream of the intake manifold, and is the temperature upstream of the intake manifold as a function of the upstream flow rate ; is the enthalpy flow downstream of the intake manifold, and is the temperature downstream of the intake manifold as a function of the downstream flow rate ; is the rate of heat transfer out of the intake manifold wall; is the specific isochoric heat capacity of the working fluid inside the intake manifold; Intake manifold internal temperature may be expressed as The integral over time: where is the initial temperature of the working medium in the intake manifold; Intake manifold internal pressure : where is the intake manifold internal volume, is the gas constant; Because of the intake valve opening advance angle, the high-temperature working gas in the cylinder may flow into the intake manifold, causing the temperature in the intake manifold to change greatly, and then leading to the change of working gas property parameters, so the working gas property parameter analytical model of the intake manifold needs to be established: Gas constant for working gas in intake manifold From intake manifold temperature And pressure Analytical expression: ; Specific heat capacity of working fluid in intake manifold From intake manifold temperature Gas constant of working fluid in intake manifold Analytical expression: ; Specific enthalpy of working fluid in intake manifold From intake manifold temperature With intake manifold working fluid gas constant Analytical expression: .

4. The engine torque-resolving calculation model for real-time control of claim 1, wherein: When constructing the intake valve flow model, the larger pressure end of the intake valve inlet and outlet ports is defined as the upstream, and the smaller pressure end is defined as the downstream. flow rate at intake in relation to intake valve lift , intake valve port diameter , flow coefficient at intake valve , upstream pressure , upstream temperature , and downstream pressure ; when intake valve opening and closing angles are determined, intake valve lift can be expressed as a function of crank angle and intake valve opening angle , in combination with engine speed , i.e. determining intake valve lift as a function of time; flow at intake valve can be analytically expressed as ; Inlet air mass per working cycle The expression is resolved as The integral over time is: where is the time spent for each working cycle, is the engine speed as a function. When the intake valve upstream is an intake manifold, the specific enthalpy at the intake valve is the specific enthalpy at the intake manifold When the intake valve upstream is an engine cylinder, the specific enthalpy at the intake valve is the specific enthalpy in the cylinder ; When constructing the fuel injection amount calculation model, the fuel injection amount per cylinder per working cycle is expressed as a function of the in-cylinder intake air amount per working cycle and the target air-fuel ratio : ; In constructing the in-cylinder instantaneous volume calculation model, the in-cylinder instantaneous volume V(t) is a function of the single-cylinder working volume V0, the compression ratio r, the crank length L, the connecting rod length Lr, and the current crank angle θ , i.e. the in-cylinder instantaneous volume is determined as ;​​​​​​ The corresponding rate of change of the instantaneous volume in the cylinder over time is represented as The differential over time: .

5. The engine torque-resolving calculation model for real-time control of claim 4, wherein: In constructing the combustion heat release model, the combustion heat release rate is a function of the low heating value of the fuel , the fuel injection amount per cylinder per working cycle , the target air-fuel ratio , the crank angle position corresponding to the ignition timing , the crank angle range corresponding to the combustion duration , and the current crank angle , in combination with the engine speed , i.e., the combustion heat release rate is determined as where the combustion duration is a function of the engine speed , and can be measured through a bench test; The in-cylinder instantaneous fuel burned rate is expressed as ; In-cylinder instantaneous burned fuel mass To Integral over time: ; When constructing the heat transfer model, the heat transfer rate from the engine cylinder to the outside can be expressed as a function of the instantaneous heat exchange area , the instantaneous temperature of the working medium in the cylinder , and the instantaneous temperature of the heat exchange surface in the cylinder , i.e. .

6. The engine torque-resolving calculation model for real-time control of claim 4, wherein: When constructing the exhaust valve flow model, the larger pressure end of the exhaust valve inlet and outlet ports is defined as the upstream, and the smaller pressure end is defined as the downstream. flow rate at exhaust , exhaust valve lift , exhaust valve port diameter , flow coefficient at exhaust valve , upstream pressure , upstream temperature , and downstream pressure ; when the exhaust valve early opening angle and the late closing angle are determined, the exhaust valve lift may be expressed as a function of the crank angle and the exhaust valve opening angle , in combination with the engine speed , i.e. to determine the exhaust valve lift as a function of time; The flow rate at the exhaust valve can be expressed analytically as ; Each working cycle in-cylinder exhaust volume Solve for Integral over time: ; Specific enthalpy at exhaust valve when exhaust manifold upstream of exhaust valve Specific enthalpy at exhaust manifold Specific enthalpy at exhaust valve when engine cylinder upstream of exhaust valve Specific enthalpy in cylinder .

7. The engine torque-resolving computational model for real-time control of claim 1, wherein: When constructing a model of in-cylinder mass / pressure / temperature / working medium characteristic parameters, the rate of change of in-cylinder mass with time is expressed as a function of intake valve flow rate , exhaust valve flow rate , and in-cylinder instantaneous fuel burn rate , i.e. ; In-cylinder working mass is expressed as The integral over time: where is the initial mass of the in-cylinder working mass; Rate of change of in-cylinder temperature Rate of change of in-cylinder mass In-cylinder working medium mass In-cylinder working medium specific heat capacity Rate of heat release Flow rate at intake valve Flow rate at exhaust valve Specific enthalpy at intake valve Specific enthalpy at exhaust valve Rate of heat transfer from in-cylinder In-cylinder pressure In-cylinder working medium specific internal energy Rate of change of in-cylinder instantaneous volume with time a function relationship of ； In-cylinder temperature is expressed as The integral over time: where is the initial temperature of the working medium in the cylinder; In-cylinder pressure is expressed as a function of in-cylinder mass , in-cylinder temperature , in-cylinder instantaneous volume , and in-cylinder gas constant : ; Due to the change of in-cylinder temperature and in-cylinder working medium composition, the working medium characteristic parameter changes, and the in-cylinder instantaneous air-fuel ratio is defined as the function of in-cylinder mass , in-cylinder unburned fuel mass , and in-cylinder burned fuel mass : , then the in-cylinder gas constant is expressed by the in-cylinder instantaneous air-fuel ratio , in-cylinder temperature , and in-cylinder pressure : ; In-cylinder working medium specific constant volume heat capacity From in-cylinder temperature With in-cylinder gas constant Analytical expression: ; In-cylinder specific enthalpy With specific internal energy From in-cylinder temperature With in-cylinder gas constant Analytical expression: , .

8. The engine torque-resolving computational model for real-time control of claim 1, wherein: When constructing the exhaust manifold flow / temperature / pressure / working medium characteristic parameter model, the larger end of the exhaust manifold inlet and outlet port pressure is defined as the upstream, and the smaller end of the pressure is defined as the downstream; then the change rate of the working medium mass in the exhaust manifold Can be expressed as the flow at each exhaust valve And the three-way catalyst flow Difference: ; Exhaust manifold internal working mass may be expressed as The integral over time: where is the initial mass of working fluid in the exhaust manifold Exhaust manifold internal temperature rate of change : ， where, is the enthalpy flow upstream of the exhaust manifold, and is the temperature upstream of the exhaust manifold as a function of the upstream flow rate ; is the enthalpy flow downstream of the exhaust manifold, and is the temperature downstream of the exhaust manifold as a function of the downstream flow rate ; is the rate of heat transfer out of the exhaust manifold wall; is the specific isochoric heat capacity of the working fluid inside the exhaust manifold; Exhaust manifold internal temperature may be expressed as The integral over time: where is the initial temperature of the working medium inside the exhaust manifold; Exhaust manifold internal pressure may be expressed as a function of the exhaust manifold internal mass , the exhaust manifold internal temperature , the exhaust manifold internal volume , and the gas constant : ; Because of the high temperature of engine exhaust, it is necessary to establish the working medium characteristic parameter analytical model of exhaust manifold, i.e. the exhaust manifold working medium gas constant The exhaust manifold temperature and pressure analytical expression: ; Specific heat capacity of working fluid in exhaust manifold From exhaust manifold temperature Specific heat capacity of working fluid in exhaust manifold Analytical expression: ; Specific enthalpy of working fluid in exhaust manifold From exhaust manifold temperature With exhaust manifold working fluid gas constant Analytical expression: .

9. The engine torque-resolving calculation model for real-time control of claim 8, wherein: When constructing the three-way catalyst flow / temperature / pressure model, the larger pressure end of the three-way catalyst inlet and outlet ports is defined as the upstream, and the smaller pressure end is defined as the downstream. The rate of change of mass of working fluid inside the three-way catalyst Can be expressed as the difference between the flow rate of the exhaust manifold And the flow rate at the inlet of the muffler: ;​ Mass of working medium inside the three-way catalyst can be expressed as The integral over time: where is the initial mass of working medium inside the three-way catalyst Rate of temperature change within a three-way catalyst manifold : ， Wherein, is the enthalpy flow upstream of the TWC, and is the temperature upstream is a function of the upstream flow rate ; ; is the enthalpy flow downstream of the TWC, and is the temperature downstream is a function of the downstream flow rate ; ; is the specific constant volume heat capacity of the working fluid within the TWC; Temperature inside the three-way catalyst can be expressed as the integral over time, wherein is the initial temperature of the working medium inside the three-way catalyst Internal pressure of the three-way catalyst The internal mass of the three-way catalyst The internal temperature of the three-way catalyst The internal volume of the three-way catalyst and the gas constant can be expressed as a function of: ; Considering that the working medium temperature inside the three-way catalyst is close to the working medium temperature inside the exhaust manifold, the working medium characteristic parameters change little, so the working medium characteristic parameters inside the three-way catalyst are considered to be equal to the working medium characteristic parameters inside the exhaust manifold, i.e. ; When constructing the muffler flow / temperature / pressure model, the larger pressure end of the inlet and outlet ports of the muffler is defined as the upstream, and the smaller pressure end is defined as the downstream; the flow at the outlet end of the muffler is expressed as , the upstream temperature , and the downstream pressure , the larger pressure end of the inlet and outlet ports of the muffler is defined as the upstream, and the smaller pressure end is defined as the downstream, and the flow at the outlet end of the muffler is analytically expressed as ; Rate of change of working mass inside the muffler Resolvable as a difference between the flow rate of the exhaust gas at the inlet of the muffler and the flow rate of the exhaust gas at the outlet of the muffler: ;​​ Mass of working fluid inside the muffler may be expressed as The integral over time is: where is the initial mass of working fluid inside the muffler; Rate of temperature change inside a muffler : ， wherein, is the enthalpy flow upstream of the muffler, and is the temperature upstream of the muffler as a function of the upstream flow rate ; is the enthalpy flow downstream of the muffler, and is the temperature downstream of the muffler as a function of the downstream flow rate ; is the specific isochoric heat capacity of the working medium inside the muffler; Temperature inside the muffler may be expressed as Integral over time: where is the initialization temperature of the working medium inside the muffler; The internal pressure of the muffler The internal mass of the muffler The internal temperature of the muffler The internal volume of the muffler And the gas constant The function relationship can be expressed as: Since the working medium temperature inside the muffler is close to the working medium temperature inside the exhaust manifold, the working medium characteristic parameter changes little, so the working medium characteristic parameter inside the muffler is considered to be equal to the working medium characteristic parameter inside the exhaust manifold, that is, .

10. The engine torque-resolving computational model for real-time control of claim 1, wherein: When constructing the engine crankshaft dynamics analytical calculation model, The engine crankshaft dynamics analytical calculation model calculates the torque acting on the crankshaft from each cylinder , the crankshaft output torque , and the engine speed ; the torque acting on the crankshaft from each cylinder is analytically expressed as a function of the instantaneous pressure , the back pressure of the piston , the piston head diameter , the crank length , the connecting rod length , and the current crank angle ; the piston head mass , the equivalent mass of the crank , the distance of the center of gravity of the connecting rod from the small end of the connecting rod , i.e. ; the crankshaft output torque is the difference between the torque acting on the crankshaft from each cylinder and the friction torque , i.e. , where is analytically expressed as a function of the engine speed ; Engine angular acceleration is expressed as a function of the crankshaft output torque , the engine rotational inertia I , and the engine load torque , i.e.: ; When the above model is used for real-time control, the engine speed from the engine speed sensor signal; when the above model is used for driveline torsional vibration analysis, the engine speed can be expressed analytically as the engine angular acceleration the integral over time: .

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