Method and device for determining engine intake temperature, vehicle and storage medium

Abstract

The application discloses a method and device for determining engine intake temperature, a vehicle and a storage medium. Firstly, the actual temperature data and the required torque of a mixed fuel engine when burning mixed fuel are acquired, and a to-be-corrected intake temperature is determined. Then, the required torque and the fuel ratio of the mixed fuel engine when burning mixed fuel are acquired, and a fuel correction value is determined. Finally, the to-be-corrected intake temperature is corrected by the fuel correction value, so that the actual intake temperature of the mixed fuel engine when burning mixed fuel is obtained. The technical scheme can improve the calculation accuracy of the intake flow, and improve the accuracy of the engine economy and torque control.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a method and device for determining engine intake temperature, a vehicle and a computer storage medium. BACKGROUND

[0002] In a typical application scenario, taking a methanol-gasoline engine as an example, in the process of auxiliary starting with gasoline fuel and switching to methanol fuel, the calculation logic of engine intake temperature is as follows: a temperature sensor is installed on the intake manifold, and there is a certain distance from the intake manifold to the cylinder, so the temperature of the mixed gas entering the cylinder needs to be calculated by relying on the existing model.

[0003] At present, the main model calculation method does not consider the influence of mixed fuel on intake temperature, which has little influence when the vaporization latent heat values of the two fuels are similar, otherwise it will have a great influence on the intake temperature, for example, the vaporization latent heat value of methanol is 3-4 times that of gasoline, which will reduce the temperature of the entire mixed gas, and the change of the proportion of methanol and gasoline will also change the intake temperature, thereby affecting the calculation of the actual intake flow, and further affecting the control of the entire engine torque. SUMMARY

[0004] The main purpose of the present application is to provide a method and device for determining engine intake temperature, a vehicle and a computer storage medium, which aims to accurately calculate the intake temperature of the mixed fuel entering the cylinder.

[0005] To achieve the above purpose, the present application provides a method for determining engine intake temperature, which comprises:

[0006] Obtaining actual temperature data, required torque and fuel ratio of the mixed fuel of the engine when burning the mixed fuel;

[0007] Determining a to-be-corrected intake temperature based on the actual temperature data and the required torque, and determining a fuel correction value based on the required torque and the fuel ratio;

[0008] Correcting the to-be-corrected intake temperature based on the fuel correction value, and determining the actual intake temperature of the mixed fuel engine when burning the mixed fuel.

[0009] Optionally, the step of determining the to-be-corrected intake temperature based on the actual temperature data and the required torque comprises:

[0010] Determining a temperature rise coefficient corresponding to the required torque, and determining a temperature difference between the manifold wall temperature and the manifold gas temperature in the actual temperature data;

[0011] determining an adjustment temperature based on the temperature rise coefficient and the temperature difference, and determining the to-be-corrected intake air temperature as a sum of the manifold gas temperature and the adjustment temperature.

[0012] Optionally, the step of determining the fuel correction value based on the required torque and the fuel ratio comprises:

[0013] determining a temperature correction value of the fuel to the intake air temperature corresponding to the required torque;

[0014] determining a fuel ratio correction coefficient corresponding to the fuel ratio;

[0015] determining the fuel correction value based on the temperature correction value and the fuel ratio correction coefficient.

[0016] Optionally, before the step of determining the to-be-corrected intake air temperature based on the actual temperature data and the required torque, the method further comprises:

[0017] determining a temperature rise coefficient based on first temperature experimental data of the mixed fuel engine when burning a first fuel;

[0018] determining a temperature correction value of a second fuel to the intake air temperature based on second temperature experimental data of the mixed fuel engine when burning the second fuel and the temperature rise coefficient;

[0019] determining a fuel ratio correction coefficient of the mixed fuel with different fuel ratios based on third temperature experimental data of the mixed fuel engine when burning a mixed fuel of the first fuel and the second fuel, the temperature rise coefficient, and the temperature correction value.

[0020] Optionally, the step of determining the temperature rise coefficient based on the first temperature experimental data of the mixed fuel engine when burning the first fuel comprises:

[0021] obtaining first temperature experimental data of the mixed fuel engine when burning the first fuel, wherein the first temperature experimental data comprises a first intake valve gas temperature, a first manifold wall temperature, and a first manifold gas temperature of the mixed fuel engine when burning the first fuel;

[0022] fitting the temperature rise coefficient based on a first temperature calculation formula, wherein the first temperature calculation formula is: first intake valve gas temperature = (first manifold wall temperature - first manifold gas temperature) * temperature rise coefficient + first manifold gas temperature.

[0023] Optionally, the step of determining the temperature correction value of the second fuel to the intake air temperature based on the second temperature experimental data of the mixed fuel engine when burning the second fuel and the temperature rise coefficient comprises:

[0024] obtaining second temperature experimental data of the hybrid fuel engine when burning the second fuel, wherein the second temperature experimental data comprises a second intake valve gas temperature, a second manifold wall temperature, and a second manifold gas temperature of the hybrid fuel engine when burning the second fuel;

[0025] fitting the second fuel to obtain a temperature correction value of the intake air temperature based on a second temperature calculation formula, wherein the second temperature calculation formula is: second intake valve gas temperature = (second manifold wall temperature-second manifold gas temperature) * temperature rise coefficient + second manifold gas temperature + temperature correction value.

[0026] Optionally, the step of determining the fuel ratio correction coefficient of the mixed fuel with different fuel ratios based on the third temperature experimental data of the hybrid fuel engine when burning the mixed fuel of the first fuel and the second fuel, the temperature rise coefficient, and the temperature correction value, comprises:

[0027] obtaining third temperature experimental data of the hybrid fuel engine when burning the mixed fuel, wherein the third temperature experimental data comprises a third intake valve gas temperature, a third manifold wall temperature, a third manifold gas temperature, and a temperature correction value of the hybrid fuel engine when burning the mixed fuel;

[0028] fitting the third temperature calculation formula to obtain a fuel ratio correction coefficient of the mixed fuel with different fuel ratios, wherein the third temperature calculation formula is: third intake valve gas temperature = (third manifold wall temperature-third manifold gas temperature) * temperature rise coefficient + third manifold gas temperature + fuel ratio correction coefficient * temperature correction value.

[0029] In addition, to achieve the above object, the present application also provides an engine intake air temperature determination device, which comprises:

[0030] an obtaining module, configured to obtain actual temperature data, a required torque, and a fuel ratio of the mixed fuel of the engine when burning the mixed fuel;

[0031] a determination module, configured to determine a to-be-corrected intake air temperature based on the actual temperature data and the required torque, and determine a fuel correction value based on the required torque and the fuel ratio;

[0032] a correction module, configured to correct the to-be-corrected intake air temperature based on the fuel correction value, and determine an actual intake air temperature of the hybrid fuel engine when burning the mixed fuel.

[0033] Each functional module of the engine intake air temperature determination device can realize the steps of the engine intake air temperature determination method of any one of the above methods when running.

[0034] Further, in order to achieve the above object, the present application also provides a vehicle, comprising a memory and a processor, wherein the memory stores a computer program for implementing the method for determining the engine intake temperature, and the memory is used for storing the computer program; the processor is used for executing the computer program; and the processor, when executing the computer program, can implement the steps of the method for determining the engine intake temperature.

[0035] The present application also provides a computer storage medium, wherein the computer storage medium stores a computer program, and the computer program, when executed by a processor, implements the steps of the method for determining the engine intake temperature.

[0036] Further, in order to achieve the above object, the present application also provides a computer program product, comprising a computer program, and the computer program, when executed by a processor, implements the steps of the method for determining the engine intake temperature.

[0037] The present application provides a method and device for determining engine intake temperature, a vehicle and a computer storage medium, wherein actual temperature data of the engine when burning mixed fuel, required torque and fuel proportion of the mixed fuel are obtained; a to-be-corrected intake temperature is determined based on the actual temperature data and the required torque, a fuel correction value is determined based on the required torque and the fuel proportion; the to-be-corrected intake temperature is corrected based on the fuel correction value, and an actual intake temperature of the mixed fuel engine when burning the mixed fuel is determined.

[0038] That is, the present application fully considers the influence of latent heat of vaporization values of different fuels on the intake temperature, and proposes a new model. In the new model, first, the to-be-corrected intake temperature is determined according to the obtained actual temperature data of the mixed fuel engine when burning the mixed fuel and the required torque; then, the fuel correction value is determined according to the obtained required torque and fuel proportion of the mixed fuel engine when burning the mixed fuel; finally, the to-be-corrected intake temperature is corrected by the fuel correction value, so as to obtain the actual intake temperature of the mixed fuel engine when burning the mixed fuel.

[0039] In this way, compared with the traditional calculation model which does not consider the latent heat of vaporization values of each fuel in the mixed fuel, even if the mixing proportion of the mixed fuel changes, the new model can accurately calculate the gas temperature of the mixed fuel entering the cylinder, so as to improve the calculation accuracy of the intake flow, and improve the accuracy of engine economy and torque control. BRIEF DESCRIPTION OF DRAWINGS

[0040] The accompanying drawings, which are incorporated herein and form part of the specification, illustrate embodiments consistent with the present application and, together with the description, further serve to explain the principles of the application.

[0041] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, the drawings can also provide other drawings based on these drawings for those skilled in the art without any creative effort.

[0042] Figure 1 Flowchart of the first embodiment of the method for determining the engine intake temperature of the present application;

[0043] Figure 2 Application diagram of the first embodiment of the method for determining the engine intake temperature of the present application;

[0044] Figure 3 Structure diagram of the functional modules involved in the first embodiment of the device for determining the engine intake temperature of the present application;

[0045] Figure 4 Device structure diagram of the hardware running environment of the vehicle involved in the embodiment of the present application.

[0046] The object implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0047] It should be understood that the specific embodiments described herein are only used to explain the present application and not used to limit the present application.

[0048] It should be noted that in a typical application scenario, taking a methanol-gasoline engine as an example, in the process of auxiliary starting with gasoline fuel and switching to methanol fuel, the calculation logic of the engine intake temperature is as follows: a temperature sensor is installed on the intake manifold, and there is a certain distance from the intake manifold to the cylinder, so the temperature of the mixed gas entering the cylinder needs to be calculated by using the existing model.

[0049] At present, the main model calculation method does not consider the influence of mixed fuel on the intake temperature, which has little influence when the latent heat values of the two fuels are similar, otherwise it will have a great influence on the intake temperature. For example, the latent heat value of methanol is 3-4 times that of gasoline, which will reduce the temperature of the entire mixed gas, and the change of the proportion of methanol and gasoline will also change the intake temperature, thereby affecting the calculation of the actual intake flow, and further affecting the control of the entire engine torque.

[0050] Because the latent heat value of methanol is high and the heat value itself is low, the injection amount of the fuel is large, which will greatly affect the calculation of the intake temperature. If the calculation method of single fuel is used, the final calculated intake temperature will be very different from the actual value.

[0051] Based on the above phenomenon, the embodiment of the present application provides a method for determining engine intake temperature. First, the actual temperature data and the required torque of the mixed fuel engine when burning mixed fuel are obtained to determine the corrected intake temperature. Then, the required torque and the fuel ratio of the mixed fuel engine when burning mixed fuel are obtained to determine the fuel correction value. Finally, the fuel correction value is used to correct the corrected intake temperature, so as to obtain the actual intake temperature of the mixed fuel engine when burning mixed fuel.

[0052] Therefore, compared with the traditional calculation model which does not consider the latent heat value of each fuel in the mixed fuel, the new model fully considers the influence of vaporization of different fuels on the intake temperature, adds a correction amount related to the fuel ratio in the calculation path of the intake temperature, so as to adapt to different mixing ratios, improve the calculation accuracy of the model, and improve the responsiveness and economy of the engine. Even if the mixing ratio of the mixed fuel changes, the new model can accurately calculate the gas temperature of the mixed fuel entering the cylinder, so as to improve the calculation accuracy of the intake flow, and improve the accuracy of the engine economy and torque control.

[0053] Based on the overall concept of the method for determining engine intake temperature of the present application, the first embodiment of the method for determining engine intake temperature of the present application is proposed.

[0054] Please refer to Figure 1 , Figure 1 The flowchart of the steps of the first embodiment of the method for determining engine intake temperature of the present application is shown in the figure. It should be noted that although the logical order is shown in the flowchart, in some cases, the steps shown or described can be performed in an order different from that shown here.

[0055] In addition, in this embodiment, the execution subject of the method for determining engine intake temperature of the present application can be the vehicle itself, of course, the execution subject of the method for determining engine intake temperature of the present application can also be a data processing terminal integrated in the vehicle or a terminal device connected to the vehicle. For the convenience of explanation and reading understanding, the vehicle controller VCU of the vehicle is taken as the execution subject to explain each embodiment of the method for determining engine intake temperature of the present application.

[0056] As Figure 1 shown, in the first embodiment of the method for determining engine intake temperature of the present application, the method for determining engine intake temperature of the present application specifically includes the following steps:

[0057] Step S10, obtaining the actual temperature data, the required torque and the fuel ratio of the mixed fuel of the engine when burning mixed fuel.

[0058] In the present application, a methanol-gasoline engine is taken as an example for explanation and description.

[0059] Referring to Figure 2 , in the present application, a new calculation model for determining the intake air temperature is proposed: the temperature of the mixture gas at the intake valve = (the temperature of the manifold wall - the temperature of the manifold gas) * temperature rise coefficient + the temperature of the manifold gas + fuel correction value. Wherein, the temperature of the manifold wall refers to the temperature of the inner wall in contact with the air in the manifold, and the fuel correction value is a temperature value. Among them, the values to be solved are the temperature rise coefficient and the fuel correction value. When applying the new model, it is defaulted that the temperature rise coefficient and the fuel correction value have been calculated.

[0060] Referring to Figure 2 , when calculating the intake air temperature based on the new model, obtaining the actual temperature data of the hybrid fuel engine during the combustion of the hybrid fuel includes the temperature of the manifold wall and the temperature of the manifold gas. Obtaining the required torque of the hybrid fuel engine during the combustion of the hybrid fuel can be characterized by the intake manifold pressure and the engine speed. Obtaining the fuel ratio of the hybrid fuel of the hybrid fuel engine during the combustion of the hybrid fuel is characterized by the methanol-gasoline mass ratio.

[0061] Referring to Figure 2 , after obtaining the actual temperature data, the required torque and the fuel ratio of the hybrid fuel engine during the combustion of the hybrid fuel, the final output data can be calculated based on these input data: the actual intake air temperature of the hybrid fuel engine during the combustion of the hybrid fuel.

[0062] Step S20, determine the intake air temperature to be corrected based on the actual temperature data and the required torque, and determine the fuel correction value based on the required torque and the fuel ratio.

[0063] Referring to Figure 2 , the intake air temperature to be corrected determined based on the actual temperature data and the required torque is one of the inputs of the last operator in Figure 2 , and the fuel correction value determined based on the required torque and the fuel ratio is the other input of the last operator in Figure 2 .

[0064] Optionally, the step of determining the intake air temperature to be corrected based on the actual temperature data and the required torque includes:

[0065] Determine the temperature rise coefficient corresponding to the required torque, and determine the temperature difference between the temperature of the manifold wall and the temperature of the manifold gas in the actual temperature data;

[0066] Determine the adjustment temperature based on the temperature rise coefficient and the temperature difference, and determine the intake air temperature to be corrected as the sum of the temperature of the manifold gas and the adjustment temperature.

[0067] Referring to Figure 2When determining the intake air temperature to be corrected based on actual temperature data and required torque, firstly, the temperature rise coefficient corresponding to the required torque is determined, i.e., the temperature rise coefficient is obtained by looking up a table based on the intake manifold pressure and engine speed; then, the temperature difference between the manifold wall temperature and the manifold gas temperature in the actual temperature data is determined; next, the regulating temperature is determined based on the temperature rise coefficient and the temperature difference, i.e., regulating temperature = temperature rise coefficient * temperature difference; finally, the intake air temperature to be corrected is determined as the sum of the manifold gas temperature and the regulating temperature, i.e., intake air temperature to be corrected = manifold gas temperature + regulating temperature. Thus, the corrected intake air temperature is obtained as follows: Figure 2 One of the inputs to the last operator is the intake air temperature to be corrected.

[0068] Optionally, the step of determining the fuel correction value based on the required torque and the fuel ratio includes:

[0069] Determine the temperature correction value of the fuel for the intake air temperature corresponding to the required torque;

[0070] Determine the fuel ratio correction factor corresponding to the fuel ratio;

[0071] The fuel correction value is determined based on the temperature correction value and the fuel ratio correction coefficient.

[0072] Reference Figure 2 When determining the fuel correction value based on the required torque and the fuel ratio, firstly, the temperature correction value of the fuel to the intake air temperature corresponding to the required torque is determined, i.e., the temperature correction value of the fuel to the intake air temperature is obtained by looking up a table based on the intake manifold pressure and engine speed; then, the fuel ratio correction coefficient corresponding to the fuel ratio is determined, i.e., the fuel ratio correction coefficient is obtained by looking up a table based on the methanol-gasoline mass ratio; finally, the fuel correction value is determined based on the temperature correction value and the fuel ratio correction coefficient, i.e., fuel correction value = temperature correction value * fuel ratio correction coefficient. Thus, the result is obtained... Figure 2 Another input to the last operator: the fuel correction value.

[0073] Step S30: Correct the intake air temperature to be corrected based on the fuel correction value, and determine the actual intake air temperature of the mixed fuel engine when burning the mixed fuel.

[0074] Reference Figure 2 ,exist Figure 2 In the last operator, the intake air temperature to be corrected is adjusted based on the fuel correction value to obtain the actual intake air temperature of the hybrid engine when burning the mixed fuel, i.e., actual intake air temperature = intake air temperature to be corrected + fuel correction value. Thus, the actual intake air temperature is obtained when the engine is burning the mixed fuel. Figure 2 The output of the last operator: the actual intake air temperature.

[0075] In this embodiment, the method for determining the engine intake temperature of this application firstly determines the intake temperature to be corrected based on the actual temperature data and required torque of the hybrid engine when burning the hybrid fuel; then, it determines the fuel correction value based on the required torque and fuel ratio of the hybrid engine when burning the hybrid fuel; finally, it corrects the intake temperature to be corrected using the fuel correction value, thereby obtaining the actual intake temperature of the hybrid engine when burning the hybrid fuel.

[0076] Thus, compared to traditional calculation models that do not consider the latent heat of vaporization of each fuel in a fuel mixture, the new model fully considers the impact of different fuel vaporization on intake air temperature. It adds a correction factor related to the fuel ratio to the intake air temperature calculation path, thereby adapting to different mixture ratios, improving the accuracy of model calculations, and enhancing engine responsiveness and fuel economy. Even if the mixture ratio changes, the new model can accurately calculate the temperature of the fuel gas entering the cylinder, thereby improving the accuracy of intake airflow calculation and enhancing engine fuel economy and torque control precision.

[0077] Furthermore, based on the first embodiment of the method for determining engine intake temperature described above, a second embodiment of the method for determining engine intake temperature described above is proposed.

[0078] In the second embodiment of the method for determining engine intake air temperature in this application, before the above-mentioned step S20 "determine the intake air temperature to be corrected based on the actual temperature data and the required torque, and determine the fuel correction value based on the required torque and the fuel ratio", the following may be included:

[0079] The temperature rise coefficient was determined based on experimental data of the first temperature when a hybrid fuel engine burns the first fuel.

[0080] Based on the experimental data of the second temperature of the hybrid fuel engine when burning the second fuel and the temperature rise coefficient, the temperature correction value of the second fuel to the intake air temperature is determined.

[0081] Based on the third temperature experimental data of the hybrid fuel engine when burning a mixture of the first fuel and the second fuel, the temperature rise coefficient, and the temperature correction value, the fuel ratio correction coefficient of the mixed fuel with different fuel ratios is determined.

[0082] Before applying the new model, experimental simulations are required to calculate the temperature rise coefficient and fuel correction value in the new calculation model for determining the intake air temperature proposed in this application. The new calculation model for determining the intake air temperature proposed in this application is: Intake valve mixture temperature = (manifold wall temperature - manifold gas temperature) * temperature rise coefficient + manifold gas temperature + fuel correction value. The values ​​to be solved are the temperature rise coefficient and the fuel correction value. (Refer to...) Figure 3 Fuel correction value = fuel ratio correction factor * fuel correction value for intake air temperature (temperature correction value).

[0083] In this embodiment, gasoline is used as the first fuel and methanol as the second fuel, and gasoline is used as the combustion standard for explanation.

[0084] Optionally, the step of determining the temperature rise coefficient based on the experimental data of the first temperature when the hybrid fuel engine is burning the first fuel includes:

[0085] Acquire first temperature experimental data of a hybrid fuel engine when burning a first fuel, wherein the first temperature experimental data includes the gas temperature at the first intake valve, the first manifold wall temperature, and the first manifold gas temperature of the hybrid fuel engine when burning the first fuel;

[0086] The temperature rise coefficient is obtained by fitting the first temperature calculation formula, where the first temperature calculation formula is: gas temperature at the first intake valve = (first manifold wall temperature - first manifold gas temperature) * temperature rise coefficient + first manifold gas temperature.

[0087] To determine the temperature rise coefficient based on experimental data of the first temperature during the combustion of the first fuel in a hybrid engine, the following steps are taken: First, the fuel is adjusted to pure gasoline. Since gasoline is used as the combustion standard, the fuel correction value is 0 at this point. Then, the engine speed and load are adjusted, and the experimental data of the first temperature during the combustion of the first fuel in the hybrid engine are obtained through sensors installed at corresponding locations on the engine. This includes the gas temperature at the first intake valve, the first manifold wall temperature, and the first manifold gas temperature during the combustion of the first fuel. Finally, the temperature rise coefficient is generated by back-calculation and fitting.

[0088] Alternatively, the fuel ratio correction factor can be considered to be 0 when gasoline is used as the combustion standard, so the fuel correction value at this time is 0.

[0089] The temperature rise coefficient is independent of fuel but related to intake manifold pressure and engine speed. Therefore, the temperature rise coefficient, which remains constant in subsequent calculations, can be determined based on the first temperature calculation formula.

[0090] Alternatively, methanol can be used as the combustion standard to determine various parameters. The specific implementation steps are similar to those using gasoline as the combustion standard, and will not be elaborated here. However, since only one fuel is used as the combustion standard, a fuel ratio correction factor needs to be multiplied when calculating the fuel correction value. This is because the fuel correction value for intake air temperature (temperature correction value) is the standard fuel correction value for intake air temperature based on pure gasoline or pure methanol, and a correction factor needs to be determined based on the mixing ratio of gasoline and methanol.

[0091] Optionally, the step of determining the temperature correction value of the second fuel for the intake air temperature based on the second temperature experimental data of the hybrid fuel engine during combustion of the second fuel and the temperature rise coefficient includes:

[0092] Acquire second temperature experimental data of the hybrid fuel engine when burning a second fuel, wherein the second temperature experimental data includes the gas temperature at the second intake valve, the second manifold wall temperature, and the second manifold gas temperature of the hybrid fuel engine when burning a second fuel;

[0093] The temperature correction value of the second fuel to the intake air temperature is obtained by fitting the second temperature calculation formula, wherein the second temperature calculation formula is: gas temperature at the second intake valve = (second manifold wall temperature - second manifold gas temperature) * temperature rise coefficient + second manifold gas temperature + temperature correction value.

[0094] After obtaining the temperature rise coefficient, the temperature correction value of the second fuel to the intake air temperature can be determined based on the experimental data of the second temperature when the hybrid fuel engine is burning the second fuel and the temperature rise coefficient.

[0095] At this point, the fuel is adjusted to pure methanol. By adjusting the engine speed and load, and combining the fitted temperature rise coefficient with the second temperature experimental data through back-calculation, a temperature correction value for the intake air temperature using the second fuel (methanol) can be fitted and generated. This second temperature experimental data includes the gas temperature at the second intake valve, the second manifold wall temperature, and the second manifold gas temperature when the mixed-fuel engine is burning the second fuel. Because the temperature rise coefficient used is for pure gasoline, a temperature correction value is needed in the case of pure methanol compared to pure gasoline.

[0096] In this case, it can also be assumed that the fuel ratio correction factor is 1 when methanol is used as the combustion standard, so the fuel correction value in the second temperature calculation formula is directly equal to the temperature correction value.

[0097] Optionally, the step of determining the fuel ratio correction coefficient for different fuel ratios of the mixed fuel based on the third temperature experimental data of the mixed fuel engine when burning a mixture of the first fuel and the second fuel, the temperature rise coefficient, and the temperature correction value, includes:

[0098] Acquire third temperature experimental data of a hybrid engine when burning a hybrid fuel, wherein the third temperature experimental data includes the gas temperature at the third intake valve, the third manifold wall temperature, the third manifold gas temperature, and the temperature correction value of the hybrid engine when burning a hybrid fuel.

[0099] The fuel ratio correction coefficients for the mixed fuels with different fuel ratios are obtained by fitting the third temperature calculation formula. The third temperature calculation formula is: Gas temperature at the third intake valve = (Third manifold wall temperature - Third manifold gas temperature) * Temperature rise coefficient + Third manifold gas temperature + Fuel ratio correction coefficient * Temperature correction value.

[0100] After obtaining the temperature rise coefficient and temperature correction value through fitting, the proportion of methanol in the mixed fuel is adjusted, and the engine speed and load are adjusted. Based on the third temperature experimental data, the temperature rise coefficient and the temperature correction value, the fuel ratio correction coefficient is finally fitted and generated.

[0101] In this embodiment, the new calculation model is:

[0102] Intake valve temperature = (manifold wall temperature - manifold gas temperature) * temperature rise coefficient + manifold gas temperature + fuel correction value; fuel correction value = fuel ratio correction coefficient * fuel correction value for intake temperature (temperature correction value);

[0103] When burning pure gasoline:

[0104] Intake valve mixed air temperature = (manifold wall temperature - manifold gas temperature) * temperature rise coefficient (to be solved) + manifold gas temperature + fuel ratio correction coefficient (0 at this time) * fuel correction value for intake air temperature;

[0105] When burning pure methanol:

[0106] Intake valve mixed gas temperature = (manifold wall temperature - manifold gas temperature) * temperature rise coefficient + manifold gas temperature + fuel ratio correction coefficient (1 at this time) * fuel (pure methanol) correction value for intake gas temperature (to be solved);

[0107] When burning mixed fuels:

[0108] Intake valve mixed air temperature = (manifold wall temperature - manifold gas temperature) * temperature rise coefficient + manifold gas temperature + fuel ratio correction coefficient (to be solved) * correction value of fuel (pure methanol) for intake air temperature.

[0109] Therefore, by performing backfitting on the new calculation model based on experimental data, the key parameters in the new calculation model are obtained: temperature rise coefficient, temperature correction value, and fuel ratio correction coefficient. Thus, when applying the new calculation model in practice, the gas temperature of the mixed fuel entering the cylinder can be accurately calculated, thereby improving the accuracy of intake air volume calculation and improving the engine economy and torque control accuracy.

[0110] In addition, this application also provides a device for determining engine intake air temperature, such as... Figure 4 As shown, the engine intake air temperature determination device of this application includes:

[0111] The acquisition module 10 is used to acquire the actual temperature data, required torque, and fuel ratio of the engine when burning the mixed fuel;

[0112] The determining module 20 is used to determine the intake air temperature to be corrected based on the actual temperature data and the required torque, and to determine the fuel correction value based on the required torque and the fuel ratio;

[0113] The correction module 30 is used to correct the intake air temperature to be corrected based on the fuel correction value, and to determine the actual intake air temperature of the mixed fuel engine when burning the mixed fuel.

[0114] Optionally, the determining module is further configured to:

[0115] Determine the temperature rise coefficient corresponding to the required torque, and determine the temperature difference between the manifold wall temperature and the manifold gas temperature in the actual temperature data;

[0116] The adjustment temperature is determined based on the temperature rise coefficient and the temperature difference, and the intake temperature to be corrected is determined to be the sum of the manifold gas temperature and the adjustment temperature.

[0117] Optionally, the determining module is further configured to:

[0118] Determine the temperature correction value of the fuel for the intake air temperature corresponding to the required torque;

[0119] Determine the fuel ratio correction factor corresponding to the fuel ratio;

[0120] The fuel correction value is determined based on the temperature correction value and the fuel ratio correction coefficient.

[0121] Optionally, the device for determining the engine intake air temperature further includes a calibration module for:

[0122] Before the step of determining the intake air temperature to be corrected based on the actual temperature data and the required torque:

[0123] The temperature rise coefficient was determined based on experimental data of the first temperature when a hybrid fuel engine burns the first fuel.

[0124] Based on the experimental data of the second temperature of the hybrid fuel engine when burning the second fuel and the temperature rise coefficient, the temperature correction value of the second fuel to the intake air temperature is determined.

[0125] Based on the third temperature experimental data of the hybrid fuel engine when burning a mixture of the first fuel and the second fuel, the temperature rise coefficient, and the temperature correction value, the fuel ratio correction coefficient of the mixed fuel with different fuel ratios is determined.

[0126] Optionally, the calibration module is further configured to:

[0127] Acquire first temperature experimental data of a hybrid fuel engine when burning a first fuel, wherein the first temperature experimental data includes the gas temperature at the first intake valve, the first manifold wall temperature, and the first manifold gas temperature of the hybrid fuel engine when burning the first fuel;

[0128] The temperature rise coefficient is obtained by fitting the first temperature calculation formula, where the first temperature calculation formula is: gas temperature at the first intake valve = (first manifold wall temperature - first manifold gas temperature) * temperature rise coefficient + first manifold gas temperature.

[0129] Optionally, the calibration module is further configured to:

[0130] Acquire second temperature experimental data of the hybrid fuel engine when burning a second fuel, wherein the second temperature experimental data includes the gas temperature at the second intake valve, the second manifold wall temperature, and the second manifold gas temperature of the hybrid fuel engine when burning a second fuel;

[0131] The temperature correction value of the second fuel to the intake air temperature is obtained by fitting the second temperature calculation formula, wherein the second temperature calculation formula is: gas temperature at the second intake valve = (second manifold wall temperature - second manifold gas temperature) * temperature rise coefficient + second manifold gas temperature + temperature correction value.

[0132] Optionally, the calibration module is further configured to:

[0133] Acquire third temperature experimental data of a hybrid engine when burning a hybrid fuel, wherein the third temperature experimental data includes the gas temperature at the third intake valve, the third manifold wall temperature, the third manifold gas temperature, and the temperature correction value of the hybrid engine when burning a hybrid fuel.

[0134] The fuel ratio correction coefficients for the mixed fuels with different fuel ratios are obtained by fitting the third temperature calculation formula. The third temperature calculation formula is: Gas temperature at the third intake valve = (Third manifold wall temperature - Third manifold gas temperature) * Temperature rise coefficient + Third manifold gas temperature + Fuel ratio correction coefficient * Temperature correction value.

[0135] The specific implementation of the engine intake air temperature determination device of this application is basically the same as the embodiments of the engine intake air temperature determination method described above, and will not be repeated here.

[0136] In addition, this application also provides a vehicle as mentioned in any of the above embodiments.

[0137] Reference Figure 4 , Figure 4 This is a schematic diagram of the device structure of the hardware operating environment of the vehicle mentioned in the embodiments of this application.

[0138] like Figure 4 As shown, the vehicle may include: a processor 1001, such as a CPU, a memory 1005, and a communication bus 1002. The communication bus 1002 is used to establish communication between the processor 1001 and the memory 1005. The memory 1005 may be a high-speed RAM or a stable, non-volatile memory, such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0139] Optionally, the vehicle also includes a vehicle control unit (VCU), a battery management system (BMS), an engine management system (EMS), and a generator control unit (GCU). The VCU communicates with the BMS via an external public CAN bus and with the EMS and GCU via an internal CAN bus. Additionally, the vehicle may include a body control module (BCM), an ECU, a rectangular user interface, a network interface, cameras, RF (Radio Frequency) circuitry, sensors, audio circuitry, a Wi-Fi module, etc. The rectangular user interface may include a display screen and an input submodule such as a keyboard; optionally, the rectangular user interface may also include standard wired or wireless interfaces. The network interface may optionally include standard wired or wireless interfaces (such as a Wi-Fi interface). The vehicle also communicates with the remote service platform (TSP) via a T-BOX.

[0140] Those skilled in the art will understand that Figure 4The structure shown does not constitute a limitation on the vehicle. Based on different design needs of actual applications, the vehicle may of course include more or fewer components than shown in different feasible implementations, or combine certain components, or have different component arrangements.

[0141] like Figure 4 As shown, the memory 1005, serving as a storage medium, may include an operating system, a network communication module, and an intake air temperature determination program. The operating system manages and controls programs based on vehicle hardware and software resources, supporting the operation of the intake air temperature determination program and other software and / or programs. The network communication module enables communication between the various components within the memory 1005, as well as communication with other hardware and software in the engine intake air temperature determination device.

[0142] exist ​ In the vehicle shown, the processor 1001 is used to execute the intake air temperature determination program stored in the memory 1005 to implement the steps of the engine intake air temperature determination method described in any of the above embodiments.

[0143] The specific implementation method of the vehicle in this application is basically the same as the embodiments of the above-described method for determining engine intake air temperature, and will not be repeated here.

[0144] Furthermore, embodiments of this application also provide a computer storage medium, wherein the computer storage medium stores one or more programs, and the one or more programs may be executed by one or more processors to implement the steps of the method for determining the engine intake air temperature described in any of the above claims.

[0145] The specific implementation of the computer storage medium in this application is basically the same as the embodiments of the above-described method for determining engine intake temperature, and will not be repeated here.

[0146] In addition, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described method for determining engine intake air temperature.

[0147] The specific implementation of the computer program product of this application is basically the same as the embodiments of the above-described method for determining engine intake air temperature, and will not be repeated here.

[0148] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0149] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0150] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be an in-vehicle computer, smartphone, computer, or server, etc.) to execute the methods described in the various embodiments of this application.

[0151] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method of determining engine intake air temperature, characterized by, The method comprises the following steps: acquiring actual temperature data, required torque and fuel ratio of the mixed fuel when the engine burns the mixed fuel; determining a to-be-corrected intake temperature based on the actual temperature data and the required torque, and determining a fuel correction value based on the required torque and the fuel ratio; correcting the to-be-corrected intake temperature based on the fuel correction value, and determining an actual intake temperature of the mixed fuel engine when the mixed fuel engine burns the mixed fuel; the step of determining the to-be-corrected intake temperature based on the actual temperature data and the required torque comprises: determining a temperature rise coefficient corresponding to the required torque, and determining a temperature difference between a manifold wall temperature and a manifold gas temperature in the actual temperature data; determining an adjusted temperature based on the temperature rise coefficient and the temperature difference, and determining the to-be-corrected intake temperature as a sum of the manifold gas temperature and the adjusted temperature.

2. The method of determining engine intake air temperature as set forth in claim 1, wherein, the step of determining the fuel correction value based on the required torque and the fuel ratio comprises: determining a temperature correction value of fuel to intake temperature corresponding to the required torque; determining a fuel ratio correction coefficient corresponding to the fuel ratio; determining the fuel correction value based on the temperature correction value and the fuel ratio correction coefficient.

3. The method of determining engine intake air temperature as set forth in claim 1, wherein, before the step of determining the fuel correction value based on the required torque and the fuel ratio, the method comprises the following steps: determining a temperature rise coefficient based on first temperature experimental data of a mixed fuel engine when the mixed fuel engine burns a first fuel; determining a temperature correction value of a second fuel to intake temperature based on second temperature experimental data of the mixed fuel engine when the mixed fuel engine burns the second fuel and the temperature rise coefficient; determining fuel ratio correction coefficients of the mixed fuel with different fuel ratios based on third temperature experimental data of the mixed fuel engine when the mixed fuel engine burns mixed fuel of the first fuel and the second fuel, the temperature rise coefficient and the temperature correction value.

4. The method of determining engine intake air temperature as set forth in claim 3, wherein, the step of determining the temperature rise coefficient based on the first temperature experimental data of the mixed fuel engine when the mixed fuel engine burns the first fuel comprises: acquiring first temperature experimental data of the mixed fuel engine when the mixed fuel engine burns the first fuel, wherein the first temperature experimental data comprises a first intake valve gas temperature, a first manifold wall temperature and a first manifold gas temperature of the mixed fuel engine when the mixed fuel engine burns the first fuel; determining the temperature rise coefficient based on a first temperature calculation formula, wherein the first temperature calculation formula is: first intake valve gas temperature=(first manifold wall temperature-first manifold gas temperature)*temperature rise coefficient+first manifold gas temperature.

5. The method of determining engine intake air temperature as set forth in claim 3, wherein, the step of determining the temperature correction value of the second fuel to intake temperature based on the second temperature experimental data of the mixed fuel engine when the mixed fuel engine burns the second fuel and the temperature rise coefficient comprises: acquiring second temperature experimental data of the mixed fuel engine when the mixed fuel engine burns the second fuel, wherein the second temperature experimental data comprises a second intake valve gas temperature, a second manifold wall temperature and a second manifold gas temperature of the mixed fuel engine when the mixed fuel engine burns the second fuel; determining the temperature correction value of the second fuel to intake temperature based on a second temperature calculation formula, wherein the second temperature calculation formula is: second intake valve gas temperature=(second manifold wall temperature-second manifold gas temperature)*temperature rise coefficient+second manifold gas temperature. The second fuel temperature correction value of the intake air temperature is obtained based on a second temperature calculation formula, where the second temperature calculation formula is: second intake valve gas temperature=(second manifold wall temperature-second manifold gas temperature)*temperature rise coefficient+second manifold gas temperature+temperature correction value.

6. The method of determining engine intake air temperature as set forth in claim 3, wherein, The step of determining the fuel ratio correction coefficient of the mixed fuel with different fuel ratios based on the third temperature experimental data of the mixed fuel engine when burning the mixed fuel of the first fuel and the second fuel, the temperature rise coefficient, and the temperature correction value, comprises: Obtaining third temperature experimental data of a mixed fuel engine when burning a mixed fuel, wherein the third temperature experimental data comprises third intake valve gas temperature, third manifold wall temperature, third manifold gas temperature, temperature correction value of the mixed fuel engine when burning a mixed fuel; The fuel ratio correction coefficient of the mixed fuel with different fuel ratios is obtained based on a third temperature calculation formula, where the third temperature calculation formula is: third intake valve gas temperature=(third manifold wall temperature-third manifold gas temperature)*temperature rise coefficient+third manifold gas temperature+fuel ratio correction coefficient*temperature correction value.

7. An engine intake air temperature determining device characterized by comprising: The engine intake air temperature determination device comprises: An acquisition module configured to acquire actual temperature data, required torque, and fuel ratio of the mixed fuel of the engine when burning the mixed fuel; A determination module configured to determine a to-be-corrected intake air temperature based on the actual temperature data and the required torque, and determine a fuel correction value based on the required torque and the fuel ratio; A correction module configured to correct the to-be-corrected intake air temperature based on the fuel correction value, and determine actual intake air temperature of the mixed fuel engine when burning the mixed fuel; The step of determining the to-be-corrected intake air temperature based on the actual temperature data and the required torque comprises: Determining a temperature rise coefficient corresponding to the required torque, and determining a temperature difference between the manifold wall temperature and the manifold gas temperature in the actual temperature data; Determining an adjusted temperature based on the temperature rise coefficient and the temperature difference, and determining the to-be-corrected intake air temperature as a sum of the manifold gas temperature and the adjusted temperature.

8. A vehicle characterized by comprising: The vehicle comprises a memory and a processor, the memory stores a computer program for implementing the engine intake air temperature determination method, The memory is configured to store the computer program; The processor is configured to execute the computer program to implement the steps of the engine intake air temperature determination method according to any one of claims 1 to 6.

9. A computer storage medium, characterized in that The computer storage medium stores a computer program for implementing the engine intake air temperature determination method, and the computer program is executed by the processor to implement the steps of the engine intake air temperature determination method according to any one of claims 1 to 6.

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