EGR intake amount calculation method, calculation device and electronic equipment

Abstract

This application provides a method, device, and electronic device for calculating EGR intake air volume. The method comprises: obtaining the initial inlet temperature of the engine, determining a correction coefficient corresponding to the initial inlet temperature, and calculating the product of the initial inlet temperature and the initial inlet temperature correction coefficient to obtain a corrected inlet temperature; determining the inlet pressure corresponding to the current speed and current intake volume using a one-to-one mapping relationship between speed, intake volume, and inlet pressure to obtain the initial inlet pressure; determining a correction coefficient corresponding to the initial inlet pressure, and calculating the product of the initial inlet pressure and the initial inlet pressure correction coefficient to obtain a corrected inlet pressure; and calculating the EGR intake air volume based on the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected inlet temperature and the corrected inlet pressure, and the EGR throttling equation. This application solves the problem of inaccurate EGR intake air volume in the prior art.

Description

Technical Field

[0001] The present application relates to the field of calculation of EGR intake air amount, and in particular, to a method for calculating EGR intake air amount, a calculation device, a computer-readable storage medium, and an electronic device. Background Art

[0002] Existing non-four-way EGR (Exhaust Gas Recirculation, EGR) route models need to use a MAF (Mass Air Flow, MAF) sensor to control EGR through an intake flow closed loop. However, the MAF sensor is sensitive to the supercharger and pipeline layout, and has poor emission consistency, resulting in inaccurate EGR flow calculation.

[0003] Therefore, a method is needed to solve the problem of inaccurate EGR flow calculation. Summary of the Invention

[0004] The main purpose of this application is to provide a method for calculating the EGR intake amount, a calculation device, a computer-readable storage medium and an electronic device, so as to at least solve the problem of inaccurate EGR flow calculation in the prior art.

[0005] To achieve the above-mentioned purpose, according to one aspect of the present application, a method for calculating the EGR intake amount is provided, comprising: obtaining an initial turbine pre-turbine temperature of the engine, determining a correction coefficient corresponding to the initial turbine pre-turbine temperature, obtaining an initial turbine pre-turbine temperature correction coefficient, calculating the product of the initial turbine pre-turbine temperature and the initial turbine pre-turbine temperature correction coefficient, and obtaining a corrected turbine pre-turbine temperature; obtaining the speed and intake amount of the engine, obtaining a current speed and a current intake amount, determining the turbine pre-turbine pressure corresponding to the current speed and the current intake amount through a one-to-one mapping relationship between the speed, the intake amount, and the turbine pre-turbine pressure, and obtaining the initial turbine pre-turbine pressure, wherein, The one-to-one mapping relationship between the speed, intake volume and turbine pre-pressure is pre-calibrated through experiments and includes multiple historical speeds, multiple historical intake volumes and historical turbine pre-pressures corresponding to each of the historical speeds and historical intake volumes; the correction coefficient corresponding to the initial turbine pre-pressure is determined to obtain the initial turbine pre-pressure correction coefficient, and the product of the initial turbine pre-pressure and the initial turbine pre-pressure correction coefficient is calculated to obtain the corrected turbine pre-pressure; the EGR intake volume is calculated based on the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected turbine pre-temperature, the corrected turbine pre-pressure and the EGR throttling equation.

[0006] Optionally, obtaining the initial pre-turbine temperature of the engine includes: obtaining the circulating oil volume of the engine, determining the intake manifold pressure corresponding to the current speed and the circulating oil volume through a one-to-one mapping relationship among the speed, the circulating oil volume and the intake manifold pressure, and obtaining a first intake manifold pressure, wherein the one-to-one mapping relationship among the speed, the circulating oil volume and the intake manifold pressure is pre-calibrated through experiments and includes a plurality of historical speeds, a plurality of historical circulating oil volumes and the intake manifold pressure corresponding to each historical speed and each circulating oil volume; obtaining the actual intake manifold pressure of the engine, obtaining a second intake manifold pressure, calculating the ratio of the second intake manifold pressure to the first intake manifold pressure, and obtaining an intake manifold pressure ratio; obtaining the actual intake manifold pressure of the engine, obtaining a second intake manifold pressure, and calculating the ratio of the second intake manifold pressure to the first intake manifold pressure through the intake manifold pressure ratio. The correction coefficient corresponding to the intake manifold pressure ratio is determined by a one-to-one mapping relationship between the force ratio and the temperature correction coefficient to obtain a first coefficient; the temperature difference corresponding to the current speed and the circulating oil quantity is determined by a one-to-one mapping relationship between the speed, the circulating oil quantity and the temperature difference, the temperature difference is multiplied by the first coefficient to obtain a first temperature difference, the intake manifold temperature of the engine is obtained, the intake manifold temperature is added to the first temperature difference to obtain the initial turbine pre-temperature, wherein the one-to-one mapping relationship between the speed, the circulating oil quantity and the temperature difference is pre-calibrated and includes multiple historical speeds, multiple circulating oil quantities and historical temperature differences corresponding to each historical speed and each historical circulating oil quantity, and the temperature difference is the difference between the turbine pre-temperature and the intake manifold temperature.

[0007] Optionally, the initial pre-turbine temperature correction coefficient includes a first temperature correction coefficient and a second temperature correction coefficient. Determining the correction coefficient corresponding to the initial pre-turbine temperature to obtain the initial pre-turbine temperature correction coefficient includes: obtaining the ambient temperature, determining the correction coefficient corresponding to the ambient temperature, and obtaining the first temperature correction coefficient; obtaining the ambient pressure, determining the correction coefficient corresponding to the ambient pressure, and obtaining the second temperature correction coefficient.

[0008] Optionally, determining the correction coefficient corresponding to the ambient temperature to obtain a first temperature correction coefficient includes: determining the temperature correction coefficient corresponding to the ambient temperature through a first mapping relationship between the ambient temperature and the temperature correction coefficient to obtain the first temperature correction coefficient, wherein the first mapping relationship between the ambient temperature and the correction coefficient is pre-calibrated through experiments and includes multiple historical ambient temperatures and a historical temperature correction coefficient corresponding to each of the historical ambient temperatures.

[0009] Optionally, determining the correction coefficient corresponding to the ambient pressure to obtain the second temperature correction coefficient includes: determining the temperature correction coefficient corresponding to the ambient pressure through a second mapping relationship between the ambient pressure and the temperature correction coefficient to obtain the second temperature correction coefficient, wherein the second mapping relationship between the ambient pressure and the temperature correction coefficient is pre-calibrated through experiments and includes multiple historical ambient pressures and historical temperature correction coefficients corresponding to each of the historical ambient pressures.

[0010] Optionally, the initial turbine pre-pressure correction coefficient includes a first pressure correction coefficient, a second pressure correction coefficient, a third pressure correction coefficient, a fourth pressure correction coefficient and a fifth pressure correction coefficient. Determining the correction coefficient corresponding to the initial turbine pre-pressure to obtain the initial turbine pre-pressure correction coefficient includes: obtaining the circulating oil volume of the engine, determining the pressure correction coefficient corresponding to the current speed and the circulating oil volume through a one-to-one mapping relationship between the speed, the circulating oil volume and the pressure correction coefficient, and obtaining the first pressure correction coefficient, wherein the one-to-one mapping relationship between the speed, the circulating oil volume and the pressure correction coefficient is pre-calibrated through experiments and includes multiple historical speeds, multiple circulating oil volumes and historical pressure correction coefficients corresponding to each speed and circulating oil volume; determining the pressure correction coefficient corresponding to the opening of the EGR valve through a one-to-one mapping relationship between the opening of the EGR valve and the pressure correction coefficient, and obtaining the second pressure correction coefficient, wherein the one-to-one mapping relationship between the opening of the EGR valve and the pressure correction coefficient is pre-calibrated through experiments and includes the historical openings of the EGR valve and the historical openings of the EGR valve. corresponding historical pressure correction coefficient; determining the correction coefficient corresponding to the throttle valve opening through a one-to-one mapping relationship between the throttle valve opening and the pressure correction coefficient, and obtaining the third pressure correction coefficient, wherein the one-to-one mapping relationship between the throttle valve opening and the pressure correction coefficient is pre-calibrated through experiments and includes the historical opening of the throttle valve and the historical pressure correction coefficient corresponding to the historical opening of the throttle valve; obtaining the ambient temperature, determining the pressure correction coefficient corresponding to the ambient temperature through a one-to-one mapping relationship between the ambient temperature and the pressure correction coefficient, and obtaining the fourth pressure correction coefficient, wherein the one-to-one mapping relationship between the ambient temperature and the pressure correction coefficient is pre-calibrated through experiments and includes the ambient temperature and the historical pressure correction coefficient corresponding to the ambient temperature; obtaining the ambient pressure, determining the pressure correction coefficient corresponding to the ambient pressure through a one-to-one mapping relationship between the ambient pressure and the pressure correction coefficient, and obtaining the fifth pressure correction coefficient, wherein the one-to-one mapping relationship between the ambient pressure and the pressure correction coefficient is pre-calibrated through experiments and includes the historical ambient pressure and the historical pressure correction coefficient corresponding to the historical ambient pressure.

[0011] Optionally, the product of the initial pre-turbine pressure and the initial pre-turbine pressure correction coefficient is calculated to obtain the corrected pre-turbine pressure, including: calculating the product of the initial pre-turbine pressure, the first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient and the fifth pressure correction coefficient to obtain the corrected pre-turbine pressure.

[0012] According to another aspect of the present application, a device for calculating the EGR intake amount is provided, comprising: an acquisition unit for acquiring the initial turbine pre-turbine temperature of the engine, determining a correction coefficient corresponding to the initial turbine pre-turbine temperature, obtaining the initial turbine pre-turbine temperature correction coefficient, calculating the product of the initial turbine pre-turbine temperature and the initial turbine pre-turbine temperature correction coefficient, and obtaining the corrected turbine pre-turbine temperature; a determination unit for acquiring the speed and intake amount of the engine, obtaining the current speed and the current intake amount, determining the turbine pre-turbine pressure corresponding to the current speed and the current intake amount through a one-to-one mapping relationship among the speed, intake amount and turbine pre-turbine pressure, and obtaining the initial turbine pre-turbine pressure, wherein the speed, intake amount and turbine pre-turbine pressure are respectively The one-to-one mapping relationship with the pre-turbine pressure is pre-calibrated through experiments and includes multiple historical speeds, multiple historical intake volumes and historical pre-turbine pressures corresponding to each of the historical speeds and the historical intake volumes; the first calculation unit is used to determine the correction coefficient corresponding to the initial pre-turbine pressure, obtain the initial pre-turbine pressure correction coefficient, calculate the product of the initial pre-turbine pressure and the initial pre-turbine pressure correction coefficient, and obtain the corrected pre-turbine pressure; the second calculation unit is used to calculate the EGR intake volume based on the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected pre-turbine temperature, the corrected pre-turbine pressure and the EGR throttling equation.

[0013] According to another aspect of the present application, a computer-readable storage medium is provided, which includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute any one of the above-mentioned computing methods.

[0014] According to another aspect of the present application, an electronic device is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs include a method for executing any one of the above-mentioned computing methods.

[0015] By applying the technical solution of the present application, the initial pre-turbulence pressure and the initial pre-turbulence temperature are obtained, and the corresponding initial pre-turbulence pressure correction coefficient and initial pre-turbulence temperature correction coefficient are determined to correct the initial pre-turbulence pressure and the initial pre-turbulence temperature, thereby obtaining the corrected pre-turbulence pressure and the corrected pre-turbulence temperature, and then the EGR intake air volume is calculated using the EGR throttling equation. In this way, the pre-turbulence pressure and the pre-turbulence temperature are corrected using the correction coefficient, and the EGR intake air volume is calculated using the corrected pre-turbulence pressure and the pre-turbulence temperature, thereby avoiding the problem of inaccurate intake air volume measured by the MAF sensor. Compared with the prior art, the MAF sensor is more sensitive to the vortex supercharger and the pipeline layout, and is easily affected, resulting in inaccurate measurement of the intake air volume. The present application obtains the EGR intake air volume through the above-mentioned correction and calculation process, thereby improving the accuracy of the intake air volume, thereby achieving the purpose of more accurately controlling the operation of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings that constitute part of this application are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an improper limitation on this application. In the drawings:

[0017] Figure 1 A hardware structure block diagram of a mobile terminal for executing a method for calculating an EGR intake air amount provided in an embodiment of the present application is shown;

[0018] Figure 2 A flow chart of a method for calculating an EGR intake air amount provided in an embodiment of the present application is shown;

[0019] Figure 3 A schematic diagram of a flow chart for determining a correction coefficient in a method for calculating an EGR intake amount provided in an embodiment of the present application is shown;

[0020] Figure 4 A schematic diagram showing a method for correcting the pre-turbine pressure in a specific method for calculating the EGR intake amount provided in an embodiment of the present application is shown;

[0021] Figure 5 A schematic diagram showing a method for correcting the turbine pre-turbine temperature in a specific method for calculating the EGR intake air amount provided in an embodiment of the present application is shown;

[0022] Figure 6 A structural block diagram of a device for calculating EGR intake air quantity provided in an embodiment of the present application is shown.

[0023] The above drawings include the following reference numerals:

[0024] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. DETAILED DESCRIPTION

[0025] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0026] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] For ease of description, some nouns or terms involved in the embodiments of the present application are explained below:

[0029] EGR: Exhaust Gas Re-circulation, referred to as EGR, is used to reintroduce exhaust gas into the cylinder to reduce NOx emissions.

[0030] MAF: Mass air flow sensor, measures the flow of fresh air at the turbocharger inlet.

[0031] As introduced in the background technology, the EGR intake amount is not accurately calculated in the prior art. To solve the problem of inaccurate EGR intake amount, the embodiments of the present application provide a method for calculating the EGR intake amount, a calculation device, a computer-readable storage medium and an electronic device.

[0032] The technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present invention.

[0033] The method embodiments provided in the embodiments of the present application can be executed in a mobile terminal, a computer terminal or a similar computing device. Taking running on a mobile terminal as an example, Figure 1This is a hardware structure block diagram of a mobile terminal for calculating the EGR intake amount according to an embodiment of the present invention. Figure 1 As shown, the mobile terminal may include one or more ( Figure 1 Only one is shown) a processor 102 (the processor 102 may include but is not limited to a microprocessor MCU or a programmable logic device FPGA and other processing devices) and a memory 104 for storing data, wherein the mobile terminal may also include a transmission device 106 and an input and output device 108 for communication functions. It will be understood by those skilled in the art that Figure 1 The structure shown is only for illustration and does not limit the structure of the mobile terminal. Figure 1 More or fewer components than shown, or with Figure 1 Different configurations shown.

[0034] Memory 104 can be used to store computer programs, such as application software programs and modules, such as the computer program corresponding to the EGR intake air volume calculation method in the embodiment of the present invention. Processor 102 executes the computer programs stored in memory 104 to execute various functional applications and data processing, thereby implementing the aforementioned method. Memory 104 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, memory 104 may further include memory remote from processor 102, which can be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof. Transmission device 106 is used to receive or transmit data via a network. Specific examples of such networks may include a wireless network provided by the mobile terminal's telecommunications provider. In one example, transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to enable communication with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0035] In this embodiment, a method for calculating the EGR intake amount running on a mobile terminal, a computer terminal or a similar computing device is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0036] Figure 2 Flowchart of the method for calculating the EGR intake amount according to an embodiment of the present application. Figure 2 As shown, the method includes the following steps:

[0037] Step S201, obtaining an initial turbine inlet temperature of the engine, determining a correction coefficient corresponding to the initial turbine inlet temperature to obtain an initial turbine inlet temperature correction coefficient, and calculating a product of the initial turbine inlet temperature and the initial turbine inlet temperature correction coefficient to obtain a corrected turbine inlet temperature;

[0038] Specifically, EGR reintroduces the exhaust gas discharged from the engine into the engine cylinder. Before the exhaust gas is reintroduced into the engine, it needs to be compressed by a turbo compressor. The compressed gas enters the engine cylinder through the intake manifold. The initial turbine pre-turbine temperature is the temperature of the gas before entering the turbo compressor. The initial turbine pre-turbine temperature is further corrected by a correction coefficient to obtain a corrected turbine pre-turbine temperature. Since the MAF air flow sensor obtains the EGR intake volume by measurement, and the present application calculates the EGR intake volume through a model, therefore, after determining the initial turbine pre-turbine temperature, it is corrected by the corresponding correction coefficient to obtain the final corrected turbine pre-turbine temperature.

[0039] Step S202: Obtaining the engine speed and intake air volume to obtain the current speed and current intake air volume, determining the turbine pre-turbine pressure corresponding to the current speed and the current intake air volume through a one-to-one mapping relationship between the speed, the intake air volume, and the turbine pre-turbine pressure, and obtaining an initial turbine pre-turbine pressure, wherein the one-to-one mapping relationship between the speed, the intake air volume, and the turbine pre-turbine pressure is pre-calibrated through experiments and includes a plurality of historical speeds, a plurality of historical intake air volumes, and a historical turbine pre-turbine pressure corresponding to each of the historical speeds and the historical intake air volumes;

[0040] Specifically, the pre-turbine pressure at each speed and each intake volume is calibrated in advance through field tests or simulation tests to obtain a one-to-one mapping relationship, which can be expressed in the form of a graph or other feasible methods. Therefore, after obtaining the current speed and the current intake volume, the corresponding current pre-turbine pressure can be determined through the above one-to-one mapping relationship.

[0041] Step S203, determining a correction coefficient corresponding to the initial in-turbine pressure to obtain the initial in-turbine pressure correction coefficient, and calculating the product of the initial in-turbine pressure and the initial in-turbine pressure correction coefficient to obtain a corrected in-turbine pressure;

[0042] Specifically, after the initial turbine inlet temperature is corrected, the turbine inlet pressure correction coefficient is also used to correct the turbine inlet pressure to obtain the corrected turbine inlet pressure.

[0043] Step S204 , calculating the EGR intake air volume according to the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected turbine inlet temperature, the corrected turbine inlet pressure, and the EGR throttling equation.

[0044] Specifically, the EGR flow rate is usually calculated using the throttling equation, which is as follows: Among them, Ac max is the maximum flow area of ​​the EGR valve, which is calibrated according to specific conditions. rA is the ratio curve of the maximum flow area corresponding to the opening r of each EGR valve, which is obtained by calibration. Pus and Tus are the turbine pre-pressure and turbine pre-temperature, respectively, and these values ​​are calculated by the above calculation process. ψ is the flow function, which is summarized from a large amount of test data as follows: Among them, ψ crit and π crit It is also a calibration quantity. In practical applications, ψ crit It can be 0.58, π crit can be 0.68, П=max(ψ crit， π), π is the pressure downstream of the EGR valve P ds With upstream pressure P us , π is a value greater than 0 and less than 1.

[0045] Through this embodiment, by obtaining the initial pre-turbine pressure and the initial pre-turbine temperature, and determining the corresponding initial pre-turbine pressure correction coefficient and initial pre-turbine temperature correction coefficient, the initial pre-turbine pressure and the initial pre-turbine temperature are corrected to obtain the corrected pre-turbine pressure and the corrected pre-turbine temperature, and then the EGR throttling equation is used to calculate the EGR intake air volume. In this way, the correction coefficient is used to correct the pre-turbine pressure and the pre-turbine temperature, and the corrected pre-turbine pressure and pre-turbine temperature are used to calculate the EGR intake air volume, thereby avoiding the problem of inaccurate intake air volume measured by the MAF sensor. Compared with the prior art, the MAF sensor is more sensitive to the vortex supercharger and the pipeline layout, and is easily affected, resulting in inaccurate measurement of the intake air volume. The present application obtains the EGR intake air volume through the above-mentioned correction and calculation process, thereby improving the accuracy of the intake air volume, thereby achieving the purpose of more accurately controlling the operation of the engine.

[0046] In the specific implementation process, the above step S201 can be implemented by the following steps: Figure 3As shown, step S2011: obtaining the circulating oil volume of the above-mentioned engine, determining the intake manifold pressure corresponding to the above-mentioned current speed and the above-mentioned circulating oil volume through the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the intake manifold pressure, and obtaining the first intake manifold pressure, wherein the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the intake manifold pressure is pre-calibrated through experiments and includes multiple above-mentioned historical speeds, multiple historical circulating oil volumes and the above-mentioned intake manifold pressure corresponding to each above-mentioned historical speed and each above-mentioned circulating oil volume; step S2012: obtaining the actual intake manifold pressure of the above-mentioned engine, obtaining the second intake manifold pressure, calculating the ratio of the above-mentioned second intake manifold pressure to the above-mentioned first intake manifold pressure, and obtaining the intake manifold pressure ratio; step S2013: obtaining the actual intake manifold pressure of the above-mentioned engine, obtaining the second intake manifold pressure, and calculating the ratio of the above-mentioned second intake manifold pressure to the above-mentioned first intake manifold pressure. The method further comprises: determining a correction coefficient corresponding to the intake manifold pressure ratio based on a one-to-one mapping relationship between the current speed and the circulating oil volume and a temperature correction coefficient to obtain a first coefficient; and determining the temperature difference corresponding to the current speed and the circulating oil volume based on a one-to-one mapping relationship between the speed, the circulating oil volume, and the temperature difference, multiplying the temperature difference by the first coefficient to obtain a first temperature difference, obtaining the intake manifold temperature of the engine, and adding the intake manifold temperature to the first temperature difference to obtain the initial turbine pre-turbine temperature. The one-to-one mapping relationship between the speed, the circulating oil volume, and the temperature difference is pre-calibrated and includes a plurality of historical speeds, a plurality of circulating oil volumes, and a historical temperature difference corresponding to each of the historical speeds and each of the historical circulating oil volumes, wherein the temperature difference is the difference between the turbine pre-turbine temperature and the intake manifold temperature. The method obtains the initial turbine pre-turbine temperature by adding the intake manifold temperature to the first temperature difference, thereby obtaining an accurate initial turbine pre-turbine temperature.

[0047] Specifically, through preliminary experimental measurements, multiple historical speeds, historical circulating oil volumes, and corresponding historical intake manifold pressures are obtained, creating a one-to-one mapping relationship. After obtaining the current speed and circulating oil volume, the current intake manifold pressure corresponding to the current speed and circulating oil volume, namely the first intake manifold pressure, is determined using this one-to-one mapping relationship. In other words, the first intake manifold pressure is a calibrated value. The actual intake manifold pressure, namely the second intake manifold pressure, is then measured by a sensor. The ratio of the second intake manifold pressure to the first intake manifold pressure is calculated to obtain the intake manifold pressure ratio. This pressure ratio is used to determine the corresponding temperature correction coefficient, namely the first coefficient. A temperature difference is also determined based on the speed and circulating oil volume. This temperature difference is multiplied by the first coefficient to obtain the first temperature difference, which is then added to the obtained intake manifold pressure to obtain the initial turbine pre-turbine temperature. During engine operation, each operating cycle undergoes four strokes: intake, compression, power, and exhaust. The amount of oil consumed during this entire process is the circulating oil volume.

[0048] In some optional embodiments, the initial inlet temperature correction coefficient includes a first temperature correction coefficient and a second temperature correction coefficient, and step S201 further includes: step S2015: obtaining an ambient temperature, determining a correction coefficient corresponding to the ambient temperature, and obtaining the first temperature correction coefficient; and step S2016: obtaining an ambient pressure, determining a correction coefficient corresponding to the ambient pressure, and obtaining the second temperature correction coefficient. The method uses the first temperature correction coefficient, the second temperature correction coefficient, and the initial inlet temperature correction coefficient to accurately obtain a corrected inlet pressure, thereby more accurately calculating the EGR intake amount.

[0049] Specifically, after the initial turbine inlet temperature is obtained through the speed and circulating oil volume, the first temperature correction coefficient is a correction coefficient based on the ambient temperature, and the second temperature correction coefficient is a correction coefficient based on the ambient pressure. The initial turbine inlet temperature is corrected by the first temperature correction coefficient and the second temperature correction coefficient to obtain the corrected turbine inlet pressure.

[0050] To accurately calculate the first temperature correction coefficient, step S2015 can be implemented as follows: determining the temperature correction coefficient corresponding to the ambient temperature using a first mapping relationship between the ambient temperature and the temperature correction coefficient to obtain the first temperature correction coefficient, wherein the first mapping relationship between the ambient temperature and the correction coefficient is pre-calibrated through experiments and includes multiple historical ambient temperatures and a historical temperature correction coefficient corresponding to each of the historical ambient temperatures. The method corrects the initial turbine inlet temperature using the first temperature correction coefficient. In this way, the first temperature correction coefficient can be accurately calculated based on factors related to the first temperature correction coefficient to accurately correct the initial turbine inlet temperature.

[0051] Specifically, both ambient temperature and ambient pressure affect the turbine inlet temperature, among other factors. Therefore, the temperature correction coefficients corresponding to different historical ambient temperatures are pre-calibrated through experiments to obtain a one-to-one mapping relationship, which can be presented in the form of a graph or other representations. The first temperature correction coefficient is determined through the one-to-one mapping relationship between ambient temperature and the first temperature correction coefficient.

[0052] In some optional embodiments, step S2016 can be implemented by determining the temperature correction coefficient corresponding to the ambient pressure using the second mapping relationship between the ambient pressure and the temperature correction coefficient to obtain the third temperature correction coefficient, wherein the second mapping relationship between the ambient pressure and the temperature correction coefficient is pre-calibrated through experiments and includes multiple historical ambient pressures and the historical temperature correction coefficient corresponding to each of the historical ambient pressures. This method determines the corresponding second temperature correction coefficient based on the ambient temperature and the ambient pressure, thereby accurately correcting the turbine inlet temperature.

[0053] In the specific implementation, both ambient temperature and ambient pressure affect the turbine inlet temperature and other parameters. Similarly, the temperature correction coefficients corresponding to different historical ambient pressures are calibrated to obtain a one-to-one mapping relationship, which can be expressed in the form of a graph or other representations. Therefore, after obtaining the current ambient temperature and ambient pressure, the second temperature correction coefficient is determined through the one-to-one mapping relationship between the ambient pressure and the second correction coefficient.

[0054] In some optional embodiments, the initial pre-turbine pressure correction coefficient includes a first pressure correction coefficient, a second pressure correction coefficient, a third pressure correction coefficient, a fourth pressure correction coefficient and a fifth pressure correction coefficient. Determining the correction coefficient corresponding to the initial pre-turbine pressure to obtain the initial pre-turbine pressure correction coefficient includes: obtaining the circulating oil volume of the engine, determining the pressure correction coefficient corresponding to the current speed and the circulating oil volume through a one-to-one mapping relationship between the speed, the circulating oil volume and the pressure correction coefficient, and obtaining the first pressure correction coefficient, wherein the one-to-one mapping relationship between the speed, the circulating oil volume and the pressure correction coefficient is pre-calibrated through experiments and includes multiple historical speeds, multiple circulating oil volumes and historical pressure correction coefficients corresponding to each speed and circulating oil volume; determining the pressure correction coefficient corresponding to the opening of the EGR valve through a one-to-one mapping relationship between the opening of the EGR valve and the pressure correction coefficient, and obtaining the second pressure correction coefficient, wherein the one-to-one mapping relationship between the opening of the EGR valve and the pressure correction coefficient is pre-calibrated through experiments and includes the historical opening of the EGR valve and the historical opening of the EGR valve. historical pressure correction coefficient corresponding to the historical opening; determining the correction coefficient corresponding to the opening of the throttle valve through a one-to-one mapping relationship between the opening of the throttle valve and the pressure correction coefficient, and obtaining the above-mentioned third pressure correction coefficient, wherein the one-to-one mapping relationship between the opening of the throttle valve and the pressure correction coefficient is pre-calibrated through experiments and includes the historical opening of the throttle valve and the historical pressure correction coefficient corresponding to the historical opening of the throttle valve; obtaining the ambient temperature, determining the pressure correction coefficient corresponding to the above-mentioned ambient temperature through a one-to-one mapping relationship between the above-mentioned ambient temperature and the pressure correction coefficient, and obtaining the above-mentioned fourth pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned ambient temperature and the pressure correction coefficient is pre-calibrated through experiments and includes the above-mentioned ambient temperature and the historical pressure correction coefficient corresponding to the above-mentioned ambient temperature; obtaining the ambient pressure, determining the pressure correction coefficient corresponding to the above-mentioned ambient pressure through a one-to-one mapping relationship between the above-mentioned ambient pressure and the pressure correction coefficient, and obtaining the above-mentioned fifth pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned ambient pressure and the pressure correction coefficient is pre-calibrated through experiments and includes the historical ambient pressure and the historical pressure correction coefficient corresponding to the above-mentioned historical ambient pressure. This method corrects the turbine pre-pressure by using the corresponding pressure correction coefficient, so that the turbine pre-pressure can be accurately calculated.

[0055] During the specific implementation process, the first pressure correction coefficient can be determined by the speed and the circulating oil volume. Since the speed and the circulating oil volume are the operating conditions of the engine, the first pressure correction coefficient can also be called a correction coefficient based on the operating conditions. The pre-turbulence pressure is related to the opening of the EGR valve and the opening of the throttle valve. Therefore, the correction coefficients corresponding to different historical EGR valve openings are calibrated in advance through experiments, and the correction coefficients corresponding to the throttle valve opening are calibrated to obtain a one-to-one mapping relationship. The correction coefficients corresponding to the EGR valve opening and the throttle valve opening can be determined through the one-to-one mapping relationship; the ambient pressure and ambient temperature also affect the pre-turbulence pressure. Therefore, the correction coefficients corresponding to multiple groups of historical ambient pressures and multiple groups of historical ambient temperatures are also calibrated through pre-experiments.

[0056] To accurately correct the inlet pressure, step S204 can be implemented by calculating the product of the initial inlet pressure, the first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient, and the fifth pressure correction coefficient to obtain the corrected inlet pressure. This method multiplies the initial inlet pressure by each correction coefficient to accurately calculate the inlet pressure.

[0057] After determining the first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient and the fifth pressure correction coefficient through the above steps, each correction coefficient can be any value between 0 and 1. Then, the product of the initial turbine pre-pressure, the first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient and the fifth pressure correction coefficient is calculated to obtain the corrected turbine pre-pressure.

[0058] In order to enable those skilled in the art to more clearly understand the technical solution of the present application, the implementation process of the method for calculating the EGR intake amount of the present application will be described in detail below with reference to specific embodiments.

[0059] This embodiment relates to a specific method for calculating the EGR intake amount, such as Figure 4 and Figure 5 As shown, the following steps are included:

[0060] Step S1: Figure 4 Schematic diagram of the correction method for the turbine inlet pressure. The speed and intake air flow are obtained, and the initial turbine inlet pressure is obtained through the speed, intake air flow and turbine inlet pressure MAP (one-to-one mapping relationship);

[0061] Step S2: determining a first pressure correction coefficient corresponding to the speed and the circulating oil volume by using correction coefficients based on the operating conditions (speed, circulating oil volume, and first pressure correction coefficient), determining a pressure correction coefficient corresponding to the EGR valve opening (EGR valve opening) by using a correction coefficient cur based on the EGR valve opening (a one-to-one mapping relationship between the EGR valve opening and the pressure correction coefficient), obtaining the second pressure correction coefficient, determining a correction coefficient corresponding to the throttle valve opening by using a correction coefficient cur based on the throttle valve opening (a one-to-one mapping relationship between the throttle valve opening and the pressure correction coefficient), obtaining the third pressure correction coefficient, determining a pressure correction coefficient corresponding to the ambient temperature by using a correction cur based on the ambient temperature (a one-to-one mapping relationship between the ambient temperature and the pressure correction coefficient), obtaining the fourth pressure correction coefficient, and determining a pressure correction coefficient corresponding to the ambient pressure by using a correction cur based on the ambient pressure (a one-to-one mapping relationship between the ambient pressure and the pressure correction coefficient), obtaining the fifth pressure correction coefficient;

[0062] Step S3: Calculate the product of the initial turbine inlet pressure and the first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient, and the fifth pressure correction coefficient to obtain the turbine inlet pressure Pus (corrected turbine inlet pressure);

[0063] Step S4: Figure 5 Schematic diagram of a method for correcting the pre-turbine temperature, wherein the intake manifold pressure corresponding to the current speed and the circulating oil amount is determined by the intake manifold pressure MAP (a one-to-one mapping relationship between the speed, the circulating oil amount, and the intake manifold pressure), a first intake manifold pressure is obtained, the actual intake manifold pressure of the engine is obtained, a second intake manifold pressure is obtained, and the ratio of the second intake manifold pressure to the first intake manifold pressure is calculated to obtain an intake manifold pressure ratio;

[0064] Step S5: Obtaining the intake manifold temperature, determining a correction coefficient corresponding to the intake manifold pressure ratio using the pre-turbine exhaust temperature correction cur (a one-to-one mapping relationship between the intake manifold pressure ratio and the temperature correction coefficient), and obtaining a first coefficient; determining a temperature difference corresponding to the current speed and the circulating oil amount using the pre-turbine exhaust temperature and intake manifold temperature difference MAP (a one-to-one mapping relationship between the speed, the circulating oil amount, and the temperature difference); multiplying the temperature difference by the first coefficient to obtain the first temperature difference; and adding the intake manifold temperature to the first temperature difference to obtain an initial pre-turbine temperature;

[0065] Step S6: determining the temperature correction coefficient corresponding to the ambient temperature by using the correction cur based on the ambient temperature (a first mapping relationship between the ambient temperature and the temperature correction coefficient) to obtain the first temperature correction coefficient; determining the temperature correction coefficient corresponding to the ambient pressure by using the correction cur based on the ambient pressure (a second mapping relationship between the ambient pressure and the temperature correction coefficient) to obtain the second temperature correction coefficient; calculating the product of the initial turbine front temperature, the first temperature correction coefficient, and the second temperature correction coefficient to obtain the turbine front exhaust temperature Tus (corrected turbine front temperature);

[0066] Step S7: Calculate the EGR intake air volume according to the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected turbine inlet temperature, the corrected turbine inlet pressure, and the EGR throttling equation.

[0067] The embodiment of the present application also provides a device for calculating the EGR air intake amount. It should be noted that the device for calculating the EGR air intake amount in the embodiment of the present application can be used to execute the method for calculating the EGR air intake amount provided in the embodiment of the present application. The device is used to implement the above-mentioned embodiments and preferred implementation methods, and the details that have been explained will not be repeated here. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and conceivable.

[0068] The following introduces the EGR intake amount calculation device provided in the embodiment of the present application.

[0069] Figure 6 Schematic diagram of the calculation device of EGR intake amount according to the embodiment of the present application. Figure 6 As shown, the device includes:

[0070] An acquisition unit 10 is configured to acquire an initial turbine front temperature of the engine, determine a correction coefficient corresponding to the initial turbine front temperature, obtain the initial turbine front temperature correction coefficient, and calculate a corrected turbine front temperature by multiplying the initial turbine front temperature by the initial turbine front temperature correction coefficient.

[0071] Specifically, EGR reintroduces the exhaust gas discharged from the engine into the engine cylinder. Before the exhaust gas is reintroduced into the engine, it needs to be compressed by a turbo compressor. The compressed gas enters the engine cylinder through the intake manifold. The initial turbine pre-turbine temperature is the temperature of the gas before entering the turbo compressor. The initial turbine pre-turbine temperature is further corrected by a correction coefficient to obtain a corrected turbine pre-turbine temperature. Since the MAF air flow sensor obtains the EGR intake volume by measurement, and the present application calculates the EGR intake volume through a model, therefore, after determining the initial turbine pre-turbine temperature, it is corrected by the corresponding correction coefficient to obtain the final corrected turbine pre-turbine temperature.

[0072] The determining unit 20 is configured to obtain the engine speed and intake air volume, obtain the current engine speed and current intake air volume, and obtain the temperature of the intake manifold of the engine to obtain an initial turbine pre-turbine temperature; determine the turbine pre-turbine pressure corresponding to the current engine speed and the current intake air volume through a one-to-one mapping relationship between the engine speed, the intake air volume, and the turbine pre-turbine pressure, to obtain the initial turbine pre-turbine pressure, wherein the one-to-one mapping relationship between the engine speed, the intake air volume, and the turbine pre-turbine pressure is pre-calibrated through experiments and includes a plurality of historical engine speeds, a plurality of historical intake air volumes, and a historical turbine pre-turbine pressure corresponding to each of the historical engine speeds and the historical intake air volumes;

[0073] Specifically, the pre-turbine pressure at each speed and each intake volume is calibrated in advance through field tests or simulation tests to obtain a one-to-one mapping relationship, which can be expressed in the form of a graph or other feasible methods. Therefore, after obtaining the current speed and the current intake volume, the corresponding current pre-turbine pressure can be determined through the above one-to-one mapping relationship.

[0074] The first calculation unit 30 is configured to determine a correction coefficient corresponding to the initial pre-turbine pressure to obtain the initial pre-turbine pressure correction coefficient, and calculate a product of the initial pre-turbine pressure and the initial pre-turbine pressure correction coefficient to obtain a corrected pre-turbine pressure.

[0075] Specifically, after the initial turbine inlet temperature is corrected, the turbine inlet pressure correction coefficient is also used to correct the turbine inlet pressure to obtain the corrected turbine inlet pressure.

[0076] The second calculation unit 40 is used to calculate the EGR intake air volume according to the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected turbine pre-temperature, the corrected turbine pre-pressure and the EGR throttling equation.

[0077] Specifically, the EGR flow rate is usually calculated using the throttling equation, which is as follows: Among them, Ac maxis the maximum flow area of ​​the EGR valve, which is calibrated according to specific conditions. rA is the ratio curve of the maximum flow area corresponding to the opening r of each EGR valve, which is obtained by calibration. Pus and Tus are the turbine pre-pressure and turbine pre-temperature, respectively, and these values ​​are calculated by the above calculation process. ψ is the flow function, which is summarized from a large amount of test data as follows: Among them, ψ crit and π crit It is also a calibration quantity. In practical applications, ψ crit It can be 0.58, π crit can be 0.68, П=max(ψ crit ,π), π is the pressure P downstream of the EGR valve ds With upstream pressure P us , π is a value greater than 0 and less than 1.

[0078] Through this embodiment, by obtaining the initial pre-turbine pressure and the initial pre-turbine temperature, and determining the corresponding initial pre-turbine pressure correction coefficient and initial pre-turbine temperature correction coefficient, the initial pre-turbine pressure and the initial pre-turbine temperature are corrected to obtain the corrected pre-turbine pressure and the corrected pre-turbine temperature, and then the EGR throttling equation is used to calculate the EGR intake air volume. In this way, the correction coefficient is used to correct the pre-turbine pressure and the pre-turbine temperature, and the corrected pre-turbine pressure and pre-turbine temperature are used to calculate the EGR intake air volume, thereby avoiding the problem of inaccurate intake air volume measured by the MAF sensor. Compared with the prior art, the MAF sensor is more sensitive to the vortex supercharger and the pipeline layout, and is easily affected, resulting in inaccurate measurement of the intake air volume. The present application obtains the EGR intake air volume through the above-mentioned correction and calculation process, thereby improving the accuracy of the intake air volume, thereby achieving the purpose of more accurately controlling the operation of the engine.

[0079] In the specific implementation process, the acquisition unit includes a first determination module, a calculation module, a second determination module and an addition module, wherein the above-mentioned first determination module is used to obtain the circulating oil volume of the above-mentioned engine, and determine the intake manifold pressure corresponding to the above-mentioned current speed and the above-mentioned circulating oil volume through the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the intake manifold pressure to obtain the first intake manifold pressure, wherein the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the intake manifold pressure is pre-calibrated through experiments and includes multiple above-mentioned historical speeds, multiple historical circulating oil volumes and the above-mentioned intake manifold pressure corresponding to each above-mentioned historical speed and each above-mentioned circulating oil volume; the calculation module is used to obtain the actual intake manifold pressure of the above-mentioned engine, obtain the second intake manifold pressure, calculate the ratio of the above-mentioned second intake manifold pressure to the above-mentioned first intake manifold pressure, and obtain the intake manifold pressure The first temperature difference is multiplied by the first coefficient to obtain the intake manifold temperature of the engine. The first temperature difference is multiplied by the first coefficient to obtain the intake manifold temperature of the engine. The first temperature difference is added to the intake manifold temperature to obtain the initial turbine pre-turbine temperature. The first temperature difference is multiplied by the first coefficient to obtain the initial turbine pre-turbine temperature. The first temperature difference is multiplied by the first coefficient to obtain the initial turbine pre-turbine temperature. The first temperature difference is multiplied by the first coefficient to obtain the initial turbine pre-turbine temperature. The first temperature difference is multiplied by the first coefficient to obtain the initial turbine pre-turbine temperature. The first temperature difference is multiplied by the first coefficient to obtain the initial turbine pre-turbine temperature. The first temperature difference is multiplied by the first coefficient to obtain the initial turbine pre-turbine temperature.

[0080] Specifically, through preliminary experimental measurements, multiple historical speeds, historical circulating oil volumes, and corresponding historical intake manifold pressures are obtained, creating a one-to-one mapping relationship. After obtaining the current speed and circulating oil volume, the current intake manifold pressure corresponding to the current speed and circulating oil volume, namely the first intake manifold pressure, is determined using this one-to-one mapping relationship. In other words, the first intake manifold pressure is a calibrated value. The actual intake manifold pressure, namely the second intake manifold pressure, is then measured by a sensor. The ratio of the second intake manifold pressure to the first intake manifold pressure is calculated to obtain the intake manifold pressure ratio. This pressure ratio is used to determine the corresponding temperature correction coefficient, namely the first coefficient. A temperature difference is also determined based on the speed and circulating oil volume. This temperature difference is multiplied by the first coefficient to obtain the first temperature difference, which is then added to the obtained intake manifold pressure to obtain the initial turbine pre-turbine temperature. During engine operation, each operating cycle undergoes four strokes: intake, compression, power, and exhaust. The amount of oil consumed during this entire process is the circulating oil volume.

[0081] In some optional embodiments, the initial inlet temperature correction coefficient includes a first temperature correction coefficient and a second temperature correction coefficient, and the acquisition unit further includes a first acquisition module and a second acquisition module, wherein the first acquisition module is used to acquire the ambient temperature and determine the correction coefficient corresponding to the ambient temperature to obtain the first temperature correction coefficient; and the second acquisition module is used to acquire the ambient pressure and determine the correction coefficient corresponding to the ambient pressure to obtain the second temperature correction coefficient. The method uses the first temperature correction coefficient, the second temperature correction coefficient, and the initial inlet temperature correction coefficient to accurately obtain the corrected inlet pressure, thereby more accurately calculating the EGR intake amount.

[0082] Specifically, after the initial turbine inlet temperature is obtained through the speed and circulating oil volume, the first temperature correction coefficient is a correction coefficient based on the ambient temperature, and the second temperature correction coefficient is a correction coefficient based on the ambient pressure. The initial turbine inlet temperature is corrected by the first temperature correction coefficient and the second temperature correction coefficient to obtain the corrected turbine inlet pressure.

[0083] To accurately calculate the first temperature correction coefficient, the first acquisition module includes a first determination submodule for determining the temperature correction coefficient corresponding to the ambient temperature using a first mapping relationship between the ambient temperature and the temperature correction coefficient, thereby obtaining the first temperature correction coefficient. The first mapping relationship between the ambient temperature and the correction coefficient is pre-calibrated through testing and includes multiple historical ambient temperatures and a historical temperature correction coefficient corresponding to each of the historical ambient temperatures. The method corrects the initial turbine inlet temperature using the first temperature correction coefficient. This allows the first temperature correction coefficient to be accurately calculated based on factors related to the first temperature correction coefficient, thereby accurately correcting the initial turbine inlet temperature.

[0084] Specifically, both ambient temperature and ambient pressure affect the turbine inlet temperature, among other factors. Therefore, the temperature correction coefficients corresponding to different historical ambient temperatures are pre-calibrated through experiments to obtain a one-to-one mapping relationship, which can be presented in the form of a graph or other representations. The first temperature correction coefficient is determined through the one-to-one mapping relationship between ambient temperature and the first temperature correction coefficient.

[0085] In some optional embodiments, the second acquisition module includes a second determination submodule configured to determine the temperature correction coefficient corresponding to the ambient pressure using the second mapping relationship between the ambient pressure and the temperature correction coefficient to obtain the third temperature correction coefficient, wherein the second mapping relationship between the ambient pressure and the temperature correction coefficient is pre-calibrated through experiments and includes multiple historical ambient pressures and the historical temperature correction coefficient corresponding to each of the historical ambient pressures. This method determines the corresponding second temperature correction coefficient using the ambient temperature and ambient pressure, thereby accurately correcting the turbine inlet temperature.

[0086] In the specific implementation, both ambient temperature and ambient pressure affect the turbine inlet temperature and other parameters. Similarly, the temperature correction coefficients corresponding to different historical ambient pressures are calibrated to obtain a one-to-one mapping relationship, which can be expressed in the form of a graph or other representations. Therefore, after obtaining the current ambient temperature and ambient pressure, the second temperature correction coefficient is determined through the one-to-one mapping relationship between the ambient pressure and the second correction coefficient.

[0087] In some optional embodiments, the initial pre-turbine pressure correction coefficient includes a first pressure correction coefficient, a second pressure correction coefficient, a third pressure correction coefficient, a fourth pressure correction coefficient and a fifth pressure correction coefficient. Determining the correction coefficient corresponding to the initial pre-turbine pressure to obtain the initial pre-turbine pressure correction coefficient includes: obtaining the circulating oil volume of the engine, determining the pressure correction coefficient corresponding to the current speed and the circulating oil volume through a one-to-one mapping relationship between the speed, the circulating oil volume and the pressure correction coefficient, and obtaining the first pressure correction coefficient, wherein the one-to-one mapping relationship between the speed, the circulating oil volume and the pressure correction coefficient is pre-calibrated through experiments and includes multiple historical speeds, multiple circulating oil volumes and historical pressure correction coefficients corresponding to each speed and circulating oil volume; determining the pressure correction coefficient corresponding to the opening of the EGR valve through a one-to-one mapping relationship between the opening of the EGR valve and the pressure correction coefficient, and obtaining the second pressure correction coefficient, wherein the one-to-one mapping relationship between the opening of the EGR valve and the pressure correction coefficient is pre-calibrated through experiments and includes the historical opening of the EGR valve and the historical opening of the EGR valve. historical pressure correction coefficient corresponding to the historical opening; determining the correction coefficient corresponding to the opening of the throttle valve through a one-to-one mapping relationship between the opening of the throttle valve and the pressure correction coefficient, and obtaining the above-mentioned third pressure correction coefficient, wherein the one-to-one mapping relationship between the opening of the throttle valve and the pressure correction coefficient is pre-calibrated through experiments and includes the historical opening of the throttle valve and the historical pressure correction coefficient corresponding to the historical opening of the throttle valve; obtaining the ambient temperature, determining the pressure correction coefficient corresponding to the above-mentioned ambient temperature through a one-to-one mapping relationship between the above-mentioned ambient temperature and the pressure correction coefficient, and obtaining the above-mentioned fourth pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned ambient temperature and the pressure correction coefficient is pre-calibrated through experiments and includes the above-mentioned ambient temperature and the historical pressure correction coefficient corresponding to the above-mentioned ambient temperature; obtaining the ambient pressure, determining the pressure correction coefficient corresponding to the above-mentioned ambient pressure through a one-to-one mapping relationship between the above-mentioned ambient pressure and the pressure correction coefficient, and obtaining the above-mentioned fifth pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned ambient pressure and the pressure correction coefficient is pre-calibrated through experiments and includes the historical ambient pressure and the historical pressure correction coefficient corresponding to the above-mentioned historical ambient pressure. This method corrects the turbine pre-pressure by using the corresponding pressure correction coefficient, so that the turbine pre-pressure can be accurately calculated.

[0088] During the specific implementation process, the first pressure correction coefficient can be determined by the speed and the circulating oil volume. Since the speed and the circulating oil volume are the operating conditions of the engine, the first pressure correction coefficient can also be called a correction coefficient based on the operating conditions. The pre-turbulence pressure is related to the opening of the EGR valve and the opening of the throttle valve. Therefore, the correction coefficients corresponding to different historical EGR valve openings are calibrated in advance through experiments, and the correction coefficients corresponding to the throttle valve opening are calibrated to obtain a one-to-one mapping relationship. The correction coefficients corresponding to the EGR valve opening and the throttle valve opening can be determined through the one-to-one mapping relationship; the ambient pressure and ambient temperature also affect the pre-turbulence pressure. Therefore, the correction coefficients corresponding to multiple groups of historical ambient pressures and multiple groups of historical ambient temperatures are also calibrated through pre-experiments.

[0089] To accurately correct the inlet pressure, the first calculation unit includes a calculation submodule configured to calculate the product of the initial inlet pressure, the first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient, and the fifth pressure correction coefficient to obtain the corrected inlet pressure. This method multiplies each correction coefficient by the initial inlet pressure to accurately calculate the inlet pressure.

[0090] After determining the first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient and the fifth pressure correction coefficient through the above steps, each correction coefficient can be any value between 0 and 1. Then, the product of the initial turbine pre-pressure, the first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient and the fifth pressure correction coefficient is calculated to obtain the corrected turbine pre-pressure.

[0091] The EGR intake air volume calculation device includes a processor and a memory. The acquisition unit, determination unit, first calculation unit, and second calculation unit are all stored as program units in the memory. The processor executes the program units stored in the memory to implement the corresponding functions. The modules are all located in the same processor; alternatively, the modules can be located in different processors in any combination.

[0092] The processor includes a core, which retrieves the corresponding program unit from the memory. One or more cores can be provided, and the problem of inaccurate EGR intake volume in the prior art can be solved by adjusting the core parameters.

[0093] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0094] An embodiment of the present invention provides a computer-readable storage medium, which includes a stored program. When the program is running, the device where the computer-readable storage medium is located is controlled to execute the EGR intake amount calculation method.

[0095] Specifically, the calculation method of the EGR intake amount includes:

[0096] Step S201, obtaining an initial turbine inlet temperature of the engine, determining a correction coefficient corresponding to the initial turbine inlet temperature to obtain an initial turbine inlet temperature correction coefficient, and calculating a product of the initial turbine inlet temperature and the initial turbine inlet temperature correction coefficient to obtain a corrected turbine inlet temperature;

[0097] Specifically, EGR reintroduces the exhaust gas discharged from the engine into the engine cylinder. Before the exhaust gas is reintroduced into the engine, it needs to be compressed by a turbo compressor. The compressed gas enters the engine cylinder through the intake manifold. The initial turbine pre-turbine temperature is the temperature of the gas before entering the turbo compressor. The initial turbine pre-turbine temperature is further corrected by a correction coefficient to obtain a corrected turbine pre-turbine temperature. Since the MAF air flow sensor obtains the EGR intake volume by measurement, and the present application calculates the EGR intake volume through a model, therefore, after determining the initial turbine pre-turbine temperature, it is corrected by the corresponding correction coefficient to obtain the final corrected turbine pre-turbine temperature.

[0098] Step S202: Obtaining the engine speed and intake air volume to obtain the current speed and current intake air volume, determining the turbine pre-turbine pressure corresponding to the current speed and the current intake air volume through a one-to-one mapping relationship between the speed, the intake air volume, and the turbine pre-turbine pressure, and obtaining an initial turbine pre-turbine pressure, wherein the one-to-one mapping relationship between the speed, the intake air volume, and the turbine pre-turbine pressure is pre-calibrated through experiments and includes a plurality of historical speeds, a plurality of historical intake air volumes, and a historical turbine pre-turbine pressure corresponding to each of the historical speeds and the historical intake air volumes;

[0099] Specifically, the pre-turbine pressure at each speed and each intake volume is calibrated in advance through field tests or simulation tests to obtain a one-to-one mapping relationship, which can be expressed in the form of a graph or other feasible methods. Therefore, after obtaining the current speed and the current intake volume, the corresponding current pre-turbine pressure can be determined through the above one-to-one mapping relationship.

[0100] Step S203, determining a correction coefficient corresponding to the initial in-turbine pressure to obtain the initial in-turbine pressure correction coefficient, and calculating the product of the initial in-turbine pressure and the initial in-turbine pressure correction coefficient to obtain a corrected in-turbine pressure;

[0101] Specifically, after the initial turbine inlet temperature is corrected, the turbine inlet pressure correction coefficient is also used to correct the turbine inlet pressure to obtain the corrected turbine inlet pressure.

[0102] Step S204 , calculating the EGR intake air volume according to the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected turbine inlet temperature, the corrected turbine inlet pressure, and the EGR throttling equation.

[0103] Specifically, the EGR flow rate is usually calculated using the throttling equation, which is as follows: Among them, Ac max is the maximum flow area of ​​the EGR valve, which is calibrated according to specific conditions. rA is the ratio curve of the maximum flow area corresponding to the opening r of each EGR valve, which is obtained by calibration. Pus and Tus are the turbine pre-pressure and turbine pre-temperature, respectively, and these values ​​are calculated by the above calculation process. ψ is the flow function, which is summarized from a large amount of test data as follows: Among them, ψ crit and π crit It is also a calibration quantity. In practical applications, ψ crit It can be 0.58, π crit can be 0.68, П=max(ψ crit， π), π is the pressure downstream of the EGR valve P ds With upstream pressure P us , π is a value greater than 0 and less than 1.

[0104] Optionally, obtaining the initial pre-turbine temperature of the engine includes: obtaining the circulating oil volume of the above-mentioned engine, determining the intake manifold pressure corresponding to the above-mentioned current speed and the above-mentioned circulating oil volume through a one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the intake manifold pressure, and obtaining a first intake manifold pressure, wherein the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the intake manifold pressure is pre-calibrated through experiments and includes a plurality of the above-mentioned historical speeds, a plurality of historical circulating oil volumes and the above-mentioned intake manifold pressure corresponding to each of the above-mentioned historical speeds and each of the above-mentioned circulating oil volumes; obtaining the actual intake manifold pressure of the above-mentioned engine, obtaining a second intake manifold pressure, calculating the ratio of the above-mentioned second intake manifold pressure to the above-mentioned first intake manifold pressure, and obtaining an intake manifold pressure ratio; obtaining the actual intake manifold pressure of the above-mentioned engine, obtaining a second intake manifold pressure, and calculating the ratio of the above-mentioned second intake manifold pressure to the above-mentioned first intake manifold pressure; and obtaining the intake manifold pressure ratio through the above-mentioned intake manifold pressure. The correction coefficient corresponding to the above-mentioned intake manifold pressure ratio is determined by a one-to-one mapping relationship between the force ratio and the temperature correction coefficient to obtain a first coefficient; the temperature difference corresponding to the above-mentioned current speed and the above-mentioned circulating oil volume is determined by a one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the temperature difference, the above-mentioned temperature difference is multiplied by the above-mentioned first coefficient to obtain the first temperature difference, the intake manifold temperature of the above-mentioned engine is obtained, the above-mentioned intake manifold temperature is added to the above-mentioned first temperature difference to obtain the above-mentioned initial turbine pre-temperature, wherein the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the temperature difference is pre-calibrated and includes multiple above-mentioned historical speeds, multiple above-mentioned circulating oil volumes and historical temperature differences corresponding to each above-mentioned historical speed and each above-mentioned historical circulating oil volume, and the above-mentioned temperature difference is the difference between the turbine pre-temperature and the intake manifold temperature.

[0105] Optionally, the above-mentioned initial turbine front temperature correction coefficient includes a first temperature correction coefficient and a second temperature correction coefficient. Determining the correction coefficient corresponding to the above-mentioned initial turbine front temperature to obtain the initial turbine front temperature correction coefficient includes: obtaining the ambient temperature, determining the correction coefficient corresponding to the above-mentioned ambient temperature, and obtaining the above-mentioned first temperature correction coefficient; obtaining the ambient pressure, determining the correction coefficient corresponding to the above-mentioned ambient pressure, and obtaining the above-mentioned second temperature correction coefficient.

[0106] Optionally, determining the correction coefficient corresponding to the above-mentioned ambient temperature to obtain a first temperature correction coefficient includes: determining the temperature correction coefficient corresponding to the above-mentioned ambient temperature through a first mapping relationship between the above-mentioned ambient temperature and the temperature correction coefficient to obtain the above-mentioned first temperature correction coefficient, wherein the first mapping relationship between the above-mentioned ambient temperature and the correction coefficient is pre-calibrated through experiments and includes multiple historical ambient temperatures and a historical temperature correction coefficient corresponding to each of the above-mentioned historical ambient temperatures.

[0107] Optionally, determining the correction coefficient corresponding to the above-mentioned ambient pressure to obtain the above-mentioned second temperature correction coefficient includes: determining the temperature correction coefficient corresponding to the above-mentioned ambient pressure through a second mapping relationship between the above-mentioned ambient pressure and the temperature correction coefficient to obtain the above-mentioned second temperature correction coefficient, wherein the second mapping relationship between the above-mentioned ambient pressure and the temperature correction coefficient is pre-calibrated through experiments and includes multiple historical ambient pressures and a historical temperature correction coefficient corresponding to each of the above-mentioned historical ambient pressures.

[0108] Optionally, the above-mentioned initial turbine pre-pressure correction coefficient includes a first pressure correction coefficient, a second pressure correction coefficient, a third pressure correction coefficient, a fourth pressure correction coefficient and a fifth pressure correction coefficient. Determining the correction coefficient corresponding to the above-mentioned initial turbine pre-pressure to obtain the initial turbine pre-pressure correction coefficient includes: obtaining the circulating oil volume of the above-mentioned engine, determining the pressure correction coefficient corresponding to the above-mentioned current speed and the above-mentioned circulating oil volume through a one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the pressure correction coefficient, and obtaining the above-mentioned first pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the pressure correction coefficient is pre-calibrated through experiments and includes multiple historical speeds, multiple circulating oil volumes and historical pressure correction coefficients corresponding to each of the above-mentioned speeds and circulating oil volumes; determining the pressure correction coefficient corresponding to the above-mentioned EGR valve opening through a one-to-one mapping relationship between the above-mentioned EGR valve opening and the pressure correction coefficient, and obtaining the above-mentioned second pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned EGR valve opening and the pressure correction coefficient is pre-calibrated through experiments and includes the historical openings of the EGR valve and the historical openings of the EGR valve. corresponding historical pressure correction coefficient; determining the correction coefficient corresponding to the opening of the throttle valve through a one-to-one mapping relationship between the opening of the throttle valve and the pressure correction coefficient, and obtaining the above-mentioned third pressure correction coefficient, wherein the one-to-one mapping relationship between the opening of the throttle valve and the pressure correction coefficient is pre-calibrated through experiments and includes the historical opening of the throttle valve and the historical pressure correction coefficient corresponding to the historical opening of the throttle valve; obtaining the ambient temperature, determining the pressure correction coefficient corresponding to the above-mentioned ambient temperature through a one-to-one mapping relationship between the above-mentioned ambient temperature and the pressure correction coefficient, and obtaining the above-mentioned fourth pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned ambient temperature and the pressure correction coefficient is pre-calibrated through experiments and includes the above-mentioned ambient temperature and the historical pressure correction coefficient corresponding to the above-mentioned ambient temperature; obtaining the ambient pressure, determining the pressure correction coefficient corresponding to the above-mentioned ambient pressure through a one-to-one mapping relationship between the above-mentioned ambient pressure and the pressure correction coefficient, and obtaining the above-mentioned fifth pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned ambient pressure and the pressure correction coefficient is pre-calibrated through experiments and includes the historical ambient pressure and the historical pressure correction coefficient corresponding to the above-mentioned historical ambient pressure.

[0109] Optionally, the product of the above-mentioned initial pre-turbine pressure and the above-mentioned initial pre-turbine pressure correction coefficient is calculated to obtain the corrected pre-turbine pressure, including: calculating the product of the above-mentioned initial pre-turbine pressure, the above-mentioned first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient and the fifth pressure correction coefficient to obtain the above-mentioned corrected pre-turbine pressure.

[0110] An embodiment of the present invention provides a processor, which is used to run a program, wherein the method for calculating the EGR intake amount is executed when the program is run.

[0111] Specifically, the calculation method of the EGR intake amount includes:

[0112] Step S201, obtaining an initial turbine inlet temperature of the engine, determining a correction coefficient corresponding to the initial turbine inlet temperature to obtain an initial turbine inlet temperature correction coefficient, and calculating a product of the initial turbine inlet temperature and the initial turbine inlet temperature correction coefficient to obtain a corrected turbine inlet temperature;

[0113] Specifically, EGR reintroduces the exhaust gas discharged from the engine into the engine cylinder. Before the exhaust gas is reintroduced into the engine, it needs to be compressed by a turbo compressor. The compressed gas enters the engine cylinder through the intake manifold. The initial turbine pre-turbine temperature is the temperature of the gas before entering the turbo compressor. The initial turbine pre-turbine temperature is further corrected by a correction coefficient to obtain a corrected turbine pre-turbine temperature. Since the MAF air flow sensor obtains the EGR intake volume by measurement, and the present application calculates the EGR intake volume through a model, therefore, after determining the initial turbine pre-turbine temperature, it is corrected by the corresponding correction coefficient to obtain the final corrected turbine pre-turbine temperature.

[0114] Step S202: Obtaining the engine speed and intake air volume to obtain the current speed and current intake air volume, determining the turbine pre-turbine pressure corresponding to the current speed and the current intake air volume through a one-to-one mapping relationship between the speed, the intake air volume, and the turbine pre-turbine pressure, and obtaining an initial turbine pre-turbine pressure, wherein the one-to-one mapping relationship between the speed, the intake air volume, and the turbine pre-turbine pressure is pre-calibrated through experiments and includes a plurality of historical speeds, a plurality of historical intake air volumes, and a historical turbine pre-turbine pressure corresponding to each of the historical speeds and the historical intake air volumes;

[0115] Specifically, the pre-turbine pressure at each speed and each intake volume is calibrated in advance through field tests or simulation tests to obtain a one-to-one mapping relationship, which can be expressed in the form of a graph or other feasible methods. Therefore, after obtaining the current speed and the current intake volume, the corresponding current pre-turbine pressure can be determined through the above one-to-one mapping relationship.

[0116] Step S203, determining a correction coefficient corresponding to the initial in-turbine pressure to obtain the initial in-turbine pressure correction coefficient, and calculating the product of the initial in-turbine pressure and the initial in-turbine pressure correction coefficient to obtain a corrected in-turbine pressure;

[0117] Specifically, after the initial turbine inlet temperature is corrected, the turbine inlet pressure correction coefficient is also used to correct the turbine inlet pressure to obtain the corrected turbine inlet pressure.

[0118] Step S204 , calculating the EGR intake air volume according to the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected turbine inlet temperature, the corrected turbine inlet pressure, and the EGR throttling equation.

[0119] Specifically, the EGR flow rate is usually calculated using the throttling equation, which is as follows: Among them, Ac max is the maximum flow area of ​​the EGR valve, which is calibrated according to specific conditions. rA is the ratio curve of the maximum flow area corresponding to the opening r of each EGR valve, which is obtained by calibration. Pus and Tus are the turbine pre-pressure and turbine pre-temperature, respectively, and these values ​​are calculated by the above calculation process. ψ is the flow function, which is summarized from a large amount of test data as follows: Among them, ψ crit and π crit It is also a calibration quantity. In practical applications, ψ crit It can be 0.58, π crit can be 0.68, П=max(ψ crit ,π), π is the pressure P downstream of the EGR valve ds With upstream pressure P us , π is a value greater than 0 and less than 1.

[0120] Optionally, obtaining the initial pre-turbine temperature of the engine includes: obtaining the circulating oil volume of the above-mentioned engine, determining the intake manifold pressure corresponding to the above-mentioned current speed and the above-mentioned circulating oil volume through a one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the intake manifold pressure, and obtaining a first intake manifold pressure, wherein the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the intake manifold pressure is pre-calibrated through experiments and includes a plurality of the above-mentioned historical speeds, a plurality of historical circulating oil volumes and the above-mentioned intake manifold pressure corresponding to each of the above-mentioned historical speeds and each of the above-mentioned circulating oil volumes; obtaining the actual intake manifold pressure of the above-mentioned engine, obtaining a second intake manifold pressure, calculating the ratio of the above-mentioned second intake manifold pressure to the above-mentioned first intake manifold pressure, and obtaining an intake manifold pressure ratio; obtaining the actual intake manifold pressure of the above-mentioned engine, obtaining a second intake manifold pressure, and calculating the ratio of the above-mentioned second intake manifold pressure to the above-mentioned first intake manifold pressure; and obtaining the intake manifold pressure ratio through the above-mentioned intake manifold pressure. The correction coefficient corresponding to the above-mentioned intake manifold pressure ratio is determined by a one-to-one mapping relationship between the force ratio and the temperature correction coefficient to obtain a first coefficient; the temperature difference corresponding to the above-mentioned current speed and the above-mentioned circulating oil volume is determined by a one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the temperature difference, the above-mentioned temperature difference is multiplied by the above-mentioned first coefficient to obtain the first temperature difference, the intake manifold temperature of the above-mentioned engine is obtained, the above-mentioned intake manifold temperature is added to the above-mentioned first temperature difference to obtain the above-mentioned initial turbine pre-temperature, wherein the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the temperature difference is pre-calibrated and includes multiple above-mentioned historical speeds, multiple above-mentioned circulating oil volumes and historical temperature differences corresponding to each above-mentioned historical speed and each above-mentioned historical circulating oil volume, and the above-mentioned temperature difference is the difference between the turbine pre-temperature and the intake manifold temperature.

[0121] Optionally, the above-mentioned initial turbine front temperature correction coefficient includes a first temperature correction coefficient and a second temperature correction coefficient. Determining the correction coefficient corresponding to the above-mentioned initial turbine front temperature to obtain the initial turbine front temperature correction coefficient includes: obtaining the ambient temperature, determining the correction coefficient corresponding to the above-mentioned ambient temperature, and obtaining the above-mentioned first temperature correction coefficient; obtaining the ambient pressure, determining the correction coefficient corresponding to the above-mentioned ambient pressure, and obtaining the above-mentioned second temperature correction coefficient.

[0122] Optionally, determining the correction coefficient corresponding to the above-mentioned ambient temperature to obtain a first temperature correction coefficient includes: determining the temperature correction coefficient corresponding to the above-mentioned ambient temperature through a first mapping relationship between the above-mentioned ambient temperature and the temperature correction coefficient to obtain the above-mentioned first temperature correction coefficient, wherein the first mapping relationship between the above-mentioned ambient temperature and the correction coefficient is pre-calibrated through experiments and includes multiple historical ambient temperatures and a historical temperature correction coefficient corresponding to each of the above-mentioned historical ambient temperatures.

[0123] Optionally, determining the correction coefficient corresponding to the above-mentioned ambient pressure to obtain the above-mentioned second temperature correction coefficient includes: determining the temperature correction coefficient corresponding to the above-mentioned ambient pressure through a second mapping relationship between the above-mentioned ambient pressure and the temperature correction coefficient to obtain the above-mentioned second temperature correction coefficient, wherein the second mapping relationship between the above-mentioned ambient pressure and the temperature correction coefficient is pre-calibrated through experiments and includes multiple historical ambient pressures and a historical temperature correction coefficient corresponding to each of the above-mentioned historical ambient pressures.

[0124] Optionally, the above-mentioned initial turbine pre-pressure correction coefficient includes a first pressure correction coefficient, a second pressure correction coefficient, a third pressure correction coefficient, a fourth pressure correction coefficient and a fifth pressure correction coefficient. Determining the correction coefficient corresponding to the above-mentioned initial turbine pre-pressure to obtain the initial turbine pre-pressure correction coefficient includes: obtaining the circulating oil volume of the above-mentioned engine, determining the pressure correction coefficient corresponding to the above-mentioned current speed and the above-mentioned circulating oil volume through a one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the pressure correction coefficient, and obtaining the above-mentioned first pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned speed, the above-mentioned circulating oil volume and the pressure correction coefficient is pre-calibrated through experiments and includes multiple historical speeds, multiple circulating oil volumes and historical pressure correction coefficients corresponding to each of the above-mentioned speeds and circulating oil volumes; determining the pressure correction coefficient corresponding to the above-mentioned EGR valve opening through a one-to-one mapping relationship between the above-mentioned EGR valve opening and the pressure correction coefficient, and obtaining the above-mentioned second pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned EGR valve opening and the pressure correction coefficient is pre-calibrated through experiments and includes the historical openings of the EGR valve and the historical openings of the EGR valve. corresponding historical pressure correction coefficient; determining the correction coefficient corresponding to the opening of the throttle valve through a one-to-one mapping relationship between the opening of the throttle valve and the pressure correction coefficient, and obtaining the above-mentioned third pressure correction coefficient, wherein the one-to-one mapping relationship between the opening of the throttle valve and the pressure correction coefficient is pre-calibrated through experiments and includes the historical opening of the throttle valve and the historical pressure correction coefficient corresponding to the historical opening of the throttle valve; obtaining the ambient temperature, determining the pressure correction coefficient corresponding to the above-mentioned ambient temperature through a one-to-one mapping relationship between the above-mentioned ambient temperature and the pressure correction coefficient, and obtaining the above-mentioned fourth pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned ambient temperature and the pressure correction coefficient is pre-calibrated through experiments and includes the above-mentioned ambient temperature and the historical pressure correction coefficient corresponding to the above-mentioned ambient temperature; obtaining the ambient pressure, determining the pressure correction coefficient corresponding to the above-mentioned ambient pressure through a one-to-one mapping relationship between the above-mentioned ambient pressure and the pressure correction coefficient, and obtaining the above-mentioned fifth pressure correction coefficient, wherein the one-to-one mapping relationship between the above-mentioned ambient pressure and the pressure correction coefficient is pre-calibrated through experiments and includes the historical ambient pressure and the historical pressure correction coefficient corresponding to the above-mentioned historical ambient pressure.

[0125] Optionally, the product of the above-mentioned initial pre-turbine pressure and the above-mentioned initial pre-turbine pressure correction coefficient is calculated to obtain the corrected pre-turbine pressure, including: calculating the product of the above-mentioned initial pre-turbine pressure, the above-mentioned first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient and the fifth pressure correction coefficient to obtain the above-mentioned corrected pre-turbine pressure.

[0126] An embodiment of the present invention provides a device, comprising a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, at least the following steps are performed:

[0127] Step S201, obtaining an initial turbine inlet temperature of the engine, determining a correction coefficient corresponding to the initial turbine inlet temperature to obtain an initial turbine inlet temperature correction coefficient, and calculating a product of the initial turbine inlet temperature and the initial turbine inlet temperature correction coefficient to obtain a corrected turbine inlet temperature;

[0128] Step S202: Obtaining the engine speed and intake air volume to obtain the current speed and current intake air volume, determining the turbine pre-turbine pressure corresponding to the current speed and the current intake air volume through a one-to-one mapping relationship between the speed, the intake air volume, and the turbine pre-turbine pressure, and obtaining an initial turbine pre-turbine pressure, wherein the one-to-one mapping relationship between the speed, the intake air volume, and the turbine pre-turbine pressure is pre-calibrated through experiments and includes a plurality of historical speeds, a plurality of historical intake air volumes, and a historical turbine pre-turbine pressure corresponding to each of the historical speeds and the historical intake air volumes;

[0129] Step S203, determining a correction coefficient corresponding to the initial in-turbine pressure to obtain the initial in-turbine pressure correction coefficient, and calculating the product of the initial in-turbine pressure and the initial in-turbine pressure correction coefficient to obtain a corrected in-turbine pressure;

[0130] Step S204 , calculating the EGR intake air volume according to the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected turbine inlet temperature, the corrected turbine inlet pressure, and the EGR throttling equation.

[0131] The devices in this article can be servers, PCs, PADs, mobile phones, etc.

[0132] Obviously, those skilled in the art will appreciate that the various modules or steps of the present invention described above can be implemented using a general-purpose computing device, can be centralized on a single computing device, or can be distributed across a network of multiple computing devices. They can be implemented using program code executable by the computing device, and thus, can be stored in a storage device and executed by the computing device. In some cases, the steps shown or described herein can be performed in a different order than that shown, or can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0133] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0134] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0135] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0136] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 The steps for the function specified in one or more boxes.

[0137] In a typical configuration, a computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0138] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0139] Computer-readable media includes permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory computer-readable media (transitory media), such as modulated data signals and carrier waves.

[0140] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0141] From the above description, it can be seen that the above embodiments of the present application achieve the following technical effects:

[0142] 1) In the calculation method of the EGR intake amount of the present application, the initial pre-turbine pressure and the initial pre-turbine temperature are obtained, and the corresponding initial pre-turbine pressure correction coefficient and initial pre-turbine temperature correction coefficient are determined to correct the initial pre-turbine pressure and the initial pre-turbine temperature, thereby obtaining the corrected pre-turbine pressure and the corrected pre-turbine temperature, and then the EGR throttling equation is used to calculate the EGR intake amount. In this way, the correction coefficient is used to correct the pre-turbine pressure and the pre-turbine temperature, and the corrected pre-turbine pressure and the pre-turbine temperature are used to calculate the EGR intake amount, thereby avoiding the problem of inaccurate intake amount measured by the MAF sensor. Compared with the prior art, the MAF sensor is more sensitive to the vortex supercharger and the pipeline layout, and is easily affected, resulting in inaccurate measurement of the intake amount. The present application obtains the EGR intake amount through the above-mentioned correction and calculation process, thereby improving the accuracy of the intake amount, thereby achieving the purpose of more precise control of engine operation.

[0143] 2) In the EGR intake air calculation device of the present application, the initial pre-turbine pressure and initial pre-turbine temperature are obtained, and the corresponding initial pre-turbine pressure correction coefficient and initial pre-turbine temperature correction coefficient are determined to correct the initial pre-turbine pressure and initial pre-turbine temperature, thereby obtaining the corrected pre-turbine pressure and corrected pre-turbine temperature, and then the EGR throttling equation is used to calculate the EGR intake air volume. In this way, the correction coefficient is used to correct the pre-turbine pressure and pre-turbine temperature, and the corrected pre-turbine pressure and pre-turbine temperature are used to calculate the EGR intake air volume, thereby avoiding the problem of inaccurate intake air volume measured by the MAF sensor. Compared with the prior art, the MAF sensor is more sensitive to the vortex supercharger and the pipeline layout, and is easily affected, resulting in inaccurate measurement of the intake air volume. The present application obtains the EGR intake air volume through the above-mentioned correction and calculation process, thereby improving the accuracy of the intake air volume, thereby achieving the purpose of more accurate control of engine operation.

[0144] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A method for calculating EGR intake air volume, characterized in that: include: Acquiring an initial turbine front temperature of the engine, determining a correction coefficient corresponding to the initial turbine front temperature to obtain an initial turbine front temperature correction coefficient, and calculating a product of the initial turbine front temperature and the initial turbine front temperature correction coefficient to obtain a corrected turbine front temperature; Obtaining the speed and intake volume of the engine to obtain a current speed and a current intake volume, determining the turbine pre-pressure corresponding to the current speed and the current intake volume through a one-to-one mapping relationship among the speed, the intake volume, and the turbine pre-pressure, and obtaining an initial turbine pre-pressure, wherein the one-to-one mapping relationship among the speed, the intake volume, and the turbine pre-pressure is pre-calibrated through experiments and includes a plurality of historical speeds, a plurality of historical intake volumes, and a historical turbine pre-pressure corresponding to each of the historical speeds and the historical intake volumes; Determining a correction coefficient corresponding to the initial pre-turbine pressure to obtain the initial pre-turbine pressure correction coefficient, and calculating the product of the initial pre-turbine pressure and the initial pre-turbine pressure correction coefficient to obtain a corrected pre-turbine pressure; The EGR intake amount is calculated based on the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected turbine pre-temperature, the corrected turbine pre-pressure and an EGR throttling equation.

2. The calculation method according to claim 1, characterized in that Get the initial turbine inlet temperature of the engine, including: Obtaining a circulating oil volume of the engine, determining the current speed and the intake manifold pressure corresponding to the circulating oil volume through a one-to-one mapping relationship among the speed, the circulating oil volume, and the intake manifold pressure, and obtaining a first intake manifold pressure, wherein the one-to-one mapping relationship among the speed, the circulating oil volume, and the intake manifold pressure is pre-calibrated through experiments and includes a plurality of historical speeds, a plurality of historical circulating oil volumes, and the intake manifold pressure corresponding to each of the historical speeds and each of the circulating oil volumes; Acquiring an actual intake manifold pressure of the engine to obtain a second intake manifold pressure, and calculating a ratio of the second intake manifold pressure to the first intake manifold pressure to obtain an intake manifold pressure ratio; determining a correction coefficient corresponding to the intake manifold pressure ratio through a one-to-one mapping relationship between the intake manifold pressure ratio and the temperature correction coefficient to obtain a first coefficient; The temperature difference corresponding to the current speed and the circulating oil amount is determined through a one-to-one mapping relationship among the speed, the circulating oil amount, and the temperature difference, the temperature difference is multiplied by the first coefficient to obtain a first temperature difference, the intake manifold temperature of the engine is acquired, the intake manifold temperature is added to the first temperature difference to obtain the initial turbine pre-temperature, wherein the one-to-one mapping relationship among the speed, the circulating oil amount, and the temperature difference is pre-calibrated and includes a plurality of historical speeds, a plurality of circulating oil amounts, and a historical temperature difference corresponding to each of the historical speeds and each of the historical circulating oil amounts, and the temperature difference is the difference between the turbine pre-temperature and the intake manifold temperature.

3. The calculation method according to claim 1, characterized in that The initial turbine front temperature correction coefficient includes a first temperature correction coefficient and a second temperature correction coefficient. Determining the correction coefficient corresponding to the initial turbine front temperature to obtain the initial turbine front temperature correction coefficient includes: Acquiring an ambient temperature, determining a correction coefficient corresponding to the ambient temperature, and obtaining the first temperature correction coefficient; Acquire the ambient pressure, determine a correction coefficient corresponding to the ambient pressure, and obtain the second temperature correction coefficient.

4. The calculation method according to claim 3, characterized in that Determining a correction coefficient corresponding to the ambient temperature to obtain a first temperature correction coefficient includes: The temperature correction coefficient corresponding to the ambient temperature is determined through a first mapping relationship between the ambient temperature and the temperature correction coefficient to obtain the first temperature correction coefficient, wherein the first mapping relationship between the ambient temperature and the correction coefficient is pre-calibrated through experiments and includes multiple historical ambient temperatures and a historical temperature correction coefficient corresponding to each of the historical ambient temperatures.

5. The calculation method according to claim 3, characterized in that: Determining a correction coefficient corresponding to the ambient pressure to obtain the second temperature correction coefficient includes: The temperature correction coefficient corresponding to the ambient pressure is determined through a second mapping relationship between the ambient pressure and the temperature correction coefficient to obtain the second temperature correction coefficient, wherein the second mapping relationship between the ambient pressure and the temperature correction coefficient is pre-calibrated through experiments and includes multiple historical ambient pressures and historical temperature correction coefficients corresponding to each of the historical ambient pressures.

6. The calculation method according to claim 1, characterized in that The initial pre-turbine pressure correction coefficient includes a first pressure correction coefficient, a second pressure correction coefficient, a third pressure correction coefficient, a fourth pressure correction coefficient, and a fifth pressure correction coefficient. Determining the correction coefficient corresponding to the initial pre-turbine pressure to obtain the initial pre-turbine pressure correction coefficient includes: Obtaining a circulating oil volume of the engine, determining a pressure correction coefficient corresponding to the current speed and the circulating oil volume through a one-to-one mapping relationship among the speed, the circulating oil volume, and the pressure correction coefficient, and obtaining the first pressure correction coefficient, wherein the one-to-one mapping relationship among the speed, the circulating oil volume, and the pressure correction coefficient is pre-calibrated through experiments and includes a plurality of historical speeds, a plurality of circulating oil volumes, and a historical pressure correction coefficient corresponding to each speed and circulating oil volume; determining a pressure correction coefficient corresponding to the EGR valve opening through a one-to-one mapping relationship between the EGR valve opening and the pressure correction coefficient to obtain the second pressure correction coefficient, wherein the one-to-one mapping relationship between the EGR valve opening and the pressure correction coefficient is pre-calibrated through testing and includes historical EGR valve openings and historical pressure correction coefficients corresponding to the historical EGR valve openings; determining a correction coefficient corresponding to the throttle valve opening through a one-to-one mapping relationship between the throttle valve opening and the pressure correction coefficient to obtain the third pressure correction coefficient, wherein the one-to-one mapping relationship between the throttle valve opening and the pressure correction coefficient is pre-calibrated through experiments and includes historical openings of the throttle valve and historical pressure correction coefficients corresponding to the historical throttle valve openings; Acquiring an ambient temperature, and determining a pressure correction coefficient corresponding to the ambient temperature through a one-to-one mapping relationship between the ambient temperature and the pressure correction coefficient to obtain the fourth pressure correction coefficient, wherein the one-to-one mapping relationship between the ambient temperature and the pressure correction coefficient is pre-calibrated through experiments and includes the ambient temperature and a historical pressure correction coefficient corresponding to the ambient temperature; Obtaining the ambient pressure, determining the pressure correction coefficient corresponding to the ambient pressure through a one-to-one mapping relationship between the ambient pressure and the pressure correction coefficient, and obtaining the fifth pressure correction coefficient, wherein the one-to-one mapping relationship between the ambient pressure and the pressure correction coefficient is pre-calibrated through experiments and includes historical ambient pressures and historical pressure correction coefficients corresponding to the historical ambient pressures.

7. The calculation method according to claim 6, characterized in that: Calculating the product of the initial turbine pre-pressure and the initial turbine pre-pressure correction coefficient to obtain the corrected turbine pre-pressure includes: The product of the initial turbine pre-pressure, the first pressure correction coefficient, the second pressure correction coefficient, the third pressure correction coefficient, the fourth pressure correction coefficient and the fifth pressure correction coefficient is calculated to obtain the corrected turbine pre-pressure.

8. A device for calculating EGR intake air quantity, characterized in that: include: an acquisition unit, configured to acquire an initial turbine front temperature of the engine, determine a correction coefficient corresponding to the initial turbine front temperature, obtain the initial turbine front temperature correction coefficient, and calculate a product of the initial turbine front temperature and the initial turbine front temperature correction coefficient to obtain a corrected turbine front temperature; a determination unit, configured to obtain a speed and an intake air volume of the engine, obtain a current speed and a current intake air volume, determine the intake air volume corresponding to the current speed and the current intake air volume through a one-to-one mapping relationship among the speed, the intake air volume, and the intake air volume, and obtain an initial intake air volume, wherein the one-to-one mapping relationship among the speed, the intake air volume, and the intake air volume is pre-calibrated through experiments and includes a plurality of historical speeds, a plurality of historical intake air volumes, and a historical intake air volume corresponding to each of the historical speeds and the historical intake air volumes; a first calculation unit, configured to determine a correction coefficient corresponding to the initial pre-turbine pressure to obtain the initial pre-turbine pressure correction coefficient, and calculate a product of the initial pre-turbine pressure and the initial pre-turbine pressure correction coefficient to obtain a corrected pre-turbine pressure; The second calculation unit is used to calculate the EGR intake amount according to the maximum flow area of ​​the EGR valve, the opening of the EGR valve, the corrected turbine pre-temperature, the corrected turbine pre-pressure and the EGR throttling equation.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the computing method according to any one of claims 1 to 7.

10. An electronic device, characterized in that: include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include instructions for executing the computing method according to any one of claims 1 to 7.

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