An engine exhaust temperature management method, device, apparatus, and medium

Abstract

The application discloses an engine exhaust temperature management method, device, equipment and medium. By controlling the opening degree of an exhaust bypass valve, the actual supercharging pressure of an engine is made to reach a target supercharging pressure under the condition of meeting the exhaust temperature requirement. The excessive exhaust of an engine exhaust manifold is bypassed and discharged in a region requiring exhaust temperature management. The exhaust participating in the operation of a supercharger is reduced, the energy of the supercharger is reduced, the engine intake amount is reduced, the exhaust temperature is increased under the condition of the same fuel consumption, and the purpose of exhaust temperature management is achieved. Unlike the way of holding the intake or exhaust, the excessive exhaust is actively released by controlling the opening of the exhaust bypass valve. The engine breathing efficiency can be improved while the exhaust temperature management is performed, and the fuel economy of the exhaust temperature management mode is improved.

Description

Technical Field

[0001] This application relates to the field of heavy-duty diesel engine air system technology, and in particular to an engine exhaust temperature management method, device, computer equipment, and computer-readable storage medium. Background Technology

[0002] The main method to reduce vehicle emissions is to increase engine exhaust temperature, i.e., to manage exhaust temperature and thus improve emissions. Related technologies for medium and heavy-duty diesel engines generally utilize three methods for exhaust temperature management: First, by controlling the air volume through an intake throttle valve on the intake manifold, reducing the amount of fresh air entering the engine cylinders. Under the same load conditions, reduced intake air volume leads to increased exhaust temperature. Second, by controlling exhaust resistance through an exhaust throttle valve on the exhaust manifold, increasing exhaust resistance reduces scavenging efficiency and further decreases engine intake air volume, thereby increasing exhaust temperature. Third, by reducing rail pressure and delaying the injection angle, intensifying in-cylinder combustion, and thus increasing exhaust temperature.

[0003] However, all three exhaust temperature management methods have a significant negative impact on fuel economy. In the first method, the intake throttle valve restricts airflow during intake. At this time, the pressure before and after the intake throttle valve is low, while the pressure before the valve is relatively high. The upstream of the intake manifold, all the way to the turbocharger's exhaust inlet (exhaust manifold), is also under high pressure, resulting in greater exhaust resistance. With the reduced airflow after using the intake throttle valve, the scavenging efficiency decreases, significantly impacting fuel economy. In the second method, the exhaust throttle valve primarily increases exhaust resistance, reducing the turbocharger's operating capacity. Simultaneously, the increased exhaust resistance reduces intake efficiency, significantly affecting fuel economy. In the third method, retarding timing by lowering the rail pressure directly deteriorates combustion, significantly impacting fuel economy.

[0004] Therefore, how to ensure fuel economy while managing diesel engine exhaust temperature is a technical problem that needs to be solved. Summary of the Invention

[0005] The main objective of this application is to provide an engine exhaust temperature management method, device, equipment, and medium, aiming to solve the technical problem that existing exhaust temperature management solutions have a significant impact on fuel economy.

[0006] In a first aspect, this application provides an engine exhaust temperature management method, the method comprising the following steps:

[0007] Control the opening of the exhaust bypass valve to ensure that the actual boost pressure of the engine reaches the target boost pressure that meets the exhaust temperature requirements.

[0008] In some embodiments, before controlling the opening of the exhaust bypass valve to bring the actual boost pressure of the engine to the target boost pressure required to meet exhaust temperature, the following steps are included:

[0009] Find the preset target boost pressure MAP based on the current engine speed and engine fuel demand, and obtain the target boost pressure.

[0010] The target boost pressure MAP includes the correspondence between engine speed, engine fuel demand, and target boost pressure at the required exhaust temperature.

[0011] In some embodiments, an electronically controlled regulating valve is installed on the exhaust bypass valve, and the electronically controlled regulating valve is connected to the vehicle's gas storage tank;

[0012] The pressure of compressed air supplied by the vehicle's air tank is controlled by controlling the duty cycle of the electronically controlled regulating valve, so that the compressed air controls the opening of the exhaust bypass valve.

[0013] The duty cycle of the electronically controlled regulating valve, the pressure of the compressed air, the opening degree of the exhaust bypass valve, and the boost pressure of the engine are in a mapping relationship.

[0014] In some embodiments, controlling the opening of the exhaust bypass valve to make the actual boost pressure of the engine reach the target boost pressure includes:

[0015] Determine whether the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is greater than a preset calibration value;

[0016] If so, the duty cycle of the electronically controlled regulating valve is adjusted forward according to the engine speed and the engine's required fuel quantity, so that the actual boost pressure of the engine reaches the target boost pressure.

[0017] Otherwise, the duty cycle of the electronically controlled regulating valve is adjusted using PID control based on the engine speed and the boost pressure deviation between the actual boost pressure and the target boost pressure of the engine, so that the actual boost pressure of the engine reaches the target boost pressure.

[0018] In some embodiments, the method further includes:

[0019] Set the hysteresis interval according to the calibration value;

[0020] When the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is within the hysteresis range, the duty cycle of the electronically controlled regulating valve is adjusted according to the original adjustment strategy.

[0021] In some embodiments, the duty cycle of the electronically controlled regulating valve is feedforward adjusted based on engine speed and engine fuel demand, including:

[0022] The preset duty cycle feedforward MAP is found based on the engine speed and the engine fuel demand to obtain the feedforward duty cycle of the electronic control valve, and the duty cycle of the electronic control valve is adjusted to the feedforward duty cycle.

[0023] The duty cycle feedforward MAP includes the mapping relationship between engine speed, engine fuel demand, and feedforward duty cycle.

[0024] In some embodiments, the duty cycle of the electronically controlled regulating valve is PID-regulated based on the engine speed and the boost pressure deviation between the actual boost pressure and the target boost pressure of the engine, including:

[0025] The preset PID adjustment MAP is found based on the engine speed and the boost pressure deviation value to obtain the PID adjustment duty cycle of the electronic control valve, and the duty cycle of the electronic control valve is adjusted according to the PID adjustment duty cycle.

[0026] The PID regulation MAP includes the mapping relationship between engine speed, boost pressure deviation value and PID regulation duty cycle.

[0027] Secondly, this application also provides an engine exhaust temperature management device, the device comprising:

[0028] The control module controls the opening of the exhaust bypass valve to ensure that the engine's actual boost pressure reaches the target boost pressure required to meet exhaust temperature.

[0029] In some embodiments, the device further includes a lookup module, which is also used to:

[0030] Find the preset target boost pressure MAP based on the current engine speed and engine fuel demand, and obtain the target boost pressure.

[0031] The target boost pressure MAP includes the correspondence between engine speed, engine fuel demand, and target boost pressure at the required exhaust temperature.

[0032] In some embodiments, the device is also used for:

[0033] An electrically controlled regulating valve is installed on the exhaust gas bypass valve, and the electrically controlled regulating valve is connected to the vehicle's air storage tank;

[0034] The pressure of compressed air supplied by the vehicle's air tank is controlled by controlling the duty cycle of the electronically controlled regulating valve, so that the compressed air controls the opening of the exhaust bypass valve.

[0035] The duty cycle of the electronically controlled regulating valve, the pressure of the compressed air, the opening degree of the exhaust bypass valve, and the boost pressure of the engine are in a mapping relationship.

[0036] In some embodiments, controlling the opening of the exhaust bypass valve to make the actual boost pressure of the engine reach the target boost pressure includes:

[0037] Determine whether the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is greater than a preset calibration value;

[0038] If so, the duty cycle of the electronically controlled regulating valve is adjusted forward according to the engine speed and the engine's required fuel quantity, so that the actual boost pressure of the engine reaches the target boost pressure.

[0039] Otherwise, the duty cycle of the electronically controlled regulating valve is adjusted using PID control based on the engine speed and the boost pressure deviation between the actual boost pressure and the target boost pressure of the engine, so that the actual boost pressure of the engine reaches the target boost pressure.

[0040] In some embodiments, the device is also used for:

[0041] Set the hysteresis interval according to the calibration value;

[0042] When the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is within the hysteresis range, the duty cycle of the electronically controlled regulating valve is adjusted according to the original adjustment strategy.

[0043] In some embodiments, the device is also used for:

[0044] The preset duty cycle feedforward MAP is found based on the engine speed and the engine fuel demand to obtain the feedforward duty cycle of the electronic control valve, and the duty cycle of the electronic control valve is adjusted to the feedforward duty cycle.

[0045] The duty cycle feedforward MAP includes the mapping relationship between engine speed, engine fuel demand, and feedforward duty cycle.

[0046] In some embodiments, the device is also used for:

[0047] The preset PID adjustment MAP is found based on the engine speed and the boost pressure deviation value to obtain the PID adjustment duty cycle of the electronic control valve, and the duty cycle of the electronic control valve is adjusted according to the PID adjustment duty cycle.

[0048] The PID regulation MAP includes the mapping relationship between engine speed, boost pressure deviation value and PID regulation duty cycle.

[0049] Thirdly, this application also provides a computer device, the computer device including a processor, a memory, and a computer program stored in the memory and executable by the processor, wherein when the computer program is executed by the processor, it implements the steps of the engine exhaust temperature management method as described above.

[0050] Fourthly, this application also provides a computer-readable storage medium storing a computer program, wherein when the computer program is executed by a processor, it implements the steps of the engine exhaust temperature management method described above.

[0051] This application provides an engine exhaust temperature management method, device, equipment, and medium. By controlling the opening of the exhaust gas bypass valve, the actual boost pressure of the engine reaches the target boost pressure that meets the exhaust temperature requirements. In areas requiring exhaust temperature management, excess exhaust gas from the engine exhaust manifold is bypassed and discharged, reducing the exhaust gas participating in the turbocharger's operation, lowering the turbocharger's energy, and thus reducing the engine's intake air volume. Under the same fuel consumption, the exhaust temperature is increased, achieving the purpose of exhaust temperature management. Unlike methods that suppress intake or exhaust, by controlling the opening of the exhaust gas bypass valve to actively release excess exhaust gas, the engine's scavenging efficiency can be improved while managing exhaust temperature, which is beneficial to improving the fuel economy of the exhaust temperature management mode. Attached Figure Description

[0052] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1 A schematic flowchart illustrating an engine exhaust temperature management method provided in an embodiment of this application;

[0054] Figure 2 This is a schematic diagram of the engine exhaust system;

[0055] Figure 3 A schematic block diagram of an engine exhaust temperature management device provided in an embodiment of this application;

[0056] Figure 4 This is a schematic block diagram of the structure of a computer device according to an embodiment of this application.

[0057] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0058] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0059] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the order described. For example, some operations / steps can be broken down, combined, or partially merged, so the actual execution order may change depending on the actual situation.

[0060] This application provides an engine exhaust temperature management method, apparatus, device, and medium. The engine exhaust temperature management method can be applied to computer equipment, which may be an electronic device such as a vehicle controller or onboard computer.

[0061] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0062] The main solution of this application is to control the opening of the exhaust bypass valve so that the actual boost pressure of the engine reaches the target boost pressure that meets the exhaust temperature requirements.

[0063] It is worth noting that, in order to achieve precise control of the exhaust gas bypass valve, this application adds an electronically controlled regulating valve to electrically regulate the turbocharger exhaust gas bypass valve. By controlling the duty cycle of the electronically controlled regulating valve, the working pressure of the exhaust gas bypass valve is controlled, thereby adjusting the opening degree of the exhaust gas bypass valve. In this embodiment, an electronically controlled regulating valve is installed on the exhaust gas bypass valve and connected to the vehicle's air tank. The pressure of the compressed air supplied by the vehicle's air tank is controlled by controlling the duty cycle of the electronically controlled regulating valve, so that the compressed air controls the opening degree of the exhaust gas bypass valve. The duty cycle of the electronically controlled regulating valve, the pressure of the compressed air, the opening degree of the exhaust gas bypass valve, and the boost pressure of the engine are in a mapping relationship.

[0064] Specifically, the exhaust gas bypass valve is the basis for the implementation of the proposed method. The exhaust gas bypass valve is a pneumatically driven valve. Different air pressures supplied to the exhaust gas bypass valve will cause different displacements of the diaphragm of the exhaust gas bypass valve, thereby pushing the push rod and the sealing surface of the exhaust gas bypass valve to produce different displacements, thereby controlling the exhaust gas flow through the exhaust gas bypass valve, adjusting the exhaust gas flow through the turbocharger, and ultimately adjusting the engine boost pressure, serving as the final execution end of the boost pressure closed-loop control.

[0065] The electronically controlled regulating valve is connected to the vehicle's air tank, which supplies compressed air. This compressed air ultimately acts on the wastegate valve, controlling its opening. The electronically controlled regulating valve can output different air pressures based on different duty cycles. In this embodiment, the output air pressure ranges from 0 to 3.5 bar, driving the wastegate valve to actuate. Therefore, the opening degree of the wastegate valve can be controlled by the electronically controlled regulating valve. Thus, it can be understood that this application achieves its goal by controlling the compressed air pressure through the duty cycle of the electronically controlled regulating valve, thereby controlling the opening degree of the wastegate valve and regulating the engine's boost pressure.

[0066] The input pressure range of the waste gas bypass valve can be obtained through valve characteristic descriptions or actual pressure tests to ensure system reliability. For example, if the normal operating input air pressure range of a certain waste gas bypass valve is less than 3 bar, then based on the 0-3 bar range, the waste gas bypass valve is defined as having an opening of 0-100%, and the mapping relationship between the compressed air pressure and the opening of the waste gas bypass valve can be determined.

[0067] After confirming the input pressure range of the exhaust gas bypass valve, the output pressure range of the electronically controlled regulating valve can be determined, thus confirming the final output duty cycle range of the electronically controlled regulating valve. For example, when the air supply pressure from the vehicle's air tank is 8 bar, the output air pressure corresponding to a duty cycle of 0-40 for the electronically controlled regulating valve is 0-3 bar. To ensure that the output pressure does not exceed the upper limit pressure of the exhaust gas bypass valve, the upper limit duty cycle output of the electronically controlled regulating valve is set to 40. This establishes a mapping relationship between the duty cycle of the electronically controlled regulating valve, the compressed air pressure, the exhaust gas bypass valve, and the engine's boost pressure. Furthermore, it reveals a mapping relationship between the duty cycle of the electronically controlled regulating valve and the engine's boost pressure.

[0068] It is worth noting that before controlling the boost pressure of the engine by controlling the opening of the exhaust bypass valve, the target boost pressure MAP, duty cycle feedforward MAP and MAP activation condition calibration value, and PID adjustment MAP need to be preset in the boost pressure closed-loop control module. The target boost pressure MAP serves as the input under different operating conditions. The duty cycle feedforward MAP can quickly adjust the duty cycle of the electronic control valve, ensuring a fast closed-loop response of the system and ensuring that the actual boost pressure quickly approaches the target boost pressure. Then, the PID precisely adjusts the duty cycle of the electronic control valve, and the closed-loop demand boost pressure is used to maintain consistency between the actual boost pressure and the target boost pressure, ultimately achieving the purpose of exhaust temperature management under different engine operating conditions.

[0069] In some embodiments, the target boost pressure is calibrated based on exhaust temperature requirements when the engine has low fuel volume and low load, and based on turbocharger speed protection requirements when the engine has high fuel volume and high load. This allows for the setting of corresponding target boost pressure requirements (which can be relative or absolute boost pressure) under different engine operating conditions, thus determining the target boost pressure MAP. In the target boost pressure MAP, the horizontal axis can represent engine speed, and the vertical axis can represent the engine's required fuel volume, thus establishing a correspondence between engine speed, engine fuel volume, and target boost pressure to meet exhaust temperature requirements. The definition rules for the horizontal and vertical axes of the MAP are the same in subsequent examples. The target boost pressure MAP is shown in Table 1.

[0070] Table 1 Target boost pressure (MAP)

[0071]

[0072] In some embodiments, the horizontal axis of the target boost pressure MAP can be engine speed, and the vertical axis can be engine mean effective pressure, thereby forming a correspondence between engine speed, engine mean effective pressure and target boost pressure to meet exhaust temperature requirements.

[0073] The duty cycle feedforward MAP is a mapping relationship between engine speed, engine fuel demand and feedforward duty cycle, with engine speed as the horizontal axis and engine fuel demand as the vertical axis. The duty cycle feedforward MAP is shown in Table 2.

[0074] Table 2 Duty Cycle Feedforward MAP

[0075]

[0076] To improve control quality, the PID adjustment MAP is set to be related to engine speed. The PID adjustment MAP uses engine speed as the horizontal axis and boost pressure deviation as the vertical axis to form a mapping relationship between engine speed, boost pressure deviation, and PID adjustment duty cycle. It is worth noting that the I and D terms of the PID adjustment duty cycle have the same form as the P term. An example of MAP adjustment using the P term is shown in Table 3.

[0077] Table 3 PID Regulation MAP (P Item)

[0078]

[0079] Please refer to Figure 1 , Figure 1This is a flowchart illustrating an engine exhaust temperature management method provided in an embodiment of this application. When managing exhaust temperature, it is first necessary to determine the current engine's actual boost pressure and target boost pressure. The actual boost pressure can be obtained through a sensor or feedback from the bypass valve. The target boost pressure is obtained by looking up a preset target boost pressure MAP based on the current engine speed and the engine's required fuel quantity.

[0080] Furthermore, after determining the target boost pressure and the actual boost pressure, it is determined whether the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is greater than a preset calibration value. If so, the duty cycle of the electronically controlled regulating valve is adjusted forward according to the engine speed and the engine's fuel demand to make the actual boost pressure of the engine reach the target boost pressure. Otherwise, the duty cycle of the electronically controlled regulating valve is adjusted using PID control according to the engine speed and the boost pressure deviation between the actual boost pressure and the target boost pressure to make the actual boost pressure of the engine reach the target boost pressure.

[0081] It is worth noting that the calibration value is a calibration condition used to determine whether the duty cycle of the electronic control valve is adjusted through the duty cycle feedforward MAP. In this embodiment, the calibration value is set to 30 kPa. That is, when the deviation between the target boost pressure and the actual boost pressure is greater than 30 kPa, the duty cycle feedforward MAP is activated. Based on the engine speed and the engine's required target fuel quantity (or IMEP), the duty cycle feedforward MAP is looked up to obtain the current duty cycle output value, thereby adjusting the duty cycle of the electronic control valve. When the deviation between the target boost pressure and the actual boost pressure is less than or equal to 30 kPa, PID control is switched to the next step.

[0082] As a preferred implementation, a hysteresis range can be set based on the calibration value. When the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is within the hysteresis range, the duty cycle of the electronically controlled regulating valve is adjusted according to the original adjustment strategy. For example, the hysteresis range can be set to 29 kPa-31 kPa. When the deviation between the target boost pressure and the actual boost pressure is within this hysteresis range, if the original adjustment method is based on the duty cycle feedforward MAP, then this adjustment method is maintained. If the original adjustment method is based on the PID control MAP, then this adjustment method is maintained.

[0083] Specifically, the duty cycle of the electronically controlled regulating valve is adjusted based on the engine speed and the engine's fuel demand. This includes: finding a preset duty cycle feedforward MAP based on the engine speed and fuel demand to obtain the feedforward duty cycle of the electronically controlled regulating valve, and adjusting the duty cycle of the electronically controlled regulating valve to the feedforward duty cycle. It is worth noting that the duty cycle feedforward value can be appropriately increased at high speeds and high loads to ensure that the turbocharger speed does not exceed the limit.

[0084] Specifically, the duty cycle of the electronically controlled regulating valve is PID-regulated based on the engine speed and the boost pressure deviation between the actual boost pressure and the target boost pressure. This includes: finding a preset PID regulation MAP based on the engine speed and the boost pressure deviation to obtain the PID regulation duty cycle of the electronically controlled regulating valve, and then PID-regulating the duty cycle of the electronically controlled regulating valve based on the PID regulation duty cycle.

[0085] It is worth noting that after adjusting the duty cycle based on the duty cycle feedforward MAP, the actual boost pressure of the engine is close to the target boost pressure. Then, PID regulation is performed (if the deviation between the target boost pressure and the actual boost pressure is less than the feedforward entry condition (30 kPa), PID regulation is directly entered). The control process uses the difference between the actual boost pressure and the target boost pressure to perform closed-loop PID control of the duty cycle of the electronically controlled regulating valve, and outputs the final duty cycle to meet the steady-state and transient boost pressure requirements under various operating conditions, thereby improving control quality.

[0086] This application provides an engine exhaust temperature management method, such as... Figure 2 As shown, by controlling the opening of the turbocharger waste bypass valve, excess exhaust gas from the exhaust manifold is bypassed and discharged in areas requiring exhaust temperature management, reducing the amount of exhaust gas participating in turbocharger operation, lowering turbocharger energy, and thus reducing engine intake air volume. Under the same fuel consumption, this increases exhaust temperature, achieving the purpose of exhaust temperature management. Unlike related technologies that control air volume through intake throttle valves on the intake manifold or exhaust resistance through exhaust throttle valves on the exhaust manifold, this application actively releases excess exhaust gas by controlling the opening of the waste bypass valve. This improves engine scavenging efficiency while managing exhaust temperature, which is beneficial for improving fuel economy in the exhaust temperature management mode. By setting the engine target boost pressure (MAP) and controlling the opening of the waste bypass valve, different target boost pressures can be determined at different operating points, balancing engine exhaust temperature and emissions, power response, and fuel economy. In the closed-loop control of engine boost pressure, the setting of the feedforward MAP and the adjustment of PID control ensure system stability and responsiveness, while also improving the controllability of exhaust temperature management and the reliability of the turbocharger.

[0087] Please refer to Figure 3 , Figure 3 This is a schematic block diagram of a training device for a speech style transfer model provided in an embodiment of this application.

[0088] like Figure 3 As shown, the device includes:

[0089] The control module controls the opening of the exhaust bypass valve to ensure that the engine's actual boost pressure reaches the target boost pressure required to meet exhaust temperature.

[0090] The device also includes a lookup module, which is further used for:

[0091] Find the preset target boost pressure MAP based on the current engine speed and engine fuel demand, and obtain the target boost pressure.

[0092] The target boost pressure MAP includes the correspondence between engine speed, engine fuel demand, and target boost pressure at the required exhaust temperature.

[0093] The device is also used for:

[0094] An electrically controlled regulating valve is installed on the exhaust gas bypass valve, and the electrically controlled regulating valve is connected to the vehicle's air storage tank;

[0095] The pressure of compressed air supplied by the vehicle's air tank is controlled by controlling the duty cycle of the electronically controlled regulating valve, so that the compressed air controls the opening of the exhaust bypass valve.

[0096] The duty cycle of the electronically controlled regulating valve, the pressure of the compressed air, the opening degree of the exhaust bypass valve, and the boost pressure of the engine are in a mapping relationship.

[0097] Controlling the opening of the exhaust bypass valve to ensure that the actual boost pressure of the engine reaches the target boost pressure includes:

[0098] Determine whether the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is greater than a preset calibration value;

[0099] If so, the duty cycle of the electronically controlled regulating valve is adjusted forward according to the engine speed and the engine's required fuel quantity, so that the actual boost pressure of the engine reaches the target boost pressure.

[0100] Otherwise, the duty cycle of the electronically controlled regulating valve is adjusted using PID control based on the engine speed and the boost pressure deviation between the actual boost pressure and the target boost pressure of the engine, so that the actual boost pressure of the engine reaches the target boost pressure.

[0101] The device is also used for:

[0102] Set the hysteresis interval according to the calibration value;

[0103] When the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is within the hysteresis range, the duty cycle of the electronically controlled regulating valve is adjusted according to the original adjustment strategy.

[0104] The device is also used for:

[0105] The preset duty cycle feedforward MAP is found based on the engine speed and the engine fuel demand to obtain the feedforward duty cycle of the electronic control valve, and the duty cycle of the electronic control valve is adjusted to the feedforward duty cycle.

[0106] The duty cycle feedforward MAP includes the mapping relationship between engine speed, engine fuel demand, and feedforward duty cycle.

[0107] The device is also used for:

[0108] The preset PID adjustment MAP is found based on the engine speed and the boost pressure deviation value to obtain the PID adjustment duty cycle of the electronic control valve, and the duty cycle of the electronic control valve is adjusted according to the PID adjustment duty cycle.

[0109] The PID regulation MAP includes the mapping relationship between engine speed, boost pressure deviation value and PID regulation duty cycle.

[0110] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the above-described device and its modules and units can be referred to the corresponding processes in the foregoing embodiments, and will not be repeated here.

[0111] The apparatus provided in the above embodiments can be implemented as a computer program, which can be used in, for example... Figure 4 It runs on the computer device shown.

[0112] Please see Figure 4 , Figure 4 This is a schematic block diagram illustrating the structure of a computer device provided in an embodiment of this application. The computer device can be a vehicle controller.

[0113] like Figure 4 As shown, the computer device includes a processor, memory, and network interface connected via a system bus, wherein the memory may include non-volatile storage media and internal memory.

[0114] Non-volatile storage media can store operating systems and computer programs. These computer programs include program instructions that, when executed, cause the processor to perform any engine exhaust temperature management method.

[0115] The processor provides computing and control capabilities, supporting the operation of the entire computer device.

[0116] Internal memory provides an environment for the execution of computer programs stored in non-volatile storage media. When executed by a processor, the computer program can enable the processor to implement any engine exhaust temperature management method.

[0117] This network interface is used for network communication, such as sending assigned tasks. Those skilled in the art will understand that... Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0118] It should be understood that the processor can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Among these, a general-purpose processor can be a microprocessor or any conventional processor.

[0119] This application also provides a computer-readable storage medium storing a computer program, the computer program including program instructions, and the method implemented when the program instructions are executed can be referred to various embodiments of this application.

[0120] The computer-readable storage medium may be an internal storage unit of the computer device described in the foregoing embodiments, such as the hard disk or memory of the computer device. The computer-readable storage medium may also be an external storage device of the computer device, such as a plug-in hard disk, SmartMedia Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the computer device.

[0121] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0122] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above descriptions are merely specific implementations of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for managing engine exhaust temperature, characterized in that, include: Control the opening of the exhaust bypass valve so that the actual boost pressure of the engine reaches the target boost pressure that meets the exhaust temperature requirements; The method also includes: An electrically controlled regulating valve is installed on the exhaust gas bypass valve, and the electrically controlled regulating valve is connected to the vehicle's air storage tank; The pressure of compressed air supplied by the vehicle's air tank is controlled by controlling the duty cycle of the electronically controlled regulating valve, so that the compressed air controls the opening of the exhaust bypass valve. The duty cycle of the electronically controlled regulating valve, the pressure of the compressed air, the opening degree of the exhaust bypass valve, and the boost pressure of the engine are in a mapping relationship. The method also includes: Controlling the opening of the exhaust gas bypass valve to ensure that the actual boost pressure of the engine reaches the target boost pressure includes: Determine whether the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is greater than a preset calibration value; If so, the duty cycle of the electronically controlled regulating valve is adjusted forward according to the engine speed and the engine's required fuel quantity, so that the actual boost pressure of the engine reaches the target boost pressure. Otherwise, the duty cycle of the electronically controlled regulating valve is adjusted using PID control based on the engine speed and the boost pressure deviation between the actual boost pressure and the target boost pressure of the engine, so that the actual boost pressure of the engine reaches the target boost pressure.

2. The engine exhaust temperature management method according to claim 1, characterized in that, Before controlling the opening of the exhaust bypass valve to ensure that the engine's actual boost pressure reaches the target boost pressure required to meet exhaust temperature, the following steps are included: Find the preset target boost pressure MAP based on the current engine speed and engine fuel demand, and obtain the target boost pressure. The target boost pressure MAP includes the correspondence between engine speed, engine fuel demand, and target boost pressure at the required exhaust temperature.

3. The engine exhaust temperature management method according to claim 1, characterized in that, Also includes: Set the hysteresis interval according to the calibration value; When the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is within the hysteresis range, the duty cycle of the electronically controlled regulating valve is adjusted according to the original adjustment strategy.

4. The engine exhaust temperature management method according to claim 1, characterized in that, The duty cycle of the electronically controlled regulating valve is fed forward and adjusted according to the engine speed and the engine's fuel demand, including: The preset duty cycle feedforward MAP is found based on the engine speed and the engine fuel demand to obtain the feedforward duty cycle of the electronic control valve, and the duty cycle of the electronic control valve is adjusted to the feedforward duty cycle. The duty cycle feedforward MAP includes the mapping relationship between engine speed, engine fuel demand, and feedforward duty cycle.

5. The engine exhaust temperature management method according to claim 1, characterized in that, The duty cycle of the electronically controlled regulating valve is PID-regulated based on the engine speed and the boost pressure deviation between the actual boost pressure and the target boost pressure of the engine, including: The preset PID adjustment MAP is found based on the engine speed and the boost pressure deviation value to obtain the PID adjustment duty cycle of the electronic control valve, and the duty cycle of the electronic control valve is adjusted according to the PID adjustment duty cycle. The PID regulation MAP includes the mapping relationship between engine speed, boost pressure deviation value and PID regulation duty cycle.

6. An exhaust temperature management device for an engine, characterized in that, include: The control module is used to control the opening of the exhaust bypass valve so that the actual boost pressure of the engine reaches the target boost pressure that meets the exhaust temperature requirements. The device is also used for: An electrically controlled regulating valve is installed on the exhaust gas bypass valve, and the electrically controlled regulating valve is connected to the vehicle's air storage tank; The pressure of compressed air supplied by the vehicle's air tank is controlled by controlling the duty cycle of the electronically controlled regulating valve, so that the compressed air controls the opening of the exhaust bypass valve. The duty cycle of the electronically controlled regulating valve, the pressure of the compressed air, the opening degree of the exhaust bypass valve, and the boost pressure of the engine are in a mapping relationship. The device is also used for: Determine whether the absolute value of the difference between the actual boost pressure and the target boost pressure of the engine is greater than a preset calibration value; If so, the duty cycle of the electronically controlled regulating valve is adjusted forward according to the engine speed and the engine's required fuel quantity, so that the actual boost pressure of the engine reaches the target boost pressure. Otherwise, the duty cycle of the electronically controlled regulating valve is adjusted using PID control based on the engine speed and the boost pressure deviation between the actual boost pressure and the target boost pressure of the engine, so that the actual boost pressure of the engine reaches the target boost pressure.

7. A computer device, characterized in that, The computer device includes a processor, a memory, and a computer program stored in the memory and executable by the processor, wherein when the computer program is executed by the processor, it implements the steps of the exhaust temperature management method for an engine as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein when the computer program is executed by a processor, it implements the steps of the exhaust temperature management method for an engine as described in any one of claims 1 to 5.

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