A throttle opening degree control method, device, equipment and storage medium

Abstract

The application relates to the technical field of engines, in particular to a throttle opening degree control method, device, equipment and storage medium. The method comprises the following steps: when the carbon load of a particulate filter meets a preset condition, obtaining current running data of a vehicle; based on the current running data of the vehicle, determining a target correction coefficient corresponding to the current running data; correcting a reference pre-whirl pressure corresponding to a running parameter of an engine by using the target correction coefficient to obtain a corrected reference pre-whirl pressure; and adjusting the throttle opening degree based on the corrected reference pre-whirl pressure. Through the above method, the opening degree of the throttle can be more suitable for the current running condition of the vehicle, so that the situation that the vehicle emission exceeds the emission standard can be reduced.

Description

Technical Field

[0001] This application relates to the field of engine technology, specifically to a throttle valve opening control method, device, equipment, and storage medium. Background Technology

[0002] Automobile engine exhaust gases are typically treated by the vehicle's aftertreatment system to reduce air pollution from harmful gases. The electronic control unit (ECU) regulates the throttle valve opening to control the engine's exhaust energy, thereby controlling the exhaust temperature to ensure that the exhaust gases from the aftertreatment system meet engine emission standards.

[0003] The current closed-loop control logic of the exhaust throttle valve is as follows: Figure 1 As shown, the pressure sensor in front of the turbocharger (turbocharger inlet pressure) collects the turbocharger inlet pressure signal to obtain the actual turbocharger inlet pressure. The electronic control unit obtains the reference turbocharger inlet pressure corresponding to the current engine speed and current engine fuel consumption based on the mapping relationship between the engine speed, engine fuel consumption and reference turbocharger inlet pressure. If the reference turbocharger inlet pressure is different from the actual turbocharger inlet pressure, the throttle valve opening is adjusted by the proportional-integral-derivative parameter adjustment method to make the actual turbocharger inlet pressure coincide with the reference turbocharger inlet pressure. After adjustment, the target throttle valve opening is obtained.

[0004] However, when certain vehicle components (engine, particulate filter, etc.) malfunction, causing deviations between the vehicle's operating data and the baseline value, if the throttle valve opening is still controlled according to the original closed-loop control method, the control of exhaust temperature may not be effective, resulting in incomplete combustion of exhaust gas from the engine and failure of the aftertreatment system to meet emission standards. Summary of the Invention

[0005] This application provides a throttle valve opening correction method, apparatus, device, and storage medium, which can reduce the situation where the exhaust of the aftertreatment system fails to meet the engine emission standards.

[0006] In a first aspect, embodiments of this application provide a method for controlling the opening degree of a throttle valve, the method comprising:

[0007] When the carbon load of the particulate matter filter meets the preset conditions, the current operating data of the vehicle is acquired;

[0008] Based on the vehicle's current operating data, determine the target correction coefficient corresponding to the current operating data;

[0009] The target correction coefficient is used to correct the reference turbine inlet pressure corresponding to the engine's operating parameters, resulting in the corrected reference turbine inlet pressure.

[0010] The throttle valve opening is adjusted based on the corrected reference vortex inlet pressure.

[0011] In the above embodiment, the reference turbine inlet pressure is corrected by the target correction coefficient corresponding to the current operating data of the vehicle, so that the corrected reference turbine inlet pressure is more in line with the current operating conditions of the vehicle. The throttle valve opening adjusted by the corrected reference turbine inlet pressure can make the control of the engine exhaust temperature meet the requirements, thereby making the exhaust gas discharged from the engine fully combustible and reducing the situation where the vehicle exhaust fails to meet the emission standards.

[0012] In one possible implementation, determining the target correction coefficient corresponding to the current operating data based on the vehicle's current operating data includes:

[0013] A first correction coefficient is determined based on the engine speed and particulate matter filter operating conditions in the vehicle's current operating data, and this first correction coefficient is used as the target correction coefficient; or

[0014] Based on the engine speed and fuel consumption in the current operating data of the vehicle, the current smoke opacity difference of the engine is determined, and a second correction coefficient is determined based on the current smoke opacity difference of the engine, and the second correction coefficient is used as the target correction coefficient.

[0015] In one possible implementation, determining the target correction coefficient corresponding to the current operating data based on the vehicle's current operating data includes:

[0016] A first correction coefficient is determined based on the engine speed and particulate matter filter operating conditions in the current operating data of the vehicle, and the current smoke opacity difference of the engine is determined based on the engine speed and engine fuel consumption in the current operating data of the vehicle, and a second correction coefficient is determined based on the current smoke opacity difference of the engine.

[0017] The target correction coefficient is determined based on the first correction coefficient and the second correction coefficient.

[0018] In the above embodiments, correction coefficients corresponding to different vehicle operating data are considered. That is, only the first correction coefficient corresponding to the engine speed and the working condition of the particulate sensor can be determined, or only the second correction coefficient corresponding to the current smoke opacity difference of the engine can be determined, or both the first correction coefficient corresponding to the engine speed and the working condition of the particulate sensor and the second correction coefficient corresponding to the current smoke opacity difference of the engine can be determined simultaneously. This makes the obtained correction coefficients more comprehensive and accurate, and thus makes the reference turbine inlet pressure corrected based on the correction coefficients more consistent with the current operating conditions of the vehicle.

[0019] In one possible implementation, the operating conditions of the particulate matter collector are determined by the following methods:

[0020] Based on the preset mapping relationship between engine speed, engine fuel consumption and first pressure difference, the first pressure difference corresponding to engine speed and engine fuel consumption in the current operating data of the vehicle is determined.

[0021] The pressure difference offset is determined based on the first pressure difference and the second pressure difference of the particulate matter trap in the current operating data of the vehicle.

[0022] The pressure difference offset is used as the operating condition of the particulate matter collector.

[0023] Wherein, the first pressure difference represents the pressure difference between the air inlet and the exhaust port of the particulate matter trap when it is unloaded, and the second pressure difference represents the actual pressure difference between the air inlet and the exhaust port of the particulate matter trap measured by the pressure sensor.

[0024] In the above embodiments, the pressure difference offset obtained by comparing the actual pressure difference of the particulate matter filter with the pressure difference when the particulate matter filter is unloaded is used as the operating condition of the particulate matter filter, making the obtained first correction coefficient more accurate. In addition, a mapping relationship between engine speed, engine fuel consumption and the first pressure difference is established, which facilitates the rapid determination of the corresponding first pressure difference and reduces the time required to determine the operating condition of the particulate matter filter.

[0025] In one possible implementation, determining the current smoke opacity difference of the engine based on the engine speed and fuel consumption in the vehicle's current operating data includes:

[0026] Based on the preset mapping relationship between engine speed, engine fuel consumption and engine smoke, determine the current engine smoke corresponding to the engine speed and engine fuel consumption in the current vehicle operating data.

[0027] The difference between the current smoke opacity of the engine and the preset smoke opacity limit is determined.

[0028] In the above embodiments, the difference between the current smoke opacity of the engine and the preset smoke opacity limit is determined, making the second correction coefficient obtained based on the smoke opacity difference more accurate. In addition, establishing a mapping relationship between engine speed, engine fuel consumption and engine smoke opacity can quickly determine the current smoke opacity of the engine, thereby reducing the time required to determine the second correction coefficient.

[0029] In one possible implementation, the carbon load of the current particulate matter trap is determined to meet a preset condition by the following method:

[0030] The carbon emissions of the engine are input into the first carbon load model corresponding to the particulate matter filter to determine the first carbon load corresponding to the carbon emissions.

[0031] The actual pressure difference between the air inlet and exhaust port of the particulate matter filter is input into the second carbon loading model corresponding to the particulate matter filter to determine the second carbon loading corresponding to the actual pressure difference.

[0032] If the difference between the first carbon load and the second carbon load is greater than a preset difference, then the carbon load of the current particulate matter collector is determined to meet the preset condition.

[0033] In the above embodiments, conditions are set for determining whether to enter the throttle valve opening control process provided in this application embodiment. That is, when the first carbon load and the second carbon load differ significantly (indicating that some parts of the vehicle may be abnormal), the throttle valve opening control process is entered; otherwise, the throttle valve opening control process is not entered, thus avoiding the execution of unnecessary processes.

[0034] In one possible implementation, the step of correcting the reference turbine inlet pressure corresponding to the engine's operating parameters using the target correction coefficient to obtain the corrected reference turbine inlet pressure includes:

[0035] The corrected reference vortex inlet pressure is obtained by multiplying the target correction factor by the reference vortex inlet pressure.

[0036] In the above embodiments, the reference vortex-front pressure is corrected by multiplying the target correction coefficient by the reference vortex-front pressure. The correction method is simple and can quickly obtain the corrected reference vortex-front pressure.

[0037] Secondly, embodiments of this application provide a throttle valve opening control device, the device comprising:

[0038] The acquisition module is used to acquire the current operating data of the vehicle when the carbon load of the particulate matter filter meets the preset conditions.

[0039] The correction coefficient determination module is used to determine the target correction coefficient corresponding to the current operating data of the vehicle based on the current operating data of the vehicle.

[0040] The correction module is used to correct the reference turbine inlet pressure corresponding to the engine's operating parameters using the target correction coefficient, so as to obtain the corrected reference turbine inlet pressure.

[0041] An adjustment module is used to adjust the opening of the throttle valve based on the corrected reference vortex inlet pressure.

[0042] Thirdly, embodiments of this application provide a throttle valve opening control device, the device comprising:

[0043] At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method as described in the first aspect above.

[0044] Fourthly, embodiments of this application provide a vehicle that includes a throttle valve opening control device as described in the third aspect above.

[0045] Fifthly, embodiments of this application provide a computer storage medium storing a computer program for causing a computer to perform the method described in the first aspect above. Attached Figure Description

[0046] Figure 1 This is a schematic flowchart of a throttle valve control method in the prior art, as exemplified by an exemplary embodiment of the present invention.

[0047] Figure 2 This is a schematic diagram illustrating a location according to an exemplary embodiment of the present invention;

[0048] Figure 3 This is a schematic flowchart illustrating a throttle valve opening control method according to an exemplary embodiment of the present invention;

[0049] Figure 4 This is a schematic diagram illustrating a specific process of a throttle valve opening control method according to an exemplary embodiment of the present invention;

[0050] Figure 5 A schematic diagram of a vehicle according to an exemplary embodiment of the present invention;

[0051] Figure 6 This is a schematic diagram of a throttle valve opening control device according to an exemplary embodiment of the present invention;

[0052] Figure 7 This is a schematic diagram of a throttle valve opening control device according to an exemplary embodiment of the present invention. Detailed Implementation

[0053] The technical solutions in the embodiments of this application will now be described clearly and in detail with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0054] The following describes some of the concepts involved in the embodiments of this application.

[0055] Throttle valve (exhaust throttle valve): Used to control the exhaust energy of the engine by changing the opening degree, thereby controlling the exhaust temperature so that the exhaust of the aftertreatment system meets the engine emission standards.

[0056] Particulate matter trap: A particulate matter filter installed in the engine exhaust system, which uses a porous carrier medium as the filter element. When the exhaust gas flows through the porous wall, the particulate matter is captured in the porous wall or deposited on the wall surface.

[0057] The relative positions of the engine, throttle valve, and particulate filter are as follows: Figure 2 As shown.

[0058] Turbine inlet pressure: The pressure in front of the turbocharger, which can be measured by a pressure sensor.

[0059] Carbon buildup mileage: The distance a vehicle travels from the moment the particulate filter starts capturing particulate matter until the particulate filter regenerates.

[0060] Engine smoke opacity: The degree of blackening of the filter paper that passes through the engine's constant volume exhaust.

[0061] Current throttle valve opening adjustment methods rely solely on reference turbine inlet pressure, failing to consider the varying exhaust temperatures required under different vehicle operating conditions, potentially leading to poor exhaust temperature control. This application provides a throttle valve opening control method, such as... Figure 3 As shown, the method includes:

[0062] S301: When the carbon load of the particulate matter filter meets the preset conditions, acquire the current operating data of the vehicle.

[0063] In one possible implementation, the carbon load of the current particulate matter trap is determined to meet a preset condition by the following method:

[0064] The carbon emissions of the engine are input into the first carbon load model corresponding to the particulate matter filter to determine the first carbon load corresponding to the carbon emissions.

[0065] The actual pressure difference between the air inlet and exhaust port of the particulate matter filter is input into the second carbon loading model corresponding to the particulate matter filter to determine the second carbon loading corresponding to the actual pressure difference.

[0066] If the difference between the first carbon load and the second carbon load is greater than a preset difference, then the carbon load of the current particulate matter collector is determined to meet the preset condition.

[0067] The aforementioned first carbon load model is used to describe the correspondence between the carbon emissions of the engine and the cumulative carbon load inside the particulate filter. The carbon emissions of the engine can be obtained from the engine speed and the engine's circulating fuel supply. The cumulative carbon load inside the particulate filter can be obtained by multiplying the carbon emissions of the engine by a transient factor, where the transient factor is used to describe the stable state of engine operation.

[0068] Furthermore, the carbon emissions of an engine and the smoke opacity of an engine are the same physical quantity with different units, that is, both are used to describe the emissions of the engine. Therefore, the smoke opacity of the engine can be determined first based on the mapping relationship between the engine speed, the engine fuel consumption and the engine smoke opacity preset in the embodiments of this application, and then the carbon emissions of the engine can be obtained by converting the unit of the engine smoke opacity.

[0069] The aforementioned second carbon loading model describes the relationship between the pressure difference between the particulate matter filter's inlet and outlet and the accumulated carbon loading within the particulate matter. The pressure difference between the particulate matter filter's inlet and outlet can be measured using a pressure sensor.

[0070] If the difference between the first carbon load and the second carbon load is large, it indicates that there may be abnormally operating components in the vehicle. In this case, the current operating data of the vehicle required by the throttle opening control method provided in this application embodiment is obtained, i.e., the reference turbine inlet pressure is corrected. If the difference is small, it indicates that all vehicle components are operating normally. In this case, the following method is used: Figure 1 The throttle valve control shown involves the turbine inlet pressure sensor acquiring the turbine inlet pressure signal to obtain the actual turbine inlet pressure. The electronic control unit obtains the reference turbine inlet pressure corresponding to the current engine speed and current engine fuel consumption based on the mapping relationship between engine speed, engine fuel consumption and reference turbine inlet pressure. If the reference turbine inlet pressure is different from the actual turbine inlet pressure, the throttle valve opening is adjusted by the proportional-integral-derivative parameter adjustment method to make the actual turbine inlet pressure coincide with the reference turbine inlet pressure. After adjustment, the target throttle valve opening is obtained.

[0071] S302: Based on the current operating data of the vehicle, determine the target correction coefficient corresponding to the current operating data.

[0072] If certain vehicle components malfunction, it may cause deviations in the vehicle's operating data from normal values. For example, a malfunctioning particulate filter may lead to abnormal internal carbon load, or an abnormal engine may cause excessive engine smoke. In such cases, if the vehicle is still operated according to... Figure 1Adjusting the throttle valve opening in the manner shown may result in ineffective control of exhaust temperature, potentially causing vehicle emissions to exceed emission standards. Therefore, this embodiment of the application uses real-time vehicle operating data to determine the appropriate degree of throttle valve opening adjustment.

[0073] The vehicle's current operating data provided in this embodiment includes: engine speed, engine fuel consumption, engine smoke difference, and particulate matter filter operating conditions.

[0074] In one possible implementation, a target correction coefficient corresponding to the current operating data of the vehicle is determined based on the current operating data, including at least one of the following:

[0075] (1) Determine a first correction coefficient based on the engine speed and particulate matter collector operating conditions in the current operating data of the vehicle, and use the first correction coefficient as the target correction coefficient.

[0076] The engine speed and particulate matter filter operating conditions in the vehicle's current operating data can be found in the preset mapping relationship between engine speed, particulate matter filter operating conditions and the first correction coefficient.

[0077] The operating conditions of the particulate matter collector can be obtained in the following way:

[0078] Based on the preset mapping relationship between engine speed, engine fuel consumption and first pressure difference, the first pressure difference corresponding to engine speed and engine fuel consumption in the current operating data of the vehicle is determined. The first pressure difference represents the pressure difference between the air inlet and the exhaust outlet when the particulate matter filter is unloaded.

[0079] The pressure difference offset is determined based on the first pressure difference and the second pressure difference of the particulate filter in the current operating data of the vehicle. The second pressure difference represents the actual pressure difference between the air inlet and exhaust outlet of the particulate filter as measured by the pressure sensor.

[0080] The pressure difference offset is used as the operating condition of the particulate matter filter. That is, the mapping relationship between engine speed, particulate matter filter operating condition, and the first correction coefficient is the mapping relationship between engine speed, pressure difference offset, and the first correction coefficient. For example, if the current engine speed is determined to be 800 r / min and the pressure difference offset is 10 hPa, then the first correction coefficient, which is 0.6, is found from the mapping relationship shown in Table 1.

[0081] Table 1

[0082] 800 10 0.6 1000 15 0.8 1200 20 1.2 ... ... ...

[0083] The mapping relationship between the preset engine speed, engine fuel consumption, and first pressure difference in the above embodiments can be shown in Table 2. If the current engine speed is determined to be 800 r / min and the current engine fuel consumption (i.e., engine cycle fuel supply) is 10 mg / cycle, then the first pressure difference is 50 Pa.

[0084] Table 2

[0085] 800 10 50 1000 20 60 1200 40 70 ... ... ...

[0086] (2) Based on the engine speed and fuel consumption of the engine in the current operating data of the vehicle, determine the current smoke opacity difference of the engine, and determine the second correction coefficient based on the current smoke opacity difference of the engine, and use the second correction coefficient as the target correction coefficient.

[0087] The second correction factor corresponding to the current smoke opacity difference of the engine can be found in the preset mapping relationship between engine smoke opacity difference and second correction factor.

[0088] The current smoke opacity difference of the engine can be determined in the following way:

[0089] Based on the preset mapping relationship between engine speed, engine fuel consumption and engine smoke, determine the current engine smoke corresponding to the engine speed and engine fuel consumption in the current vehicle operating data.

[0090] The difference between the current smoke opacity of the engine and the preset smoke opacity limit is determined.

[0091] The mapping relationship between the engine smoke opacity difference and the second correction factor is shown in Table 3. If the smoke opacity difference is 0.2 mg / m^3, then the second correction factor is 1.2.

[0092] Table 3

[0093] 0.2 1.2 0.4 1.3 0.6 1.4 ... ...

[0094] The mapping relationship between engine speed, engine fuel consumption, and engine smoke opacity in the above embodiments can be shown in Table 4. If the current engine speed is determined to be 800 r / min and the current engine fuel consumption (i.e., engine cycle fuel supply) is 10 mg / cycle, then the current engine smoke opacity can be obtained as 1 mg / m^3.

[0095] Table 4

[0096] 800 10 1 1000 20 1.1 1200 40 1.2 ... ... ...

[0097] The preset mapping relationships provided in this embodiment are deployed in the electronic control unit (ECU) so that the ECU can execute the throttle valve opening control method according to each mapping relationship. Each mapping relationship can be deployed in the ECU in the form of Tables 1 to 4 above, or it can be deployed in the form of characteristic curves; this embodiment does not impose specific limitations.

[0098] (3) Determine a first correction coefficient based on the engine speed and particulate matter collector operating conditions in the current operating data of the vehicle, and determine the current smoke opacity difference of the engine based on the engine speed and engine fuel consumption in the current operating data of the vehicle, and determine a second correction coefficient based on the current smoke opacity difference of the engine.

[0099] The target correction coefficient is determined based on the first correction coefficient and the second correction coefficient.

[0100] In this embodiment, the product of the first correction coefficient and the second correction coefficient can be used as the target correction coefficient, thereby ensuring that the opening of the throttle valve satisfies both the engine's operating conditions and the particulate matter filter's operating conditions. As shown in Tables 1 and 3 above, the first correction coefficient is 0.6, the second correction coefficient is 1.2, and the target correction coefficient is 0.6 * 1.2 = 0.72.

[0101] S303: The target correction coefficient is used to correct the reference turbine inlet pressure corresponding to the engine's operating parameters to obtain the corrected reference turbine inlet pressure.

[0102] The reference turbine inlet pressure is used to indicate the degree of throttle valve adjustment and is related to the engine's operating parameters. That is, the corresponding reference turbine inlet pressure can be found by using the current engine speed and current fuel consumption. As shown in Table 5, if the current engine speed is 800 r / min and the current engine fuel consumption (i.e., engine fuel supply) is 10 mg / cycle, then the reference turbine inlet pressure is 100 Pa.

[0103] Table 5

[0104] 800 10 100 1000 20 120 1200 40 140 ... ... ...

[0105] Correction is performed using the target correction factor and the reference vortex inlet pressure, including at least one of the following cases:

[0106] (1) The reference vortex inlet pressure is corrected using only the first correction factor.

[0107] If the particulate filter malfunctions, meaning the carbon load inside the filter exceeds a preset value (this can be reflected by the actual pressure difference between the intake and exhaust ports; a higher carbon load results in a larger pressure difference, leading to greater exhaust resistance), but the engine smoke opacity is normal, matching the preset smoke opacity limit, then a first correction coefficient can be obtained based on the mapping relationship between engine speed, pressure difference offset, and the first correction coefficient. This first correction coefficient is then multiplied by the reference turbine inlet pressure to obtain the corrected reference turbine inlet pressure. For example, if the reference turbine inlet pressure is 100 Pa and the first correction coefficient is 0.6, the corrected reference turbine inlet pressure is 100 Pa * 0.6 = 60 Pa.

[0108] Among them, carbon load can be obtained based on the first carbon load model or the second carbon load model in S301 above, and engine smoke opacity can be obtained based on the mapping relationship between engine speed, engine fuel consumption and engine smoke opacity.

[0109] (2) The reference vortex inlet pressure is corrected using only the second correction factor.

[0110] If the particulate filter is functioning normally (i.e., the carbon load inside the particulate filter does not exceed the preset value), but the engine smoke opacity is abnormal (i.e., too high or too low compared to the preset smoke opacity limit), then a second correction coefficient can be obtained based on the mapping relationship between the engine smoke opacity difference and the second correction coefficient. This second correction coefficient is then multiplied by the reference turbine inlet pressure to obtain the corrected reference turbine inlet pressure. For example, if the reference turbine inlet pressure is 100 Pa and the second correction coefficient is 1.2, the corrected reference turbine inlet pressure is 100 Pa * 1.2 = 120 Pa.

[0111] (3) The reference vortex inlet pressure is corrected using the first correction factor and the second correction factor.

[0112] If the particulate filter is not operating normally, i.e., the carbon load inside the particulate filter exceeds the preset value, and the engine smoke opacity is abnormal, i.e., too high or too low compared to the preset smoke opacity limit, then a first correction coefficient can be obtained based on the mapping relationship between the engine speed, pressure difference offset, and a first correction coefficient. A second correction coefficient can be obtained based on the mapping relationship between the engine smoke opacity difference and a second correction coefficient. Then, the first and second correction coefficients are multiplied by the reference turbine inlet pressure to obtain the corrected reference turbine inlet pressure. For example, if the reference turbine inlet pressure is 100 Pa, the first correction coefficient is 0.6, the second correction coefficient is 1.2, the target correction coefficient is 0.6 * 1.2 = 0.72, and the corrected reference turbine inlet pressure is 100 Pa * 0.72 = 72 Pa.

[0113] In this embodiment, the correction factor can be selected based on the operating conditions of the particulate filter and the engine. Alternatively, an option can be set to instruct the driver to select an appropriate correction factor category. For example, when it is determined that the particulate filter is operating abnormally, the driver will be alerted on the control panel and prompted to select the first correction factor to correct the reference turbine inlet pressure.

[0114] S304: Adjust the throttle valve opening based on the corrected reference vortex inlet pressure.

[0115] First, the actual vortex inlet pressure is measured using a vortex inlet pressure sensor. Then, the actual vortex inlet pressure is adjusted by changing the throttle valve opening. When the actual vortex inlet pressure matches the corrected reference vortex inlet pressure, the adjustment of the throttle valve opening is stopped, thus obtaining the target throttle valve opening. The throttle valve opening can be adjusted using a proportional-integral-derivative parameter adjustment algorithm, or other algorithms; this application does not impose specific limitations on the embodiments.

[0116] The following is based on Figure 4 The specific process of a throttle valve opening control method provided in the embodiments of this application will be described in detail.

[0117] Taking the correction of the reference vortex inlet pressure by simultaneously using the first correction factor and the second correction factor as an example.

[0118] First, compare the preset carbon loading with the difference between the first carbon loading and the second carbon loading. If this difference is not greater than the preset difference, then proceed as follows: Figure 1 The throttle valve opening control method shown adjusts the throttle valve opening; otherwise, it acquires the vehicle's current operating data (including: the current engine speed, the current engine fuel consumption, and the current operating condition of the particulate filter).

[0119] Secondly, based on the preset turbine inlet pressure characteristic curve, the reference turbine inlet pressure corresponding to the current engine speed and current engine fuel consumption is determined; based on the preset second mapping relationship between the engine speed, engine fuel consumption and the first pressure difference, the first pressure difference corresponding to the current engine speed and current engine fuel consumption is determined; based on the difference between the first pressure difference and the current second pressure difference of the particulate matter filter, the pressure difference offset is obtained, wherein the second pressure difference can be measured based on a pressure sensor; based on the first mapping relationship between the engine speed, pressure difference offset and the first correction coefficient, the first correction coefficient corresponding to the current engine speed and pressure difference offset is determined. Based on the preset fourth mapping relationship between engine speed, engine fuel consumption and engine smoke opacity, the current engine speed and current engine fuel consumption are used to determine the current engine smoke opacity. The current engine smoke opacity is subtracted from the smoke opacity limit of the element sum to obtain the current engine smoke opacity difference. Based on the first mapping relationship between the smoke opacity difference and the second mapping coefficient, the second correction coefficient is determined. The product of the first correction coefficient and the second correction coefficient is used as the target correction coefficient. The target correction coefficient is used to correct the reference vortex inlet pressure to obtain the corrected reference vortex inlet pressure.

[0120] Then, the actual vortex inlet pressure is obtained based on the pressure sensor, and the throttle valve opening is adjusted by the proportional-integral-derivative algorithm to change the actual vortex inlet pressure. When the actual vortex inlet pressure matches the modified actual vortex inlet pressure, the throttle valve opening at this time is taken as the target throttle valve opening.

[0121] Based on the same inventive concept, this application also provides a vehicle, such as... Figure 5 As shown, the vehicle includes:

[0122] The electronic control unit is used to receive vehicle operation data uploaded by various sensors in order to execute the implementation methods in S301 to S304 above.

[0123] The first pressure sensor, also known as the differential pressure sensor, is used to measure the pressure difference between the air inlet and outlet of the particulate matter trap and transmit the data to the electronic control unit.

[0124] Second pressure sensor: used to measure the pressure in front of the vortex and upload the data to the electronic control unit.

[0125] Fuel consumption sensor: Used to measure the engine's fuel consumption and upload the data to the electronic control unit.

[0126] Based on the same inventive concept, embodiments of this application also provide a throttle valve opening control device, such as... Figure 6 As shown, the device includes:

[0127] The acquisition module 601 is used to acquire the current operating data of the vehicle when the carbon load of the particulate matter collector meets the preset conditions.

[0128] The correction coefficient determination module 602 is used to determine the target correction coefficient corresponding to the current operating data based on the current operating data of the vehicle.

[0129] The correction module 603 is used to correct the reference turbine inlet pressure corresponding to the engine's operating parameters using the target correction coefficient, so as to obtain the corrected reference turbine inlet pressure.

[0130] Adjustment module 604 is used to adjust the opening of the throttle valve based on the corrected reference vortex inlet pressure.

[0131] In one possible implementation, the correction coefficient determination module 602 is used for:

[0132] A first correction coefficient is determined based on the engine speed and particulate matter filter operating conditions in the vehicle's current operating data, and this first correction coefficient is used as the target correction coefficient; or

[0133] Based on the engine speed and fuel consumption in the current operating data of the vehicle, the current smoke opacity difference of the engine is determined, and a second correction coefficient is determined based on the current smoke opacity difference of the engine, and the second correction coefficient is used as the target correction coefficient.

[0134] In one possible implementation, the correction coefficient determination module 602 is used for:

[0135] A first correction coefficient is determined based on the engine speed and particulate matter filter operating conditions in the current operating data of the vehicle, and the current smoke opacity difference of the engine is determined based on the engine speed and engine fuel consumption in the current operating data of the vehicle, and a second correction coefficient is determined based on the current smoke opacity difference of the engine.

[0136] The target correction coefficient is determined based on the first correction coefficient and the second correction coefficient.

[0137] In one possible implementation, the correction coefficient determination module 602 is used to determine the operating condition of the particulate matter trap in the following manner:

[0138] Based on the preset mapping relationship between engine speed, engine fuel consumption and first pressure difference, the first pressure difference corresponding to engine speed and engine fuel consumption in the current operating data of the vehicle is determined.

[0139] The pressure difference offset is determined based on the first pressure difference and the second pressure difference of the particulate matter trap in the current operating data of the vehicle.

[0140] The pressure difference offset is used as the operating condition of the particulate matter collector.

[0141] Wherein, the first pressure difference represents the pressure difference between the air inlet and the exhaust port of the particulate matter trap when it is unloaded, and the second pressure difference represents the actual pressure difference between the air inlet and the exhaust port of the particulate matter trap measured by the pressure sensor.

[0142] In one possible implementation, the correction coefficient determination module 602 is used for:

[0143] Based on the preset mapping relationship between engine speed, engine fuel consumption and engine smoke, determine the current engine smoke corresponding to the engine speed and engine fuel consumption in the current vehicle operating data.

[0144] The difference between the current smoke opacity of the engine and the preset smoke opacity limit is determined.

[0145] In one possible implementation, the acquisition module 601 is used for:

[0146] The carbon emissions of the engine are input into the first carbon load model corresponding to the particulate matter filter to determine the first carbon load corresponding to the carbon emissions.

[0147] The actual pressure difference between the air inlet and exhaust port of the particulate matter filter is input into the second carbon loading model corresponding to the particulate matter filter to determine the second carbon loading corresponding to the actual pressure difference.

[0148] If the difference between the first carbon load and the second carbon load is greater than a preset difference, then the carbon load of the current particulate matter collector is determined to meet the preset condition.

[0149] In one possible implementation, the correction module 603 is used for:

[0150] The corrected reference vortex inlet pressure is obtained by multiplying the target correction factor by the reference vortex inlet pressure.

[0151] Based on the same inventive concept, embodiments of this application provide a throttle valve opening control device, the device comprising:

[0152] At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the above-described throttle valve opening control method.

[0153] like Figure 7As shown, the throttle valve opening control device includes a processor 701, a memory 702, and a communication interface 703; a bus 704. The processor 701, memory 702, and communication interface 703 are interconnected via the bus 704.

[0154] The processor 701 is used to read and execute instructions from the memory 702, so that the at least one processor can execute the throttle valve opening control method provided in the above embodiments.

[0155] The memory 702 is used to store various instructions and programs for the throttle valve opening control method provided in the above embodiments.

[0156] The communication interface 703 is used for data interaction between the transient smoke sensor and the electronic control unit.

[0157] The 704 bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be divided into address buses, data buses, control buses, etc. For ease of representation, Figure 7 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0158] The processor 701 can be a central processing unit (CPU), a network processor (NP), a graphics processing unit (GPU), or any combination of CPU, NP, and GPU. It can also be a hardware chip. The aforementioned hardware chip can be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The aforementioned PLD can be a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof.

[0159] In addition, this application also provides a computer-readable storage medium storing a computer program for causing a computer to perform the method described in any of the above embodiments.

[0160] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0161] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0162] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0163] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for controlling the opening degree of a throttle valve, characterized in that, The method includes: When the carbon load of the particulate matter filter meets the preset conditions, the current operating data of the vehicle is acquired; Based on the vehicle's current operating data, determine the target correction coefficient corresponding to the current operating data; The target correction coefficient is used to correct the reference turbine inlet pressure corresponding to the engine's operating parameters, resulting in the corrected reference turbine inlet pressure. The throttle valve opening is adjusted based on the corrected reference vortex inlet pressure; The following methods are used to determine whether the carbon load of the current particulate matter collector meets the preset conditions: The carbon emissions of the engine are input into the first carbon load model corresponding to the particulate matter filter to determine the first carbon load corresponding to the carbon emissions. The actual pressure difference between the air inlet and exhaust port of the particulate matter filter is input into the second carbon loading model corresponding to the particulate matter filter to determine the second carbon loading corresponding to the actual pressure difference. If the difference between the first carbon load and the second carbon load is greater than a preset difference, then the carbon load of the current particulate matter collector is determined to meet the preset condition.

2. The method according to claim 1, characterized in that, The step of determining the target correction coefficient corresponding to the current operating data based on the vehicle's current operating data includes: A first correction coefficient is determined based on the engine speed and particulate matter filter operating conditions in the vehicle's current operating data, and this first correction coefficient is used as the target correction coefficient; or Based on the engine speed and fuel consumption in the current operating data of the vehicle, the current smoke opacity difference of the engine is determined, and a second correction coefficient is determined based on the current smoke opacity difference of the engine, and the second correction coefficient is used as the target correction coefficient.

3. The method according to claim 1, characterized in that, The step of determining the target correction coefficient corresponding to the current operating data based on the vehicle's current operating data includes: A first correction coefficient is determined based on the engine speed and particulate matter filter operating conditions in the current operating data of the vehicle, and the current smoke opacity difference of the engine is determined based on the engine speed and engine fuel consumption in the current operating data of the vehicle, and a second correction coefficient is determined based on the current smoke opacity difference of the engine. The target correction coefficient is determined based on the first correction coefficient and the second correction coefficient.

4. The method according to claim 2 or 3, characterized in that, The operating condition of the particulate matter collector is determined in the following manner: Based on the preset mapping relationship between engine speed, engine fuel consumption and first pressure difference, the first pressure difference corresponding to engine speed and engine fuel consumption in the current operating data of the vehicle is determined. The pressure difference offset is determined based on the first pressure difference and the second pressure difference of the particulate matter trap in the current operating data of the vehicle. The pressure difference offset is used as the operating condition of the particulate matter collector. Wherein, the first pressure difference represents the pressure difference between the air inlet and the exhaust port of the particulate matter trap when it is unloaded, and the second pressure difference represents the actual pressure difference between the air inlet and the exhaust port of the particulate matter trap measured by the pressure sensor.

5. The method according to claim 2 or 3, characterized in that, Determining the current smoke opacity difference of the engine based on the engine speed and fuel consumption in the vehicle's current operating data includes: Based on the preset mapping relationship between engine speed, engine fuel consumption and engine smoke, determine the current engine smoke corresponding to the engine speed and engine fuel consumption in the current vehicle operating data. The difference between the current smoke opacity of the engine and the preset smoke opacity limit is determined.

6. The method according to claim 1, characterized in that, The step of correcting the reference turbine inlet pressure corresponding to the engine's operating parameters using the target correction coefficient to obtain the corrected reference turbine inlet pressure includes: The corrected reference vortex inlet pressure is obtained by multiplying the target correction factor by the reference vortex inlet pressure.

7. A throttle valve opening control device, characterized in that, The device includes: The acquisition module is used to acquire the current operating data of the vehicle when the carbon load of the particulate matter filter meets the preset conditions. The correction coefficient determination module is used to determine the target correction coefficient corresponding to the current operating data of the vehicle based on the current operating data of the vehicle. The correction module is used to correct the reference turbine inlet pressure corresponding to the engine's operating parameters using the target correction coefficient, so as to obtain the corrected reference turbine inlet pressure. The adjustment module is used to adjust the opening of the throttle valve based on the corrected reference vortex inlet pressure; The acquisition module is used for: The carbon emissions of the engine are input into the first carbon load model corresponding to the particulate matter filter to determine the first carbon load corresponding to the carbon emissions. The actual pressure difference between the air inlet and exhaust port of the particulate matter filter is input into the second carbon loading model corresponding to the particulate matter filter to determine the second carbon loading corresponding to the actual pressure difference. If the difference between the first carbon load and the second carbon load is greater than a preset difference, then the carbon load of the current particulate matter collector is determined to meet the preset condition.

8. A throttle valve opening control device, characterized in that, The device includes: At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor to cause the at least one processor to perform any one of the methods claimed in claims 1-6.

9. A computer storage medium, characterized in that, The computer storage medium stores a computer program that causes the computer to perform any one of the methods claimed in claims 1-6.

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