Gas engine output torque calculation method, device and electronic equipment

Abstract

The present invention provides a method, device and electronic device for calculating the output torque of a gas engine, the method comprising: determining the actual ignition efficiency under the current working condition based on the angle deviation between the required ignition angle and the basic ignition angle; determining the engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density and the corresponding engine combustion mode; determining the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake density, the calorific value of the gas, the air-fuel ratio, the engine single cylinder exhaust volume and the number of engine cylinders; determining the total pressure loss of the engine based on the gas line pressure loss, the gas line torque loss, the pump gas pressure loss, the intake manifold pressure and the atmospheric pressure; determining the engine output torque based on the engine indicated torque, the total pressure loss of the engine, the engine single cylinder exhaust volume and the number of engine cylinders. The present invention can solve the problem of low calculation accuracy of the engine output torque.

Description

Technical Field

[0001] The present invention relates to the technical field of engine power transmission control, and in particular to a method, a device and an electronic device for calculating the output torque of a gas engine. Background Art

[0002] At present, most of the calculation schemes for the output torque of gas engines calculate the engine output torque based on data such as speed, ignition angle, EGR rate, etc. under different working conditions. The existing technology only considers the impact of different working conditions on the engine output torque, and ignores the impact of other engine factors on the engine output torque, which will reduce the accuracy of torque calculation. One part of the existing technology uses neural networks to establish a torque estimation model, which cannot essentially reflect the relationship between the various influencing factors, and the adaptability of neural networks is limited and difficult to calibrate; another part of the technology calculates torque based on power combined with speed, ignoring the complex path of the actual torque transmission of the engine, resulting in low accuracy of such torque calculation. In summary, the engine torque obtained by the existing engine torque calculation scheme has low accuracy. Summary of the invention

[0003] In view of this, it is necessary to provide a method, device and electronic equipment for calculating the output torque of a gas engine, so as to solve the technical problem of low accuracy in calculating the output torque of the engine in the existing technical solutions.

[0004] In order to achieve the above object, the present invention provides a method for calculating the output torque of a gas engine, comprising:

[0005] Obtaining an angle deviation between a required ignition angle and a basic ignition angle, and determining an actual ignition efficiency under a current operating condition based on the angle deviation;

[0006] Obtaining an EGR rate, a correction coefficient corresponding to an air-fuel ratio, an engine speed, and an engine intake density, and determining an engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density, and a corresponding engine combustion mode;

[0007] Determining the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake air density, the fuel gas calorific value, the air-fuel ratio, the engine single cylinder exhaust volume and the number of engine cylinders;

[0008] Obtaining a gas circuit pressure loss, a gas circuit torque loss, a pump pressure loss, and an intake manifold pressure, and determining a total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pump pressure loss, the intake manifold pressure, and the atmospheric pressure;

[0009] An engine output torque is determined based on the engine indicated torque, the engine total pressure loss, the engine single cylinder exhaust volume, and the engine cylinder number.

[0010] Further, the obtaining of the angle deviation between the required ignition angle and the basic ignition angle includes:

[0011] The required ignition angle is obtained, and a preset basic ignition angle table is queried through the engine intake density and the engine speed to determine the basic ignition angle under the current working condition, and to determine the angle deviation between the required ignition angle and the basic ignition angle.

[0012] Furthermore, the engine combustion mode includes: normal combustion mode, three-way catalyst ignition mode, engine scavenging mode and engine torque limiting mode;

[0013] The determining of the engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density and the corresponding engine combustion mode includes:

[0014] Based on the engine speed and the engine intake density, a combustion efficiency table corresponding to the engine combustion mode of the current working condition is searched to obtain the initial combustion efficiency of the engine under the engine combustion mode of the current working condition;

[0015] When the engine combustion mode of the current working condition is the normal combustion mode, determining the target combustion efficiency of the engine in the normal combustion mode based on the EGR rate, the initial combustion efficiency of the engine in the normal combustion mode, the combustion efficiency of the engine when the EGR is fully open in the normal combustion mode, and the correction coefficient corresponding to the air-fuel ratio;

[0016] When the engine combustion mode of the current working condition is the engine torque limiting mode, determining the engine target combustion efficiency in the engine torque limiting mode based on the EGR rate, the engine initial combustion efficiency in the engine torque limiting mode, the engine combustion efficiency when the EGR is fully open in the engine torque limiting mode, and the correction coefficient corresponding to the air-fuel ratio;

[0017] When the engine combustion mode of the current working condition is the three-way catalyst start-up mode, the initial combustion efficiency of the engine in the three-way catalyst start-up mode is corrected based on the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the three-way catalyst start-up mode;

[0018] When the engine combustion mode of the current working condition is the engine scavenging mode, correcting the engine initial combustion efficiency in the engine scavenging mode based on the correction coefficient corresponding to the air-fuel ratio to obtain the engine target combustion efficiency in the engine scavenging mode;

[0019] When the engine combustion mode of the current working condition is the EGR full-open mode, the engine initial combustion efficiency in the EGR full-open mode is determined as the engine target combustion efficiency in the EGR full-open mode.

[0020] Further, determining the target combustion efficiency of the engine in the normal combustion mode based on the EGR rate, the initial combustion efficiency of the engine in the normal combustion mode, the combustion efficiency of the engine when the EGR is fully open in the normal combustion mode, and the correction coefficient corresponding to the air-fuel ratio includes:

[0021] The difference between the engine combustion efficiency when the EGR is fully open in the normal combustion mode and the initial combustion efficiency of the engine in the normal combustion mode is multiplied by the EGR rate and then added to the initial combustion efficiency of the engine in the normal combustion mode to obtain a first value, and the first value is multiplied by the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the normal combustion mode;

[0022] In the case where the engine combustion mode of the current working condition is the engine torque limiting mode, determining the engine target combustion efficiency in the engine torque limiting mode based on the EGR rate, the engine initial combustion efficiency in the engine torque limiting mode, the engine combustion efficiency when the EGR is fully opened in the engine torque limiting mode, and the correction coefficient corresponding to the air-fuel ratio, includes:

[0023] The difference between the engine combustion efficiency when EGR is fully open in the engine torque limiting mode and the engine initial combustion efficiency in the engine torque limiting mode is multiplied by the EGR rate and then added to the engine initial combustion efficiency in the engine torque limiting mode to obtain a second value. The second value is multiplied by the correction coefficient corresponding to the air-fuel ratio to obtain the engine target combustion efficiency in the normal combustion mode.

[0024] Further, the initial combustion efficiency of the engine in the three-way catalyst start-up mode is corrected based on the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the three-way catalyst start-up mode, including:

[0025] Multiplying the correction coefficient corresponding to the air-fuel ratio by the initial combustion efficiency of the engine in the three-way catalyst start-up mode to obtain the target combustion efficiency of the engine in the three-way catalyst start-up mode;

[0026] The correcting the initial combustion efficiency of the engine in the engine scavenging mode based on the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the engine scavenging mode includes:

[0027] The correction coefficient corresponding to the air-fuel ratio is multiplied by the initial combustion efficiency of the engine in the engine scavenging mode to obtain the target combustion efficiency of the engine in the engine scavenging mode.

[0028] Furthermore, the calculation formula corresponding to the actual indicated torque of the engine is:

[0029]

[0030] Among them, η 1 is the actual ignition efficiency, ε is the engine combustion efficiency, C is the fuel gas calorific value, ρ is the engine intake density, AFR is the air-fuel ratio, V is the exhaust volume of a single cylinder of the engine, and m is the number of engine cylinders.

[0031] Further, the determining of the total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pump gas pressure loss, the intake manifold pressure and the atmospheric pressure includes:

[0032] The difference between the intake manifold pressure and the atmospheric pressure is summed with the gas circuit pressure loss, the gas circuit torque loss and the pump gas pressure loss to obtain the total pressure loss of the engine.

[0033] Furthermore, the calculation formula of the gas engine output torque is:

[0034]

[0035] Among them, T 1 is the indicated torque of the engine, V is the exhaust volume of a single cylinder of the engine, m is the number of cylinders of the engine, ΔP is the total pressure loss of the engine, T 2 A torque is output for the engine.

[0036] The present invention also provides a device for calculating the output torque of a gas engine, comprising:

[0037] A first calculation module, used to obtain an angle deviation between a required ignition angle and a basic ignition angle, and determine an actual ignition efficiency under a current working condition based on the angle deviation;

[0038] a second calculation module, for obtaining an EGR rate, a correction coefficient corresponding to an air-fuel ratio, an engine speed, and an engine intake density, and determining an engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density, and a corresponding engine combustion mode;

[0039] A third calculation module is used to determine the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake density, the fuel gas calorific value, the air-fuel ratio, the engine single cylinder exhaust volume and the number of engine cylinders;

[0040] a fourth calculation module, configured to obtain a gas circuit pressure loss, a gas circuit torque loss, a pump pressure loss, and an intake manifold pressure, and determine a total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pump pressure loss, the intake manifold pressure, and the atmospheric pressure;

[0041] A fifth calculation module is used to determine the engine output torque based on the engine indicated torque, the engine total pressure loss, the engine single cylinder exhaust volume and the engine cylinder number.

[0042] The present invention also provides an electronic device, comprising a memory and a processor, wherein:

[0043] The memory is used to store programs;

[0044] The processor is coupled to the memory and is used to execute the program stored in the memory to implement the steps in the method for calculating the output torque of the gas engine as described in any one of the above.

[0045] The beneficial effects of adopting the above-mentioned implementation method are as follows: the method, device and electronic equipment for calculating the output torque of a gas engine provided by the present invention determine the engine combustion efficiency through the engine speed, the engine intake density and the corresponding engine combustion mode, so as to determine the engine output torque, which not only considers the influence of different working conditions on the engine torque, but also considers the influence of the engine combustion mode on the engine torque, thereby improving the accuracy of torque calculation and solving the technical problem of low accuracy of engine output torque calculation in the prior art solution; the present invention establishes a torque estimation model based on the physical relationship between various engine parameters, can directly calculate the engine output torque, essentially reveals the relationship between various influencing factors, and is easy to calibrate. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0047] Figure 1 A flow chart of an embodiment of a method for calculating the output torque of a gas engine provided by the present invention;

[0048] Figure 2 A schematic diagram of the effect of the air-fuel ratio AFR on the engine output torque provided by the present invention;

[0049] Figure 3 A flow chart of another embodiment of a method for calculating the output torque of a gas engine provided by the present invention;

[0050] Figure 4 A principle block diagram of an embodiment of a device for calculating the output torque of a gas engine provided by the present invention;

[0051] Figure 5 A schematic structural diagram of an embodiment of an electronic device provided by the present invention. DETAILED DESCRIPTION

[0052] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0053] In the description of the embodiments of the present application, unless otherwise specified, “plurality” means two or more.

[0054] The terms "including" and "having" and any variations thereof in the embodiments of the present invention are intended to cover non-exclusive inclusions. For example, a process, method, apparatus, product or equipment comprising a series of steps or modules is not necessarily limited to those steps or modules clearly listed, but may include other steps or modules not clearly listed or inherent to these processes, methods, products or equipment.

[0055] The naming or numbering of the steps in the embodiments of the present invention does not mean that the steps in the method flow must be executed in the time / logical sequence indicated by the naming or numbering. The execution order of the named or numbered process steps can be changed according to the technical purpose to be achieved, as long as the same or similar technical effects can be achieved.

[0056] Reference to an "embodiment" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0057] The present invention provides a method, device and electronic equipment for calculating the output torque of a gas engine, which are respectively described below.

[0058] like Figure 1 As shown, the present invention provides a method for calculating the output torque of a gas engine, comprising:

[0059] Step 110, obtaining an angle deviation between a required ignition angle and a basic ignition angle, and determining an actual ignition efficiency under a current working condition based on the angle deviation;

[0060] Step 120, obtaining an EGR (Exhaust Gas Re-circulation) rate, a correction coefficient corresponding to an air-fuel ratio, an engine speed, and an engine intake density, and determining an engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density, and a corresponding engine combustion mode;

[0061] Step 130, determining the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake density, the fuel gas calorific value, the air-fuel ratio, the engine single cylinder exhaust volume and the number of engine cylinders;

[0062] Step 140, obtaining a gas circuit pressure loss, a gas circuit torque loss, a pump pressure loss, and an intake manifold pressure, and determining a total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pump pressure loss, the intake manifold pressure, and the atmospheric pressure;

[0063] Step 150: Determine the engine output torque based on the engine indicated torque, the engine total pressure loss, the engine single cylinder exhaust volume and the engine cylinder number.

[0064] It can be understood that the engines in the present invention all refer to gas engines; 1) firstly obtain the required ignition angle θ output by the engine ignition control system under the current working condition from the electronic control unit (ECU) 1 Then, the basic ignition angle (MBT) table MAP1 is checked through the engine intake density ρ and the engine speed S to obtain the MBT ignition angle θ under this working condition. 2 , the basic ignition angle corresponds to the maximum torque at the same engine intake density and engine speed, and the ignition efficiency at this time is 1. Then calculate the required ignition angle θ 1 and MBT ignition angle θ 2 Deviation Δθ:

[0065] Δθ=θ 1 -θ 2 (1)

[0066] The actual ignition efficiency η under this condition can be obtained by looking up the torque efficiency correction table Table 1 through the deviation Δθ 1 .

[0067] 2) The combustion efficiency of a gas engine is not only related to the operating conditions (engine speed S, engine intake density ρ, EGR rate r, air-fuel ratio AFR), but also to the engine combustion mode. There are four main engine combustion modes that affect combustion efficiency: three-way catalyst (TWC) start-up mode, engine scavenging mode, engine torque limit mode, and engine normal combustion mode. The three-way catalyst start-up mode requires the engine to provide a large amount of heat in the original exhaust, so the engine needs to make the combustion in the cylinder worse, thereby affecting the combustion efficiency; the engine scavenging mode is to discharge the excess gas in the cylinder. At this time, the demand for work in the cylinder is not great, so the combustion efficiency will be adjusted; there are many torque restrictions in the engine torque path (smoke restriction, cruise restriction, auxiliary power output (PTO) restriction, maximum fuel limit, etc.). At this time, since the operating conditions have been determined, the torque restriction requirements can only be met by adjusting the combustion efficiency in the cylinder; other modes belong to the normal combustion mode of the engine.

[0068] In some embodiments, obtaining the angle deviation between the required ignition angle and the basic ignition angle includes:

[0069] The required ignition angle is obtained, and a preset basic ignition angle table is queried through the engine intake density and the engine speed to determine the basic ignition angle under the current working condition, and to determine the angle deviation between the required ignition angle and the basic ignition angle.

[0070] It can be understood that the preset basic ignition angle table is provided with values ​​of basic ignition angles under a plurality of different working conditions, and these values ​​can be actually measured in advance under different working conditions.

[0071] It should be noted that, in the present embodiment, the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed and the engine intake density are first obtained, and then the angle deviation between the required ignition angle and the basic ignition angle is obtained. Then, after obtaining the deviation, the engine combustion efficiency is determined based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density and the corresponding engine combustion mode.

[0072] In some embodiments, the engine combustion mode includes: normal combustion mode, three-way catalyst start-up mode, engine scavenging mode and engine torque limiting mode;

[0073] The determining of the engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density and the corresponding engine combustion mode includes:

[0074] Based on the engine speed and the engine intake density, a combustion efficiency table corresponding to the engine combustion mode of the current working condition is searched to obtain the initial combustion efficiency of the engine under the engine combustion mode of the current working condition;

[0075] In the case where the engine combustion mode of the current working condition is the normal combustion mode, the target combustion efficiency of the engine in the normal combustion mode is determined based on the EGR rate, the initial combustion efficiency of the engine in the normal combustion mode, the combustion efficiency of the engine when the EGR is fully open in the normal combustion mode, and the correction coefficient corresponding to the air-fuel ratio; wherein the initial combustion efficiency of the engine in the normal combustion mode is the combustion efficiency of the engine when the EGR is fully closed in the normal combustion mode;

[0076] When the engine combustion mode of the current working condition is the engine torque limiting mode, the target engine combustion efficiency in the engine torque limiting mode is determined based on the EGR rate, the initial engine combustion efficiency in the engine torque limiting mode, the engine combustion efficiency when the EGR is fully open in the engine torque limiting mode, and the correction coefficient corresponding to the air-fuel ratio; wherein the initial engine combustion efficiency in the engine torque limiting mode is the engine combustion efficiency when the EGR is fully closed in the engine torque limiting mode;

[0077] When the engine combustion mode of the current working condition is the three-way catalyst start-up mode, the initial combustion efficiency of the engine in the three-way catalyst start-up mode is corrected based on the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the three-way catalyst start-up mode;

[0078] When the engine combustion mode of the current working condition is the engine scavenging mode, correcting the engine initial combustion efficiency in the engine scavenging mode based on the correction coefficient corresponding to the air-fuel ratio to obtain the engine target combustion efficiency in the engine scavenging mode;

[0079] When the engine combustion mode of the current working condition is the EGR full-open mode, the engine initial combustion efficiency in the EGR full-open mode is determined as the engine target combustion efficiency in the EGR full-open mode.

[0080] It is understandable that the combustion efficiency table corresponding to each mode can be obtained in advance through engine testing, and the correction coefficient corresponding to the air-fuel ratio can be used to characterize the influence of the air-fuel ratio on the engine output torque, which can be measured through engine testing. Specifically, multiple groups of air-fuel ratios and their corresponding engine output torques are measured, and the ratio of each engine output torque to the maximum air-fuel ratio therein is used as the engine output torque or the correction coefficient of the air-fuel ratio corresponding to the engine output torque.

[0081] Further, determining the target combustion efficiency of the engine in the normal combustion mode based on the EGR rate, the initial combustion efficiency of the engine in the normal combustion mode, the combustion efficiency of the engine when the EGR is fully open in the normal combustion mode, and the correction coefficient corresponding to the air-fuel ratio includes:

[0082] The difference between the engine combustion efficiency when the EGR is fully open in the normal combustion mode and the initial combustion efficiency of the engine in the normal combustion mode is multiplied by the EGR rate and then added to the initial combustion efficiency of the engine in the normal combustion mode to obtain a first value, and the first value is multiplied by the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the normal combustion mode;

[0083] In the case where the engine combustion mode of the current working condition is the engine torque limiting mode, determining the engine target combustion efficiency in the engine torque limiting mode based on the EGR rate, the engine initial combustion efficiency in the engine torque limiting mode, the engine combustion efficiency when the EGR is fully open in the engine torque limiting mode, and the correction coefficient corresponding to the air-fuel ratio, includes:

[0084] The difference between the engine combustion efficiency when EGR is fully open in the engine torque limiting mode and the engine initial combustion efficiency in the engine torque limiting mode is multiplied by the EGR rate and then added to the engine initial combustion efficiency in the engine torque limiting mode to obtain a second value. The second value is multiplied by the correction coefficient corresponding to the air-fuel ratio to obtain the engine target combustion efficiency in the normal combustion mode.

[0085] Further, the initial combustion efficiency of the engine in the three-way catalyst start-up mode is corrected based on the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the three-way catalyst start-up mode, including:

[0086] Multiplying the correction coefficient corresponding to the air-fuel ratio by the initial combustion efficiency of the engine in the three-way catalyst start-up mode to obtain the target combustion efficiency of the engine in the three-way catalyst start-up mode;

[0087] The correcting the initial combustion efficiency of the engine in the engine scavenging mode based on the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the engine scavenging mode includes:

[0088] The correction coefficient corresponding to the air-fuel ratio is multiplied by the initial combustion efficiency of the engine in the engine scavenging mode to obtain the target combustion efficiency of the engine in the engine scavenging mode.

[0089] It can be understood that the combustion efficiency table MAP2 under the normal combustion mode of the engine is obtained by looking up the engine speed S and the engine intake air density ρ to obtain the combustion efficiency ε under the normal combustion mode of the working condition. 1, that is, the initial combustion efficiency of the engine under normal combustion mode.

[0090] The combustion efficiency table MAP3 under the three-way catalyst ignition mode is obtained by looking up the engine speed S and the engine intake air density ρ to obtain the combustion efficiency ε under the TWC ignition mode under this working condition. 2 , that is, the initial combustion efficiency of the engine in the three-way catalyst ignition mode.

[0091] The combustion efficiency table MAP4 under the engine scavenging mode is obtained by looking up the engine speed S and the engine intake air density ρ to obtain the combustion efficiency ε under the engine scavenging mode under this working condition. 3 , that is, the initial combustion efficiency of the engine in the engine scavenging mode.

[0092] The combustion efficiency table MAP5 under the engine torque limit mode is obtained by looking up the engine speed S and the engine intake density ρ to obtain the combustion efficiency ε under the engine torque limit mode under this working condition. 4 , that is, the initial combustion efficiency of the engine in the engine torque limited mode.

[0093] By checking the EGR full-open combustion efficiency table MAP6 through the engine speed S and the engine intake density ρ, the engine combustion efficiency ε when the EGR is fully open in the normal combustion mode is obtained. 5 , engine combustion efficiency ε when EGR is fully open in engine torque limit mode 5 '. In general, EGR is only turned on in the normal combustion mode of the engine and the engine torque limit mode, so the combustion efficiency after correction in the normal combustion mode of the engine ε 6 、Combustion efficiency after correction in engine torque limit mode ε 7 :

[0094] ε 6 =ε 1 +r×(ε 5 -ε 1 ) (2)

[0095] ε 7 =ε 4 +r×(ε 5 '-ε 4 ) (3)

[0096] Wherein, r represents the EGR rate.

[0097] The air-fuel ratio also affects the combustion efficiency. Tests show that the combustion efficiency is best when AFR is around 13.5. Figure 2 As shown, the correction coefficient will be obtained by looking up the combustion efficiency correction Table 2 according to the air-fuel ratio AFR

[0098] In summary, after selecting the engine combustion mode and combining the correction coefficient, the engine combustion efficiency ε under this working condition can be obtained:

[0099]

[0100] More specifically, the target combustion efficiency of the engine in the three-way catalyst start-up mode is The target combustion efficiency of the engine in the engine scavenging mode is The target combustion efficiency of the engine in normal combustion mode is The target combustion efficiency of the engine in the torque-limited mode is

[0101] In some embodiments, the calculation formula corresponding to the actual indicated torque of the engine is:

[0102]

[0103] Among them, η 1 is the actual ignition efficiency, ε is the engine combustion efficiency, C is the fuel gas calorific value, ρ is the engine intake density, AFR is the air-fuel ratio, V is the exhaust volume of a single cylinder of the engine, and m is the number of engine cylinders.

[0104] In some embodiments, determining the total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pumping pressure loss, the intake manifold pressure and the atmospheric pressure includes:

[0105] The difference between the intake manifold pressure and the atmospheric pressure is summed with the gas circuit pressure loss, the gas circuit torque loss and the pump gas pressure loss to obtain the total pressure loss of the engine.

[0106] It can be understood that the air path pressure loss P can be obtained by looking up the air path friction loss table MAP7 through the engine speed S and the engine intake air density ρ. 1 , the gas circuit torque loss P is obtained by checking the oil circuit friction loss table MAP8 through the engine speed S and the engine oil temperature t 2 ; Check the pump air loss table MAP9 through the speed S and engine intake air density ρ to get the pump air pressure loss P 3 ; By comparing the atmospheric pressure P amb and intake manifold pressure P in Get the exhaust loss pressure P 4 The total pressure loss ΔP is:

[0107] ΔP=P 1 +P 2 +P 3 +(P in -P amb) (6)

[0108] In some embodiments, the calculation formula of the gas engine output torque is:

[0109]

[0110] Among them, T 1 is the indicated torque of the engine, V is the exhaust volume of a single cylinder of the engine, m is the number of cylinders of the engine, ΔP is the total pressure loss of the engine, T 2 A torque is output for the engine.

[0111] In summary, the method for calculating the output torque of a gas engine provided by the present invention includes: obtaining the angle deviation between the required ignition angle and the basic ignition angle, and determining the actual ignition efficiency under the current working condition based on the angle deviation; obtaining the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed and the engine intake density, and determining the engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density and the corresponding engine combustion mode; determining the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake density, the calorific value of the gas, the air-fuel ratio, the exhaust volume of a single cylinder of the engine and the number of cylinders of the engine; obtaining the air path pressure loss, the air path torque loss, the pumping pressure loss and the intake manifold pressure, and determining the total pressure loss of the engine based on the air path pressure loss, the air path torque loss, the pumping pressure loss, the intake manifold pressure and the atmospheric pressure; and determining the engine output torque based on the engine indicated torque, the total pressure loss of the engine, the exhaust volume of a single cylinder of the engine and the number of cylinders of the engine.

[0112] The steps of the method for calculating the output torque of a gas engine provided by the present invention can be summarized as follows: Figure 3 As shown, the engine combustion efficiency is determined by the engine speed, the engine intake density and the corresponding engine combustion mode, so as to determine the engine output torque. Not only the influence of different operating conditions on the engine torque is taken into account, but also the influence of the engine combustion mode on the engine torque is taken into account, thereby improving the accuracy of torque calculation and solving the technical problem of low accuracy of engine output torque calculation in the prior art scheme. The present invention establishes a torque estimation model based on the physical relationship between various engine parameters, which can directly calculate the engine output torque, essentially reveals the relationship between various influencing factors, and is easy to calibrate.

[0113] like Figure 4 As shown, the present invention also provides a gas engine output torque calculation device 400, comprising:

[0114] A first calculation module 410 is used to obtain an angle deviation between a required ignition angle and a basic ignition angle, and determine an actual ignition efficiency under a current working condition based on the angle deviation;

[0115] A second calculation module 420 is used to obtain an EGR rate, a correction coefficient corresponding to the air-fuel ratio, an engine speed, and an engine intake density, and determine an engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density, and a corresponding engine combustion mode;

[0116] A third calculation module 430 is used to determine the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake density, the fuel gas calorific value, the air-fuel ratio, the engine single cylinder exhaust volume and the number of engine cylinders;

[0117] a fourth calculation module 440, configured to obtain a gas circuit pressure loss, a gas circuit torque loss, a pumping pressure loss, and an intake manifold pressure, and determine a total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pumping pressure loss, the intake manifold pressure, and the atmospheric pressure;

[0118] The fifth calculation module 450 is used to determine the engine output torque based on the engine indicated torque, the engine total pressure loss, the engine single cylinder exhaust volume and the engine cylinder number.

[0119] The calculation device for the gas engine output torque provided in the above embodiment can implement the technical solution described in the above embodiment of the calculation method for the gas engine output torque. The specific implementation principles of the above modules or units can refer to the corresponding contents in the above embodiment of the calculation method for the gas engine output torque, which will not be repeated here.

[0120] like Figure 5 As shown, the present invention also provides an electronic device 500. The electronic device 500 includes a processor 501, a memory 502 and a display 503. Figure 5 Only some of the components of the electronic device 500 are shown, but it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.

[0121] In some embodiments, the memory 502 may be an internal storage unit of the electronic device 500, such as a hard disk or memory of the electronic device 500. In other embodiments, the memory 502 may also be an external storage device of the electronic device 500, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the electronic device 500.

[0122] Furthermore, the memory 502 may include both an internal storage unit of the electronic device 500 and an external storage device. The memory 502 is used to store application software installed in the electronic device 500 and various data.

[0123] In some embodiments, the processor 501 may be a central processing unit (CPU), a microprocessor or other data processing chip, which is used to run the program code or process data stored in the memory 502, such as the method for calculating the output torque of the gas engine in the present invention.

[0124] In some embodiments, the display 503 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, an OLED (Organic Light-Emitting Diode) touch device, etc. The display 503 is used to display information on the electronic device 500 and to display a visual user interface. The components 501-503 of the electronic device 500 communicate with each other via a system bus.

[0125] In some embodiments of the present invention, when the processor 501 executes the calculation program of the gas engine output torque in the memory 502, the following steps may be implemented:

[0126] Obtaining an angle deviation between a required ignition angle and a basic ignition angle, and determining an actual ignition efficiency under a current operating condition based on the angle deviation;

[0127] Obtaining an EGR rate, a correction coefficient corresponding to an air-fuel ratio, an engine speed, and an engine intake density, and determining an engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density, and a corresponding engine combustion mode;

[0128] Determining the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake air density, the fuel gas calorific value, the air-fuel ratio, the engine single cylinder exhaust volume and the number of engine cylinders;

[0129] Obtaining a gas circuit pressure loss, a gas circuit torque loss, a pump pressure loss, and an intake manifold pressure, and determining a total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pump pressure loss, the intake manifold pressure, and the atmospheric pressure;

[0130] An engine output torque is determined based on the engine indicated torque, the engine total pressure loss, the engine single cylinder exhaust volume, and the engine cylinder number.

[0131] It should be understood that: when the processor 501 executes the calculation program of the gas engine output torque in the memory 502, in addition to the above functions, other functions can also be realized. For details, please refer to the description of the corresponding method embodiment above.

[0132] Furthermore, the embodiment of the present invention does not specifically limit the type of the electronic device 500 mentioned, and the electronic device 500 may be a portable electronic device such as a mobile phone, a tablet computer, a personal digital assistant (PDA), a wearable device, a laptop computer, etc. Exemplary embodiments of portable electronic devices include but are not limited to portable electronic devices equipped with IOS, Android, Microsoft or other operating systems. The above-mentioned portable electronic device may also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, the electronic device 500 may not be a portable electronic device, but a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0133] In another aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, which is implemented when the computer program is executed by a processor to execute the method for calculating the output torque of the gas engine provided by the above methods, the method comprising:

[0134] Obtaining an angle deviation between a required ignition angle and a basic ignition angle, and determining an actual ignition efficiency under a current operating condition based on the angle deviation;

[0135] Obtaining an EGR rate, a correction coefficient corresponding to an air-fuel ratio, an engine speed, and an engine intake density, and determining an engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density, and a corresponding engine combustion mode;

[0136] Determining the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake air density, the fuel gas calorific value, the air-fuel ratio, the engine single cylinder exhaust volume and the number of engine cylinders;

[0137] Obtaining a gas circuit pressure loss, a gas circuit torque loss, a pump pressure loss, and an intake manifold pressure, and determining a total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pump pressure loss, the intake manifold pressure, and the atmospheric pressure;

[0138] An engine output torque is determined based on the engine indicated torque, the engine total pressure loss, the engine single cylinder exhaust volume, and the engine cylinder number.

[0139] Those skilled in the art will appreciate that all or part of the processes of the above-mentioned embodiments can be implemented by instructing related hardware through a computer program, and the program can be stored in a computer-readable storage medium, wherein the computer-readable storage medium is a disk, an optical disk, a read-only storage memory, or a random access memory, etc.

[0140] The above is a detailed introduction to the calculation method, device and electronic device for the output torque of the gas engine provided by the present invention. Specific examples are used in this article to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea; at the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A method for calculating the output torque of a gas engine, characterized in that: include: Obtaining an angle deviation between a required ignition angle and a basic ignition angle, and determining an actual ignition efficiency under a current operating condition based on the angle deviation; Obtaining an EGR rate, a correction coefficient corresponding to an air-fuel ratio, an engine speed, and an engine intake density, and determining an engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density, and a corresponding engine combustion mode; Determining the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake air density, the fuel gas calorific value, the air-fuel ratio, the engine single cylinder exhaust volume and the number of engine cylinders; Obtaining a gas circuit pressure loss, a gas circuit torque loss, a pump pressure loss, and an intake manifold pressure, and determining a total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pump pressure loss, the intake manifold pressure, and the atmospheric pressure; determining an engine output torque based on the engine indicated torque, the engine total pressure loss, the engine single cylinder exhaust volume, and the engine cylinder number; The calculation formula corresponding to the actual indicated torque of the engine is: in, is the actual ignition efficiency, is the engine combustion efficiency, C is the calorific value of the gas, ρ is the engine intake air density, AFR is the air-fuel ratio, V is the exhaust volume of a single cylinder of the engine, m is the number of cylinders of the engine; The calculation formula of the gas engine output torque is: in, T 1 is the actual indicated torque of the engine, The total engine pressure loss, A torque is output for the engine.

2. The method for calculating the output torque of a gas engine according to claim 1, characterized in that: The step of obtaining the angle deviation between the required ignition angle and the basic ignition angle includes: The required ignition angle is obtained, and a preset basic ignition angle table is queried through the engine intake density and the engine speed to determine the basic ignition angle under the current working condition, and to determine the angle deviation between the required ignition angle and the basic ignition angle.

3. The method for calculating the output torque of a gas engine according to claim 1, characterized in that: The engine combustion mode includes: normal combustion mode, three-way catalyst ignition mode, engine scavenging mode and engine torque limiting mode; The determining of the engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density and the corresponding engine combustion mode includes: Based on the engine speed and the engine intake density, a combustion efficiency table corresponding to the engine combustion mode of the current working condition is searched to obtain the initial combustion efficiency of the engine under the engine combustion mode of the current working condition; When the engine combustion mode of the current working condition is the normal combustion mode, determining the target combustion efficiency of the engine in the normal combustion mode based on the EGR rate, the initial combustion efficiency of the engine in the normal combustion mode, the combustion efficiency of the engine when the EGR is fully open in the normal combustion mode, and the correction coefficient corresponding to the air-fuel ratio; When the engine combustion mode of the current working condition is the engine torque limiting mode, determining the engine target combustion efficiency in the engine torque limiting mode based on the EGR rate, the engine initial combustion efficiency in the engine torque limiting mode, the engine combustion efficiency when the EGR is fully open in the engine torque limiting mode, and the correction coefficient corresponding to the air-fuel ratio; When the engine combustion mode of the current working condition is the three-way catalyst start-up mode, the initial combustion efficiency of the engine in the three-way catalyst start-up mode is corrected based on the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the three-way catalyst start-up mode; When the engine combustion mode of the current working condition is the engine scavenging mode, correcting the engine initial combustion efficiency in the engine scavenging mode based on the correction coefficient corresponding to the air-fuel ratio to obtain the engine target combustion efficiency in the engine scavenging mode; When the engine combustion mode of the current working condition is the EGR full-open mode, the engine initial combustion efficiency in the EGR full-open mode is determined as the engine target combustion efficiency in the EGR full-open mode.

4. The method for calculating the output torque of a gas engine according to claim 3, characterized in that: The determining the target combustion efficiency of the engine in the normal combustion mode based on the EGR rate, the initial combustion efficiency of the engine in the normal combustion mode, the combustion efficiency of the engine when the EGR is fully open in the normal combustion mode, and the correction coefficient corresponding to the air-fuel ratio includes: The difference between the engine combustion efficiency when the EGR is fully open in the normal combustion mode and the initial combustion efficiency of the engine in the normal combustion mode is multiplied by the EGR rate and then added to the initial combustion efficiency of the engine in the normal combustion mode to obtain a first value, and the first value is multiplied by the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the normal combustion mode; In the case where the engine combustion mode of the current working condition is the engine torque limiting mode, determining the engine target combustion efficiency in the engine torque limiting mode based on the EGR rate, the engine initial combustion efficiency in the engine torque limiting mode, the engine combustion efficiency when the EGR is fully open in the engine torque limiting mode, and the correction coefficient corresponding to the air-fuel ratio, includes: The difference between the engine combustion efficiency when EGR is fully open in the engine torque limiting mode and the engine initial combustion efficiency in the engine torque limiting mode is multiplied by the EGR rate and then added to the engine initial combustion efficiency in the engine torque limiting mode to obtain a second value. The second value is multiplied by the correction coefficient corresponding to the air-fuel ratio to obtain the engine target combustion efficiency in the normal combustion mode.

5. The method for calculating the output torque of a gas engine according to claim 3, characterized in that: The correcting the initial combustion efficiency of the engine in the three-way catalyst start-up mode based on the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the three-way catalyst start-up mode includes: Multiplying the correction coefficient corresponding to the air-fuel ratio by the initial combustion efficiency of the engine in the three-way catalyst start-up mode to obtain the target combustion efficiency of the engine in the three-way catalyst start-up mode; The correcting the initial combustion efficiency of the engine in the engine scavenging mode based on the correction coefficient corresponding to the air-fuel ratio to obtain the target combustion efficiency of the engine in the engine scavenging mode includes: The correction coefficient corresponding to the air-fuel ratio is multiplied by the initial combustion efficiency of the engine in the engine scavenging mode to obtain the target combustion efficiency of the engine in the engine scavenging mode.

6. The method for calculating the output torque of a gas engine according to claim 1, characterized in that: The determining of the total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pump gas pressure loss, the intake manifold pressure and the atmospheric pressure comprises: The difference between the intake manifold pressure and the atmospheric pressure is summed with the gas circuit pressure loss, the gas circuit torque loss and the pump gas pressure loss to obtain the total pressure loss of the engine.

7. A device for calculating the output torque of a gas engine, characterized in that: include: A first calculation module, used for obtaining an angle deviation between a required ignition angle and a basic ignition angle, and determining an actual ignition efficiency under a current working condition based on the angle deviation; a second calculation module, for obtaining an EGR rate, a correction coefficient corresponding to an air-fuel ratio, an engine speed, and an engine intake density, and determining an engine combustion efficiency based on the EGR rate, the correction coefficient corresponding to the air-fuel ratio, the engine speed, the engine intake density, and a corresponding engine combustion mode; A third calculation module is used to determine the actual indicated torque of the engine based on the engine combustion efficiency, the actual ignition efficiency, the engine intake density, the fuel gas calorific value, the air-fuel ratio, the engine single cylinder exhaust volume and the number of engine cylinders; a fourth calculation module, configured to obtain a gas circuit pressure loss, a gas circuit torque loss, a pump pressure loss, and an intake manifold pressure, and determine a total engine pressure loss based on the gas circuit pressure loss, the gas circuit torque loss, the pump pressure loss, the intake manifold pressure, and the atmospheric pressure; a fifth calculation module, configured to determine an engine output torque based on the engine indicated torque, the engine total pressure loss, the engine single cylinder exhaust volume, and the engine cylinder number; The calculation formula corresponding to the actual indicated torque of the engine is: in, is the actual ignition efficiency, is the engine combustion efficiency, C is the calorific value of the gas, ρ is the engine intake air density, AFR is the air-fuel ratio, V is the exhaust volume of a single cylinder of the engine, m is the number of cylinders of the engine; The calculation formula of the gas engine output torque is: in, T 1 is the actual indicated torque of the engine, The total engine pressure loss, A torque is output for the engine.

8. An electronic device, characterized in that: comprising a memory and a processor, wherein: The memory is used to store programs; The processor is coupled to the memory and is used to execute the program stored in the memory to implement the steps in the method for calculating the output torque of the gas engine as claimed in any one of claims 1 to 6.

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