Method, system and vehicle for correcting engine charge efficiency

Abstract

The application provides an engine charge efficiency correction method, system and vehicle, and belongs to the technical field of vehicles. The engine charge efficiency correction method comprises the following steps: obtaining a current fuel injection position of the engine and a theoretical charge efficiency under a current operating condition; determining whether the theoretical charge efficiency needs to be corrected based on the current fuel injection position; if yes, determining a first target mapping relationship from a plurality of correction mapping relationships based on the current fuel injection position and a current state of the variable valve timing system; and correcting the theoretical charge efficiency based on the first target mapping relationship to obtain an actual charge efficiency of the engine. The application eliminates the influence of cylinder cavity temperature and cavity pressure on the determination of the charge efficiency, and improves the determination accuracy of the actual charge efficiency of the engine.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a method, system, and vehicle for correcting engine charging efficiency. Background Technology

[0002] Volumetric efficiency, also known as charge efficiency or volumetric efficiency, refers to the ratio between the actual mass of fresh air drawn into the cylinder during each intake stroke of an engine and the theoretical mass of air that would fill the working volume of the cylinder during intake.

[0003] In related technologies, sensors are often used to obtain the actual charging efficiency of an engine, and then emissions, drivability, and torque output are controlled based on this actual charging efficiency. However, due to the high temperature and large pressure fluctuations inside the cylinder, the detection accuracy of sensors is poor, and the accuracy of engine charging efficiency detection cannot be guaranteed. Summary of the Invention

[0004] Based on this, this application provides a method, system, and vehicle for correcting engine charging efficiency, in order to solve the problem of how to improve the accuracy of the actual charging efficiency of an engine.

[0005] A first aspect of this application provides a method for correcting engine charging efficiency, wherein the engine is equipped with a variable valve timing system, the method comprising:

[0006] Obtain the current fuel injection position of the engine and the theoretical charging efficiency under the current operating conditions;

[0007] Based on the current fuel injection position, determine whether the theoretical charging efficiency needs to be corrected;

[0008] If so, based on the current fuel injection position and the current state of the variable valve timing system, a first target mapping relationship is determined from multiple corrected mapping relationships; and based on the first target mapping relationship, the theoretical charging efficiency is corrected to obtain the actual charging efficiency of the engine.

[0009] The states include working states and non-working states. Different states correspond to different correction mapping relationships. The correction mapping relationships include correction factors corresponding to different operating conditions. The correction factors are used to correct the theoretical inflation efficiency.

[0010] Optionally, the plurality of corrected mapping relationships include a first corrected mapping relationship and a second corrected mapping relationship. Determining the first target mapping relationship from the plurality of corrected mapping relationships based on the current fuel injection position and the current state of the variable valve timing system includes:

[0011] When the current fuel injection position is intake manifold injection and the current state is non-operating, the first target mapping relationship is determined to include the first modified mapping relationship;

[0012] When the current fuel injection position is both intake manifold and cylinder injection and the current state is non-operating, the first target mapping relationship is determined to include the second modified mapping relationship.

[0013] Optionally, the step of obtaining the theoretical inflation efficiency under the current operating conditions includes:

[0014] Obtain the current operating parameters of the engine, including output speed and pressure ratio;

[0015] From the inflation efficiency mapping relationship, obtain the theoretical inflation efficiency corresponding to the current operating parameters; wherein, the inflation efficiency mapping relationship includes the theoretical inflation efficiency corresponding to different operating parameters.

[0016] Optionally, the theoretical charging efficiency characterizes the actual charging efficiency of the engine when injecting fuel into the cylinder, and determining whether the theoretical charging efficiency needs to be corrected based on the current fuel injection position includes:

[0017] Determine whether the current fuel injection position is the in-cylinder injection;

[0018] If so, then it is determined that no correction is needed to the theoretical inflation efficiency;

[0019] If not, then it is determined that the theoretical inflation efficiency needs to be corrected.

[0020] Optionally, correcting the theoretical inflation efficiency based on the first target mapping relationship includes:

[0021] Based on the first target mapping relationship, determine the correction factor corresponding to the current operating condition;

[0022] The theoretical inflation efficiency is corrected based on the correction factor corresponding to the current operating conditions.

[0023] Optionally, before obtaining the current fuel injection position of the engine, the method further includes:

[0024] Based on the current load of the engine, a second target mapping relationship corresponding to the current load is determined from multiple injection position mapping relationships; wherein, the injection position mapping relationship includes fuel injection positions corresponding to different injection control parameters, and the injection control parameters include the pollutant content in the exhaust gas and / or fuel consumption rate;

[0025] The current fuel injection position is determined based on the mapping relationship between the current injection control parameters and the second target.

[0026] Optionally, the injection control parameters include the contaminant content, and determining the current fuel injection position based on the mapping relationship between the current injection control parameters and the second target includes:

[0027] When the current pollutant content is less than the first preset content, the current fuel injection position is determined to be intake manifold injection;

[0028] When the current pollutant content is greater than or equal to the first preset content and less than the second preset content, the current fuel injection position is determined to be both intake manifold and in-cylinder injection.

[0029] When the current pollutant content is greater than or equal to the second preset content, the current fuel injection position is determined to be in-cylinder injection;

[0030] Wherein, the first preset content is less than the second preset content.

[0031] Optionally, the injection control parameters include the fuel consumption rate, and determining the current fuel injection position based on the current injection control parameters and the second target mapping relationship includes:

[0032] When the current fuel consumption rate is less than the first preset consumption rate, the current fuel injection position is determined to be intake manifold injection.

[0033] When the current fuel consumption rate is greater than or equal to the first preset consumption rate and less than the second preset consumption rate, the current fuel injection position is determined to be both intake manifold and in-cylinder injection.

[0034] When the current fuel consumption rate is greater than or equal to the second preset consumption rate, the current fuel injection position is determined to be in-cylinder injection;

[0035] Wherein, the first preset consumption rate is less than the second preset consumption rate.

[0036] A second aspect of this application provides an engine charging efficiency correction system, wherein the engine is equipped with a variable valve timing system, the system comprising:

[0037] The acquisition module is used to acquire the current fuel injection position of the engine and the theoretical charging efficiency under the current operating conditions.

[0038] The decision module is used to determine, based on the current fuel injection position, whether the theoretical charging efficiency needs to be corrected.

[0039] An execution module is configured to, if so, determine a first target mapping relationship from multiple corrected mapping relationships based on the current fuel injection position and the current state of the variable valve timing system; and correct the theoretical charging efficiency based on the first target mapping relationship to obtain the actual charging efficiency of the engine.

[0040] The states include working states and non-working states. Different states correspond to different correction mapping relationships. The correction mapping relationships include correction factors corresponding to different operating conditions. The correction factors are used to correct the theoretical inflation efficiency.

[0041] A third aspect of this application provides a vehicle that includes the engine charging efficiency correction system described in the second aspect of this application, or includes a control module for implementing the steps of the engine charging efficiency correction method described in the first aspect of this application.

[0042] This application provides a method, system, and vehicle for correcting engine charging efficiency. The method includes: obtaining the current fuel injection position of the engine and the theoretical charging efficiency under the current operating conditions; determining whether the theoretical charging efficiency needs to be corrected based on the current fuel injection position; if so, determining a first target mapping relationship from multiple correction mapping relationships based on the current fuel injection position and the current state of the variable valve timing system; and correcting the theoretical charging efficiency based on the first target mapping relationship to obtain the actual charging efficiency of the engine; wherein the state includes a working state and a non-working state, different states correspond to different correction mapping relationships, the correction mapping relationship includes correction factors corresponding to different operating conditions, and the correction factors are used to correct the theoretical charging efficiency.

[0043] This application first determines whether the theoretical charging efficiency under the current operating conditions needs to be corrected based on the engine's current fuel injection position. If correction is required, it then determines a first target mapping relationship from multiple correction mapping relationships, corresponding to the engine's current fuel injection position and the variable valve timing system state. This corrects the theoretical charging efficiency to obtain the actual charging efficiency. This application determines whether there is a difference between the theoretical and actual charging efficiency by using the engine's fuel injection position. If a difference exists, the theoretical charging efficiency is corrected using the first target mapping relationship corresponding to the engine's current fuel injection position and the variable valve timing system state to obtain the engine's actual charging efficiency. This avoids direct sensor measurement of charging efficiency, thus eliminating the influence of cylinder temperature and pressure on the determination of charging efficiency and improving the accuracy of determining the engine's actual charging efficiency. Attached Figure Description

[0044] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a flowchart illustrating the steps of a method for correcting engine charging efficiency provided in an embodiment of this application.

[0046] Figure 2 This is a flowchart illustrating the steps of a method for determining theoretical inflation efficiency based on operating parameters, as provided in an embodiment of this application.

[0047] Figure 3 This is a flowchart illustrating the steps of a method for determining whether to correct the theoretical inflation efficiency, as provided in an embodiment of this application.

[0048] Figure 4 This is a flowchart illustrating a method for correcting theoretical inflation efficiency provided in an embodiment of this application;

[0049] Figure 5 This is a step diagram illustrating a method for determining the fuel injection position of an engine, provided in an embodiment of this application.

[0050] Figure 6 This is a flowchart of a method for correcting engine charging efficiency provided in an embodiment of this application;

[0051] Figure 7 This is a schematic diagram illustrating the correspondence between a modified mapping relationship and the fuel injection position and the state of a variable valve timing system, provided in an embodiment of this application.

[0052] Figure 8 This is a schematic diagram of the structure of an engine charging efficiency correction system provided in an embodiment of this application. Detailed Implementation

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

[0054] Volumetric efficiency, also known as charge efficiency or volumetric efficiency, refers to the ratio between the actual mass of fresh air drawn into the cylinder during each intake stroke of an engine and the theoretical mass of air that would fill the working volume of the cylinder during intake.

[0055] In related technologies, sensors are often used to obtain the actual charging efficiency of an engine, and then emissions, drivability, and torque output are controlled based on this actual charging efficiency. However, due to the high temperature and large pressure fluctuations inside the cylinder, the detection accuracy of sensors is poor, and the accuracy of engine charging efficiency cannot be guaranteed.

[0056] Based on this, to address the problem of improving the accuracy of actual engine charging efficiency, this application provides a method, system, and vehicle for correcting engine charging efficiency. First, based on the current fuel injection position of the engine, it is determined whether the theoretical charging efficiency under the current operating conditions needs correction. Then, if correction is needed, a first target mapping relationship corresponding to the current fuel injection position and the variable valve timing system state is determined from multiple correction mapping relationships. This corrects the theoretical charging efficiency to obtain the actual charging efficiency. This application determines whether there is a difference between the theoretical and actual charging efficiency by using the engine's fuel injection position. If a difference exists, the theoretical charging efficiency is corrected using the first target mapping relationship corresponding to the current fuel injection position and the variable valve timing system state to obtain the actual charging efficiency. This avoids direct sensor measurement of charging efficiency, thereby eliminating the influence of cylinder temperature and pressure on the determination of charging efficiency and improving the accuracy of determining the actual engine charging efficiency. The specific method is as follows:

[0057] The first aspect of this application provides an embodiment, such as... Figure 1 The diagram illustrates a method for correcting engine charging efficiency. The method is applicable to vehicles, specifically to the vehicle's engine controller. The vehicle's engine is equipped with a variable valve timing system. The main steps include:

[0058] Step S101: Obtain the current fuel injection position of the engine and the theoretical charging efficiency under the current operating conditions.

[0059] Engine fuel injection locations include in-cylinder injection, intake manifold injection, and both intake manifold and in-cylinder injection. In-cylinder injection is also known as GDI (Gasoline Direct Injection), and intake manifold injection is also known as PFI (Port Fuel Injection).

[0060] In-cylinder injection is a method of injection in which the injector is mounted above the combustion chamber, directly injecting fuel into the combustion chamber to mix with air and form a combustible mixture. Intake manifold injection is a method of injection in which fuel is injected into the intake manifold, relying primarily on the heat of the manifold walls and the heat from the backflow of exhaust gases to promote fuel evaporation, thereby mixing with air to form a combustible mixture.

[0061] Theoretical charging efficiency refers to the charging efficiency of an engine under ideal conditions. The theoretical charging efficiency of an engine varies under different operating conditions and can be determined experimentally. Specifically, the engine is first operated under ideal conditions; then, various engine parameters are adjusted to allow the engine to operate under different conditions, and the actual charging efficiency is measured under each condition; finally, the theoretical charging efficiency of the engine under each operating condition can be determined, which is the actual charging efficiency of the engine under that operating condition when operating under ideal conditions.

[0062] Step S102: Based on the current fuel injection position, determine whether the theoretical charging efficiency needs to be corrected.

[0063] The current fuel injection position of the engine determines whether there is a gap between the actual and ideal operating conditions of the engine. If there is a gap, it indicates a difference between the actual and theoretical charging efficiency under that actual condition, and the theoretical charging efficiency should be corrected. If there is no gap, it indicates that there is no difference between the actual and theoretical charging efficiency under that actual condition, and no correction is needed. Therefore, the need to correct the theoretical charging efficiency can be determined based on the current fuel injection position of the engine.

[0064] If the theoretical inflation efficiency needs to be corrected, proceed to step S103; if the theoretical inflation efficiency does not need to be corrected, in an optional implementation, the theoretical inflation efficiency under the current operating conditions can be directly determined as the actual inflation efficiency under the current operating conditions.

[0065] Step S103: If yes, then based on the current fuel injection position and the current state of the variable valve timing system, determine the first target mapping relationship from multiple corrected mapping relationships; and based on the first target mapping relationship, correct the theoretical charging efficiency to obtain the actual charging efficiency.

[0066] The states include working states and non-working states. Different states correspond to different correction mapping relationships. The correction mapping relationships include correction factors corresponding to different operating conditions. The correction factors are used to correct the theoretical inflation efficiency.

[0067] Variable valve timing (VVT) is a technology used to control the opening and closing times of engine valves. By adjusting the opening and closing times of the engine's intake and exhaust valves, it changes the engine's charging efficiency, thereby optimizing engine performance, improving fuel efficiency, and reducing emissions.

[0068] For engines equipped with a variable valve timing system, when the variable valve timing system is in operation, the actual charging efficiency of the engine under the same operating conditions will vary due to the adjustment of the variable valve timing system; when the variable valve timing system is not in operation, the actual charging efficiency of the engine under the same operating conditions remains unchanged.

[0069] Therefore, the correction range for the theoretical charging efficiency will differ depending on the fuel injection position and the state of the variable valve timing system. Thus, when correcting the theoretical charging efficiency, it is necessary to determine different first target mapping relationships based on the current fuel injection position of the engine and the current state of the variable valve timing system to ensure that the correction range is appropriate.

[0070] The first target mapping relationship is one of several corrective mapping relationships, which include correction factors corresponding to different operating conditions. Different states of the variable valve timing system and different fuel injection positions correspond to different corrective mapping relationships. In an optional implementation, the corrective mapping relationships can be stored in the transfer case controller's storage unit in the form of a mapping table.

[0071] For example, there are multiple modified mapping relationships, namely modified mapping relationship A, modified mapping relationship B, modified mapping relationship C, and modified mapping relationship D. Specifically, when the variable valve timing system is in operation and the fuel injection position is intake manifold injection, it corresponds to modified mapping relationship A; when the variable valve timing system is in operation and the fuel injection position is both intake manifold and in-cylinder injection, it corresponds to modified mapping relationship B; when the variable valve timing system is not in operation and the fuel injection position is intake manifold injection, it corresponds to modified mapping relationship C; and when the variable valve timing system is not in operation and the fuel injection position is both intake manifold and in-cylinder injection, it corresponds to modified mapping relationship D.

[0072] If the current fuel injection position is intake manifold injection and the variable valve timing system is currently in operation, then among the corrected mapping relationships A, B, C, and D, the first target mapping relationship corresponding to the current fuel injection position and the current state of the variable valve timing system is corrected mapping relationship A.

[0073] In one alternative implementation, the correction factor may be the ratio between the engine’s actual charging efficiency and its theoretical charging efficiency, or the difference between the actual charging efficiency and its theoretical charging efficiency.

[0074] The first target mapping relationship includes correction factors corresponding to the current fuel injection position and the current state of the variable valve timing system, corresponding to the engine under different operating conditions. In an optional implementation, the theoretical charging efficiency is corrected based on the first target mapping. Specifically, this may include: correcting the theoretical charging efficiency of the engine under different operating conditions based on multiple correction factors in the first target mapping relationship to obtain the actual charging efficiency corresponding to different operating conditions, and then determining the actual charging efficiency under the current operating condition.

[0075] This embodiment first determines whether the theoretical charging efficiency under the current operating condition needs to be corrected based on the engine's current fuel injection position. If correction is needed, a first target mapping relationship corresponding to the engine's current fuel injection position and the variable valve timing system state is determined from multiple correction mapping relationships. This corrects the theoretical charging efficiency to obtain the actual charging efficiency. This application determines whether there is a difference between the theoretical and actual charging efficiency by using the engine's fuel injection position. If a difference exists, the theoretical charging efficiency is corrected using the first target mapping relationship corresponding to the engine's current fuel injection position and the variable valve timing system state to obtain the engine's actual charging efficiency. This avoids direct measurement of charging efficiency by sensors, thus eliminating the influence of cylinder temperature and pressure on the determination of charging efficiency and improving the accuracy of determining the engine's actual charging efficiency.

[0076] Optionally, the plurality of corrected mapping relationships include a first corrected mapping relationship and a second corrected mapping relationship. Step S103, determining the first target mapping relationship from the plurality of corrected mapping relationships based on the current fuel injection position and the current state of the variable valve timing system, includes:

[0077] When the current fuel injection position is intake manifold injection and the current state is non-operating, the first target mapping relationship is determined to include the first modified mapping relationship;

[0078] When the current fuel injection position is both intake manifold and cylinder injection, and the current state is a non-operating state, the first target mapping relationship is determined to include the second modified mapping relationship.

[0079] When the current fuel injection position is intake manifold injection, if the variable valve timing system is engaged, it can alter the engine's charging efficiency by adjusting the opening and closing times of the intake and exhaust valves, while keeping the engine's mechanical parameters unchanged. If the variable valve timing system is disengaged, it cannot adjust the charging efficiency without changing the engine's mechanical parameters. Similarly, when the current fuel injection position is both intake manifold and in-cylinder injection, the different states of the variable valve timing system also affect the charging efficiency.

[0080] Therefore, when the fuel injection position is the same but the state of the variable valve timing system is different, different correction mapping relationships need to be set for different states of the variable valve system to ensure the accuracy of the engine's actual charging efficiency.

[0081] Optionally, refer to Figure 2The diagram illustrates a method for determining theoretical inflation efficiency based on operating parameters. Step S101, obtaining the theoretical inflation efficiency under the current operating conditions, specifically includes the following steps:

[0082] Step 1011: Obtain the current operating parameters of the engine.

[0083] The operating parameters include output speed and pressure ratio.

[0084] Step 1012: Obtain the theoretical inflation efficiency corresponding to the current operating parameters from the inflation efficiency mapping relationship.

[0085] The inflation efficiency mapping relationship includes the theoretical inflation efficiency corresponding to different operating parameters.

[0086] Output speed refers to the rotational speed of the engine's output shaft. Charging efficiency refers to the ratio of the actual mass of air drawn into the engine during intake to the theoretical mass of air. Since engines require more air to support combustion at high speeds, a higher output speed means a higher charging efficiency.

[0087] The pressure ratio refers to the ratio between the intake manifold pressure and the exhaust manifold pressure of an engine. A higher pressure ratio means a greater difference between the intake and exhaust manifold pressures, resulting in more air entering the engine cylinders per unit time. Conversely, a lower pressure ratio means a smaller difference between the intake and exhaust manifold pressures, resulting in less air entering the engine cylinders per unit time. Furthermore, since charging efficiency is the ratio of the actual mass of air drawn into the engine during intake to the theoretical mass of air, there is a strong correlation between the engine's pressure ratio and charging efficiency.

[0088] Based on the above analysis, it can be seen that both the output speed and the pressure ratio are strongly correlated with the engine's charging efficiency. Therefore, the engine's operating conditions should be determined based on the output speed and the pressure ratio. Then, the theoretical charging efficiency corresponding to the current output speed and the current pressure ratio in the charging efficiency mapping relationship should be determined as the theoretical charging efficiency under the current operating conditions.

[0089] In one alternative implementation, the inflation efficiency mapping relationship can be preset and pre-set in the storage unit of the engine controller.

[0090] This embodiment utilizes the close relationship between output speed and pressure ratio and theoretical charging efficiency to determine the theoretical charging efficiency corresponding to the current operating conditions from the charging efficiency mapping relationship. This improves the accuracy of the theoretical charging efficiency, thereby ensuring the accuracy of charging efficiency correction. Simultaneously, determining the theoretical charging efficiency through a lookup table reduces the computational load on the engine controller and improves the engine's control response speed.

[0091] Optionally, refer to Figure 3 The diagram illustrates a method for determining whether to correct a theoretical charging efficiency, where the theoretical charging efficiency characterizes the actual charging efficiency of the engine when injecting fuel into the cylinder. Step S102, based on the current fuel injection position, determines whether the theoretical charging efficiency needs correction, including:

[0092] Step S1021: Determine whether the current fuel injection position is the in-cylinder injection.

[0093] If the current fuel injection position is in-cylinder injection, proceed to step S1022; if the current fuel injection position is not in-cylinder injection, proceed to step S1023.

[0094] Step S1022: Determine that no correction is needed for the theoretical inflation efficiency.

[0095] Step S1023: Determine that the theoretical inflation efficiency needs to be corrected.

[0096] In-cylinder injection is a fuel injection method in which the injector is mounted above the combustion chamber, directly injecting fuel into the combustion chamber to mix with air and form a combustible mixture. This allows for more precise fuel control, improves combustion efficiency and fuel utilization, and thus enhances engine fuel economy. Simultaneously, in-cylinder injection also better mixes air and fuel, making the combustion process more efficient and reducing the emission of harmful gases and particulate matter. Therefore, in-cylinder injection is a widely adopted fuel injection position in engine operation.

[0097] When theoretical charging efficiency characterizes the actual charging efficiency of an engine when injecting fuel into the cylinder, if the current fuel injection position is in-cylinder injection, it indicates a discrepancy between the actual and ideal operating conditions of the engine, and the theoretical charging efficiency should be corrected. If there is no discrepancy between the actual and ideal operating conditions of the engine, no correction to the theoretical efficiency is necessary.

[0098] This embodiment limits the theoretical charging efficiency to the actual charging efficiency when the engine injects fuel in the cylinder. Therefore, the charging efficiency is corrected only when the current fuel injection position is not in-cylinder injection, which reduces the number of corrections to the theoretical charging efficiency and improves the engine control efficiency.

[0099] Optionally, refer to Figure 4 The diagram illustrates a method for correcting theoretical inflation efficiency. Step S103, which involves correcting the theoretical inflation efficiency based on the first target mapping relationship, specifically includes the following steps:

[0100] Step S1031: Based on the first target mapping relationship, determine the correction factor corresponding to the current operating condition.

[0101] Step S1032: Correct the theoretical inflation efficiency based on the correction factor corresponding to the current operating conditions.

[0102] The first target mapping relationship is the modified mapping relationship among multiple modified mapping relationships that corresponds to the current fuel injection position of the engine and the current state of the variable valve timing system. The first target mapping relationship includes correction factors corresponding to different operating conditions. Therefore, the correction factor corresponding to the current operating condition can be determined from the first target mapping relationship.

[0103] In one alternative implementation, when the correction factor is the difference between the theoretical inflation efficiency and the actual inflation efficiency, the sum of the correction factor and the theoretical inflation efficiency can be determined as the actual inflation efficiency.

[0104] In this embodiment, the correction factor corresponding to the current operating condition is first determined from the first target mapping relationship, and then the theoretical charging efficiency is corrected based on the correction factor corresponding to the current operating condition. This can reduce the number of calculations of the engine controller, thereby improving the control response speed of the engine.

[0105] Optionally, refer to Figure 5 The diagram illustrates a method for determining the fuel injection position of an engine. Before obtaining the current fuel injection position of the engine in step S101, the method further includes the following steps:

[0106] Step S104: Based on the current load of the engine, determine a second target mapping relationship corresponding to the current load from multiple injection position mapping relationships.

[0107] The injection position mapping relationship includes fuel injection positions corresponding to different injection control parameters, and the injection control parameters include the pollutant content in the exhaust gas and / or fuel consumption rate.

[0108] Step S105: Determine the current fuel injection position based on the current injection control parameters and the mapping relationship with the second target.

[0109] Engine load refers to the ratio between the torque output by the engine at a specific speed and the maximum torque that can be output at that speed. Injection position mapping relationships include fuel injection positions corresponding to different injection control parameters. Each injection position mapping relationship corresponds to an engine load, or each injection position mapping relationship corresponds to a range of engine loads.

[0110] For example, the load within a first preset range corresponds to a first injection position mapping relationship, the load within a second preset range corresponds to a second injection position mapping relationship, and the load within a third preset range corresponds to a third injection position mapping relationship. If the current load is within the first preset range, then the second target mapping relationship is the first injection position mapping relationship.

[0111] Injection control parameters include the pollutant content in the exhaust gas, or fuel consumption rate, or both. Pollutants in the exhaust gas typically include particulate matter, nitrogen oxides, and carbon monoxide; the pollutant content can be the volume of pollutants per unit volume of exhaust gas. Fuel consumption rate refers to the amount of fuel consumed by the engine operating at one kilowatt of power per hour.

[0112] Different fuel injection positions have different effects on fuel saving, emission reduction, and service life. Therefore, the fuel injection position of the engine can be determined by factors such as fuel consumption, emissions, and service life.

[0113] This embodiment determines the fuel injection position by measuring the pollutant content in the engine exhaust and the fuel consumption rate. By accurately determining the optimal injection position based on the pollutant content in the exhaust and the fuel consumption rate, a more efficient combustion process can be achieved, emissions can be reduced, performance can be improved, and engine life can be extended, thereby bringing users a more economical, environmentally friendly, and reliable driving experience.

[0114] Optionally, when the injection control parameters include contaminant content, the determination of the current fuel injection position in step S105 based on the mapping relationship between the current injection control parameters and the second target includes the following three cases:

[0115] In scenario one, when the current pollutant content is less than the first preset content, the current fuel injection position is determined to be intake manifold injection.

[0116] Scenario 2: When the current pollutant content is greater than or equal to the first preset content and less than the second preset content, the current fuel injection position is determined to be both intake manifold and in-cylinder injection.

[0117] Wherein, the first preset content is less than the second preset content.

[0118] Scenario 3: When the current pollutant content is greater than or equal to the second preset content, the current fuel injection position is determined to be in-cylinder injection.

[0119] Intake manifold injectors are installed inside the intake manifold, while in-cylinder injectors are installed at the top of the combustion chamber. Therefore, the ambient temperature of in-cylinder injectors is much higher than that of intake manifold injectors, and the service life of in-cylinder injectors is also shorter than that of intake manifold injectors.

[0120] Based on this, to reduce the overall engine failure rate, and considering the respective advantages and disadvantages of intake manifold injection and in-cylinder injection in terms of emission reduction, when the current pollutant content is less than a first preset level, the current fuel injection position can be determined to be intake manifold injection, thereby reducing the usage time of in-cylinder injection injectors and extending their service life. Conversely, when the current pollutant content is greater than or equal to a second preset level, the current fuel injection position can be determined to be in-cylinder injection, thereby reducing the pollutant content in vehicle exhaust and ensuring green driving. Furthermore, when the current pollutant content is greater than or equal to the first preset level but less than the second preset level, the current fuel injection position can be determined to be both intake manifold injection and in-cylinder injection, thereby improving vehicle power.

[0121] In one optional implementation, the first preset content can be 2%, the second preset content can be 5%, or the first preset content and the second preset content can be set by the user.

[0122] This embodiment comprehensively considers the advantages and disadvantages of intake manifold injection and in-cylinder injection in exhaust control, as well as the service life of injectors at different fuel injection positions, to determine the fuel injection positions corresponding to different pollutant contents. This achieves a balance between engine failure rate, vehicle power, and environmental protection, ensuring a good user experience.

[0123] Optionally, when the injection control parameters include fuel consumption rate, the step S105, which determines the current fuel injection position based on the mapping relationship between the current injection control parameters and the second target, includes the following three cases:

[0124] Case 4: When the current fuel consumption rate is less than the first preset consumption rate, the current fuel injection position is determined to be intake manifold injection.

[0125] Case 5: When the current fuel consumption rate is greater than or equal to the first preset consumption rate and less than the second preset consumption rate, the current fuel injection position is determined to be both intake manifold and in-cylinder injection.

[0126] Case 6: When the current fuel consumption rate is greater than or equal to the second preset consumption rate, the current fuel injection position is determined to be in-cylinder injection.

[0127] Wherein, the first preset consumption rate is less than the second preset consumption rate.

[0128] Because in-cylinder injection injectors have a shorter lifespan than manifold injection injectors, to reduce the overall engine failure rate, and considering the respective advantages and disadvantages of manifold injection and in-cylinder injection in reducing fuel consumption, the following fuel injection methods can be used: When the current fuel consumption rate is less than a first preset rate, the current injection position can be determined as manifold injection, thus reducing the lifespan of in-cylinder injection injectors. Conversely, when the current fuel consumption rate is greater than or equal to a second preset rate, the current injection position can be determined as in-cylinder injection, thereby reducing fuel consumption and improving vehicle economy. Finally, when the current fuel consumption rate is greater than or equal to the first preset rate but less than the second preset rate, the current injection position can be determined as a combination of manifold injection and in-cylinder injection to improve vehicle power.

[0129] In one optional implementation, the first preset consumption rate can be 240 g / hp / hour, the second preset consumption rate can be 300 g / hp / hour, or the user can set the first preset consumption rate and the second preset consumption rate.

[0130] This embodiment comprehensively considers the advantages and disadvantages of intake manifold injection and in-cylinder injection in exhaust control, as well as the lifespan of injectors at different fuel injection positions, to determine the fuel injection positions corresponding to different fuel consumption rates. This achieves a balance between engine failure rate, vehicle power, and economy, ensuring a good user experience.

[0131] Based on the above embodiments, refer to Figure 6 The flowchart shown illustrates a method for correcting engine charging efficiency. The following will provide an exemplary description of the engine charging efficiency correction method described in this application:

[0132] The engine charging efficiency correction method described in this application is applied to a vehicle, specifically to the vehicle's engine controller, wherein the vehicle's engine is equipped with a variable valve timing system. The engine controller's storage unit stores multiple correction mapping relationships, charging efficiency mapping relationships, and multiple injection position mapping relationships.

[0133] Among them, reference Figure 7The diagram illustrates the correspondence between a modified mapping relationship and the fuel injection position and the state of the variable valve timing system. Multiple modified mapping relationships include: A, a modified mapping relationship corresponding to the variable valve timing system in the operating state and intake manifold injection; B, a modified mapping relationship corresponding to the variable valve timing system in the non-operating state and intake manifold injection; C, a modified mapping relationship corresponding to the variable valve timing system in the operating state and both intake manifold and in-cylinder injection; and C, a modified mapping relationship corresponding to the variable valve timing system in the non-operating state and both intake manifold and in-cylinder injection.

[0134] The multiple injection position mapping relationships include injection position mapping relationship A corresponding to the first load and injection position mapping relationship B corresponding to the second load.

[0135] Furthermore, taking the correction coefficient mapping relationship A shown in Table 1, the inflation efficiency mapping relationship shown in Table 2, and the injection position mapping relationship A shown in Table 3 as examples, we will illustrate the multiple correction mapping relationships, inflation efficiency mapping relationships, and multiple injection position mapping relationships stored in the storage unit.

[0136] Table 1:

[0137]

[0138] Table 2:

[0139]

[0140] Table 3:

[0141]

[0142] Specifically, the following steps are included:

[0143] At the beginning of the method, the current load of the vehicle is determined. If the current load is a first load, a second target mapping relationship is determined as injection position mapping relationship A. In this case, if the pollutant content in the engine exhaust is at (0, first preset content), or the fuel consumption rate is at (0, first preset consumption rate), then the current fuel injection position of the engine can be determined as intake manifold injection.

[0144] Simultaneously, the current operating parameters of the engine need to be obtained at the beginning of the method to determine the engine's theoretical charging efficiency. Taking the current pressure ratio and output speed of 1.2 and 700 r / min as an example, and referring to the charging efficiency mapping relationship shown in Table 2, the theoretical charging efficiency under the current operating conditions can be determined to be 0.94. The theoretical charging efficiency characterizes the actual charging efficiency of the engine during in-cylinder injection.

[0145] Based on the above results, it can be seen that the current fuel injection position of the engine is intake manifold injection, therefore the current fuel injection position of the engine is not in-cylinder injection, and the theoretical charging efficiency needs to be corrected.

[0146] During correction, taking the current state of the variable valve timing system as an example, and combining it with the currently determined fuel injection position, the first target mapping relationship, correction mapping relationship A, can be determined from multiple correction mapping relationships. Furthermore, the correction factor at the current output speed and pressure ratio can be determined to be 0.04.

[0147] Finally, after determining the correction factor corresponding to the current output speed and current pressure ratio to be 0.04, the theoretical inflation efficiency of 0.94 is corrected. Specifically, the actual inflation efficiency of 0.98 is obtained by summing the theoretical inflation efficiency of 0.94 with the aforementioned correction factor of 0.04.

[0148] Based on the same inventive concept, this application also provides a system for correcting engine charging efficiency, such as... Figure 8 A schematic diagram of a system for correcting engine charging efficiency is shown. The engine is equipped with a variable valve timing system, which includes:

[0149] The acquisition module is used to acquire the current fuel injection position of the engine and the theoretical charging efficiency under the current operating conditions.

[0150] The decision module is used to determine, based on the current fuel injection position, whether the theoretical charging efficiency needs to be corrected.

[0151] An execution module is configured to, if so, determine a first target mapping relationship from multiple corrected mapping relationships based on the current fuel injection position and the current state of the variable valve timing system; and correct the theoretical charging efficiency based on the first target mapping relationship to obtain the actual charging efficiency of the engine.

[0152] The states include working states and non-working states. Different states correspond to different correction mapping relationships. The correction mapping relationships include correction factors corresponding to different operating conditions. The correction factors are used to correct the theoretical inflation efficiency.

[0153] Optionally, the acquisition module is further configured to acquire the current operating parameters of the engine, including the output speed and pressure ratio; and to acquire the theoretical charging efficiency corresponding to the current operating parameters from the charging efficiency mapping relationship; wherein the charging efficiency mapping relationship includes the theoretical charging efficiency corresponding to different operating parameters.

[0154] Optionally, the theoretical charging efficiency characterizes the actual charging efficiency of the engine when injecting fuel into the cylinder. The decision module is further used to determine whether the current fuel injection position is the in-cylinder injection; if yes, it is determined that the theoretical charging efficiency does not need to be corrected; if no, it is determined that the theoretical charging efficiency needs to be corrected.

[0155] Optionally, the execution module is further configured to determine a correction factor corresponding to the current operating condition based on the first target mapping relationship; and to correct the theoretical inflation efficiency based on the correction factor corresponding to the current operating condition.

[0156] Optionally, the system further includes an injection position determination module, used to determine a second target mapping relationship corresponding to the current load from multiple injection position mapping relationships based on the current load of the engine; wherein the injection position mapping relationship includes fuel injection positions corresponding to different injection control parameters, the injection control parameters including pollutant content in exhaust gas and / or fuel consumption rate; and to determine the current fuel injection position based on the current injection control parameters and the second target mapping relationship.

[0157] Optionally, the injection control parameters include the contaminant content. The injection position determination module is further configured to determine the current fuel injection position as intake manifold injection when the current contaminant content is less than a first preset content; to determine the current fuel injection position as both intake manifold and in-cylinder injection when the current contaminant content is greater than or equal to the first preset content and less than a second preset content; and to determine the current fuel injection position as in-cylinder injection when the current contaminant content is greater than or equal to the second preset content; wherein the first preset content is less than the second preset content.

[0158] Optionally, the injection control parameters include the fuel consumption rate. The injection position determination module is further configured to determine the current fuel injection position as intake manifold injection when the current fuel consumption rate is less than a first preset consumption rate; to determine the current fuel injection position as both intake manifold and in-cylinder injection when the current fuel consumption rate is greater than or equal to the first preset consumption rate and less than a second preset consumption rate; and to determine the current fuel injection position as in-cylinder injection when the current fuel consumption rate is greater than or equal to the second preset consumption rate; wherein the first preset consumption rate is less than the second preset consumption rate.

[0159] This application also provides a computer-readable storage medium storing a computer program / instructions thereon, which, when executed by a processor, implements a method for correcting engine charging efficiency as disclosed in this application.

[0160] This application also provides a vehicle, including an engine charging efficiency correction system provided in this application, or including a control module, the control module being used to implement the steps of the engine charging efficiency correction method described in this application.

[0161] This application first determines whether the theoretical charging efficiency under the current operating conditions needs to be corrected based on the engine's current fuel injection position. If correction is required, it then determines a first target mapping relationship from multiple correction mapping relationships, corresponding to the engine's current fuel injection position and the variable valve timing system state. This corrects the theoretical charging efficiency to obtain the actual charging efficiency. This application determines whether there is a difference between the theoretical and actual charging efficiency by using the engine's fuel injection position. If a difference exists, the theoretical charging efficiency is corrected using the first target mapping relationship corresponding to the engine's current fuel injection position and the variable valve timing system state to obtain the engine's actual charging efficiency. This avoids direct sensor measurement of charging efficiency, thus eliminating the influence of cylinder temperature and pressure on the determination of charging efficiency and improving the accuracy of determining the engine's actual charging efficiency.

[0162] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0163] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, systems, electronic devices, and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0164] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate 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.

[0165] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal 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.

[0166] Although preferred embodiments of the present 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 the embodiments of the present application.

[0167] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0168] The above provides a detailed description of the method, system, and vehicle for correcting engine charging efficiency provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for correcting engine charging efficiency, characterized in that, The engine is equipped with a variable valve timing system, and the method includes: Obtain the current fuel injection position of the engine and the theoretical charging efficiency under the current operating conditions; Based on the current fuel injection position, determine whether the theoretical charging efficiency needs to be corrected; If so, based on the current fuel injection position and the current state of the variable valve timing system, a first target mapping relationship is determined from multiple corrected mapping relationships; and based on the first target mapping relationship, the theoretical charging efficiency is corrected to obtain the actual charging efficiency of the engine. The states include working states and non-working states. Different states correspond to different correction mapping relationships. The correction mapping relationships include correction factors corresponding to different operating conditions. The correction factors are used to correct the theoretical inflation efficiency.

2. The method for correcting engine charging efficiency according to claim 1, characterized in that, The plurality of corrected mapping relationships include a first corrected mapping relationship and a second corrected mapping relationship. Determining the first target mapping relationship from the plurality of corrected mapping relationships based on the current fuel injection position and the current state of the variable valve timing system includes: When the current fuel injection position is intake manifold injection and the current state is non-operating, the first target mapping relationship is determined to include the first modified mapping relationship; When the current fuel injection position is both intake manifold and cylinder injection, and the current state is a non-operating state, the first target mapping relationship is determined to include the second modified mapping relationship.

3. The method for correcting engine charging efficiency according to claim 1, characterized in that, The steps to obtain the theoretical inflation efficiency under the current operating conditions include: Obtain the current operating parameters of the engine, including output speed and pressure ratio; From the inflation efficiency mapping relationship, obtain the theoretical inflation efficiency corresponding to the current operating parameters; wherein, the inflation efficiency mapping relationship includes the theoretical inflation efficiency corresponding to different operating parameters.

4. The method for correcting engine charging efficiency according to claim 1, characterized in that, The theoretical charging efficiency characterizes the actual charging efficiency of the engine when injecting fuel into the cylinder. Determining whether the theoretical charging efficiency needs correction based on the current fuel injection position includes: Determine whether the current fuel injection position is the in-cylinder injection; If so, then it is determined that no correction is needed to the theoretical inflation efficiency; If not, then it is determined that the theoretical inflation efficiency needs to be corrected.

5. The method for correcting engine charging efficiency according to claim 1, characterized in that, The step of correcting the theoretical inflation efficiency based on the first target mapping relationship includes: Based on the first target mapping relationship, determine the correction factor corresponding to the current operating condition; The theoretical inflation efficiency is corrected based on the correction factor corresponding to the current operating conditions.

6. The method for correcting engine charging efficiency according to claim 1, characterized in that, Before obtaining the current fuel injection position of the engine, the method further includes: Based on the current load of the engine, a second target mapping relationship corresponding to the current load is determined from multiple injection position mapping relationships; wherein, the injection position mapping relationship includes fuel injection positions corresponding to different injection control parameters, and the injection control parameters include the pollutant content in the exhaust gas and / or fuel consumption rate; The current fuel injection position is determined based on the mapping relationship between the current injection control parameters and the second target.

7. The method for correcting engine charging efficiency according to claim 6, characterized in that, The injection control parameters include the contaminant content, and determining the current fuel injection position based on the mapping relationship between the current injection control parameters and the second target includes: When the current pollutant content is less than the first preset content, the current fuel injection position is determined to be intake manifold injection; When the current pollutant content is greater than or equal to the first preset content and less than the second preset content, the current fuel injection position is determined to be both intake manifold and in-cylinder injection. When the current pollutant content is greater than or equal to the second preset content, the current fuel injection position is determined to be in-cylinder injection; Wherein, the first preset content is less than the second preset content.

8. The method for correcting engine charging efficiency according to claim 6, characterized in that, The injection control parameters include the fuel consumption rate, and determining the current fuel injection position based on the mapping relationship between the current injection control parameters and the second target includes: When the current fuel consumption rate is less than the first preset consumption rate, the current fuel injection position is determined to be intake manifold injection. When the current fuel consumption rate is greater than or equal to the first preset consumption rate and less than the second preset consumption rate, the current fuel injection position is determined to be both intake manifold and in-cylinder injection. When the current fuel consumption rate is greater than or equal to the second preset consumption rate, the current fuel injection position is determined to be in-cylinder injection; Wherein, the first preset consumption rate is less than the second preset consumption rate.

9. A system for correcting engine charging efficiency, characterized in that, The engine is equipped with a variable valve timing system, the system comprising: The acquisition module is used to acquire the current fuel injection position of the engine and the theoretical charging efficiency under the current operating conditions. The decision module is used to determine, based on the current fuel injection position, whether the theoretical charging efficiency needs to be corrected. An execution module is configured to, if so, determine a first target mapping relationship from multiple corrected mapping relationships based on the current fuel injection position and the current state of the variable valve timing system; and correct the theoretical charging efficiency based on the first target mapping relationship to obtain the actual charging efficiency of the engine. The states include working states and non-working states. Different states correspond to different correction mapping relationships. The correction mapping relationships include correction factors corresponding to different operating conditions. The correction factors are used to correct the theoretical inflation efficiency.

10. A vehicle, characterized in that, It includes the engine charging efficiency correction system as described in claim 9, or includes a control module for implementing the steps of the engine charging efficiency correction method as described in any one of claims 1-8.

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