Engine charge volume calibration method, device, equipment and storage medium

Abstract

The present application discloses a method, device, equipment and storage medium for calibrating an engine air charge, which relates to the field of vehicle control technology. The method includes: controlling a throttle valve in a first preset state and performing an air charge test based on various working conditions to obtain a primary air charge model; controlling a variable lift valve in a second preset state and performing an air charge test based on various working conditions to obtain a secondary air charge model; controlling a variable lift valve in a third preset state and performing an air charge test based on various working conditions to obtain a degradation model; calibrating the engine air charge according to the primary air charge model, the secondary air charge model and the degradation model; the method constructs multiple air charge models by performing a single variable air charge test on a fixed throttle valve and a variable lift valve, and when the vehicle is in different working conditions, determining a target air charge model among the multiple air charge models according to the states of the throttle valve and the variable lift valve, and calibrating the engine air charge based on the target air charge model, thereby obtaining a more accurate air charge under different working conditions.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to an engine charge volume calibration method, device, equipment and storage medium. Background Art

[0002] Modern high-performance engine designs increasingly pursue extreme performance. With increasingly stringent fuel efficiency requirements, more and more engines are incorporating variable valve lift (VVL) technology. Unlike the previously widely used throttle-controlled intake mode, VVL technology can significantly reduce pumping losses and improve engine efficiency. Furthermore, to better comply with the most stringent industry regulations, such as those of the EU, and focusing on the redundant design principles of ISO26262 functional safety, some engines incorporate both a variable valve lift system and a throttle valve for intake control. The presence of two intake control mechanisms complicates the calibration of engine charging models.

[0003] Currently, vehicles with both throttle control and variable valve lift control can only meet the engine charging model calibration of a single control intake mechanism. For engines with both variable valve lift and throttle, the intake volume of both is affected by the two intake control devices at the same time, and the charging model calibration cannot be completed.

[0004] The above content is only used to assist in understanding the technical solution of this application and does not constitute an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of this application is to provide an engine air charge calibration method, device, equipment and storage medium, aiming to solve the technical problem that the current vehicle engine has both variable valve lift technology and throttle valve to control the engine air charge at the same time, and it is impossible to accurately calibrate the air charge for various vehicle operating conditions.

[0006] To achieve the above objectives, the present application proposes a method for calibrating an engine air charge, the method comprising:

[0007] Controlling the throttle valve to a first preset state and controlling the variable lift valve to perform an inflation test based on various operating conditions to obtain a reference inflation volume, and obtaining a main inflation model based on the reference inflation volume corresponding to each operating condition;

[0008] Controlling the variable lift valve to a second preset state and controlling the throttle valve to perform an inflation test based on various operating conditions to obtain a test inflation volume, and obtaining a secondary inflation model based on a reference inflation volume corresponding to each operating condition;

[0009] Controlling the variable lift valve to a third preset state and controlling the throttle valve to perform an air charging test based on various operating conditions to obtain a degraded air charging amount, and obtaining a degraded model based on a reference air charging amount corresponding to each operating condition;

[0010] The engine charge volume is calibrated according to the primary charge model, the secondary charge model, and the degradation model to obtain the engine charge volume of each working condition.

[0011] In one embodiment, the first preset state is a fully open state;

[0012] The throttle is controlled to be in a first preset state and a variable lift valve is controlled based on various operating conditions to perform an inflation test to obtain a reference inflation amount, and a main inflation model is obtained according to the reference inflation amount corresponding to each operating condition, including:

[0013] The throttle valve is controlled to be in a fully open state and the combustion chamber charge volume of each working condition is obtained through a preset charge volume calculation model;

[0014] Control the throttle valve to be in the fully open state to perform the inflation test and obtain the reference inflation volume for each working condition;

[0015] The preset inflation volume calculation model is optimized according to the reference inflation volume to obtain a main inflation model.

[0016] In one embodiment, the step of controlling the throttle valve to be in a fully open state and obtaining the combustion chamber air charge of each working condition by using a preset air charge calculation model includes:

[0017] Control the throttle valve to be in a fully open state and obtain the engine speed and mean indicated effective pressure under various working conditions;

[0018] The combustion chamber air charge is obtained according to the engine speed and the mean indicated effective pressure based on a preset air charge calculation model.

[0019] In one embodiment, the throttle is controlled to be in a fully open state to perform an inflation test to obtain a reference inflation amount for each operating condition, including:

[0020] Controlling the throttle valve to be in a fully open state and performing an air charging test based on the various operating conditions to obtain test parameters, the test parameters including a fuel consumption parameter, an air-fuel ratio parameter, and an intake air temperature parameter;

[0021] Obtaining a real charge volume according to the fuel consumption parameter, the air-fuel ratio parameter, and the intake air temperature parameter;

[0022] A reference air charge is obtained according to the combustion chamber air charge and the actual air charge.

[0023] In one embodiment, the optimizing the preset inflation volume calculation model according to the reference inflation volume to obtain a main inflation model includes:

[0024] Constructing an inflation loss function according to the reference inflation;

[0025] The preset inflation volume calculation model is adjusted according to the inflation volume loss function to obtain a main inflation model.

[0026] In one embodiment, before calibrating the engine charge volume according to the primary charging model, the secondary charging model, and the degradation model, the method further includes:

[0027] Obtaining the combustion chamber charge volume and the actual charge volume of each operating condition of the primary charging model, the combustion chamber charge volume and the actual charge volume of each operating condition of the secondary charging model, and the combustion chamber charge volume and the actual charge volume of each operating condition of the degraded model;

[0028] Reviewing the main charging model according to the combustion chamber air charge volume and the actual air charge volume of the main charging model to obtain a main charging model review result;

[0029] Reviewing the substandard model according to the combustion chamber air charge volume and the actual air charge volume of the substandard model to obtain a review result of the substandard model;

[0030] Reviewing the degraded model according to the combustion chamber air charge and the actual air charge of the degraded model to obtain a degraded model review result;

[0031] When the primary filling model audit result, the secondary filling model audit result, and the degradation model audit result are all successful, a step of calibrating the engine charge volume according to the primary filling model, the secondary filling model, and the degradation model is performed.

[0032] In one embodiment, the auditing of the main charging model based on the combustion chamber charge volume and the actual charge volume of the main charging model to obtain the main charging model audit result specifically includes:

[0033] Obtaining a charging efficiency deviation for each operating condition according to the combustion chamber charging amount and the actual charging amount;

[0034] Obtain the number of operating conditions where the inflation efficiency deviation is less than a preset deviation threshold;

[0035] When the proportion of the number of the operating conditions in the total number of operating conditions is less than the proportion threshold, determining that the main charging model audit result is audit failure;

[0036] When the proportion of the number of the operating conditions in the total number of operating conditions is greater than or equal to the proportion threshold, the main charging model audit result is determined to be a successful audit.

[0037] In addition, to achieve the above-mentioned purpose, the present application also proposes an engine air charge calibration device, the engine air charge calibration device comprising:

[0038] a model building module, configured to control the throttle valve to be in a first preset state and to control the variable lift valve to perform an inflation test based on various operating conditions to obtain a reference inflation volume, and to obtain a main inflation model based on the reference inflation volume corresponding to each operating condition;

[0039] The model building module is further configured to control the variable lift valve to be in a second preset state and control the throttle valve to perform an inflation test based on various operating conditions to obtain a test inflation volume, and obtain a secondary inflation model based on a reference inflation volume corresponding to each operating condition;

[0040] The model building module is further configured to control the variable lift valve to be in a third preset state and control the throttle valve to perform an air charging test based on various operating conditions to obtain a degraded air charging amount, and obtain a degraded model based on a reference air charging amount corresponding to each operating condition;

[0041] The air charge calibration module is used to calibrate the engine air charge according to the primary charging model, the secondary charging model and the degradation model to obtain the engine air charge of each working condition.

[0042] In addition, to achieve the above-mentioned purpose, the present application also proposes an engine air charge calibration device, which includes: a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the computer program is configured to implement the steps of the engine air charge calibration method as described above.

[0043] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the engine air charge calibration method as described above are implemented.

[0044] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program. When the computer program is executed by a processor, the steps of the engine charge amount calibration method as described above are implemented.

[0045] One or more technical solutions proposed in this application have at least the following technical effects:

[0046] By fixing the state of one of the throttle and variable lift valve and changing the other state to perform inflation volume testing, multiple inflation models are constructed. Based on the multiple inflation models, when the vehicle is in different working conditions, the inflation model is determined according to the state of the throttle and variable lift valve to calibrate the engine inflation volume, thereby obtaining a more accurate inflation volume under different working conditions based on the inflation model. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0048] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0049] Figure 1 A flow chart of the first embodiment of the method for calibrating the engine charge volume of the present application;

[0050] Figure 2 A detailed flowchart of a method for calibrating engine air charge volume provided in one embodiment of the present application;

[0051] Figure 3 A flow chart of the second embodiment of the method for calibrating the engine charge volume of the present application is provided;

[0052] Figure 4 This is a schematic diagram of the module structure of the engine charge volume calibration device according to an embodiment of the present application;

[0053] Figure 5 Schematic diagram of the equipment structure of the hardware operating environment involved in the engine air charge calibration method in the embodiment of the present application. DETAILED DESCRIPTION

[0054] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0055] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0056] The main solution of the embodiment of the present application is: controlling the throttle valve to be in a first preset state and controlling the variable lift valve to perform an inflation test based on various operating conditions to obtain a reference inflation volume, and obtaining a main inflation model based on the reference inflation volume corresponding to each operating condition;

[0057] Controlling the variable lift valve to a second preset state and controlling the throttle valve to perform an inflation test based on various operating conditions to obtain a test inflation volume, and obtaining a secondary inflation model based on a reference inflation volume corresponding to each operating condition;

[0058] Controlling the variable lift valve to a third preset state and controlling the throttle valve to perform an air charging test based on various operating conditions to obtain a degraded air charging amount, and obtaining a degraded model based on a reference air charging amount corresponding to each operating condition;

[0059] The engine charge volume is calibrated according to the primary charge model, the secondary charge model, and the degradation model to obtain the engine charge volume of each working condition.

[0060] In this embodiment, for ease of description, the following description is made with the identification of the engine charge volume calibration device as the execution subject.

[0061] Modern high-performance engine designs are increasingly striving for extreme performance. With the demand for ever-more extreme fuel efficiency, more and more engines are incorporating variable valve lift (VVL) technology. Unlike the previously widely used throttle-controlled intake mode, VVL technology can significantly reduce pumping losses and improve engine efficiency. Furthermore, to better comply with the most stringent industry regulations, such as those of the EU, and focusing on the redundant design principles of ISO 26262 functional safety, some engines are equipped with both a VVL system and a throttle valve for intake control. The presence of two intake control mechanisms complicates engine charge model calibration. Currently, vehicles equipped with both throttle and VVL control systems can only calibrate an engine charge model for a single intake control mechanism. For engines equipped with both VVL and throttle, the intake volume of both intake control mechanisms is affected by both, making charge model calibration impossible.

[0062] The present application provides a solution to construct multiple inflation models by conducting single-variable inflation volume tests using a fixed throttle and a variable lift valve. When the vehicle is in different operating conditions, the target inflation model among the multiple inflation models is determined according to the status of the throttle and the variable lift valve, and the engine inflation volume is calibrated based on the target inflation model, thereby obtaining a more accurate inflation volume under different operating conditions.

[0063] It can be seen from the above embodiments that the present application discloses an engine air charge calibration method, device, equipment and storage medium, which relates to the field of vehicle control technology, and discloses: controlling the throttle valve to be in a first preset state and performing an air charge test based on various working conditions to obtain a main air charge model; controlling the variable lift valve to be in a second preset state and performing an air charge test based on various working conditions to obtain a secondary air charge model; controlling the variable lift valve to be in a third preset state and performing an air charge test based on various working conditions to obtain a degradation model; calibrating the engine air charge according to the main air charge model, the secondary air charge model and the degradation model; the method constructs multiple air charge models by performing a single variable air charge test on a fixed throttle valve and a variable lift valve, and when the vehicle is in different working conditions, determines a target air charge model among the multiple air charge models according to the state of the throttle valve and the variable lift valve, and calibrates the engine air charge based on the target air charge model, thereby obtaining a more accurate air charge under different working conditions.

[0064] It should be noted that the execution subject of this embodiment may be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device capable of implementing the above functions, an engine air charge calibration device, etc. The following uses the engine air charge calibration device as an example to illustrate this embodiment and the following embodiments.

[0065] Based on this, the embodiment of the present application provides a method for calibrating the engine charge volume, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the engine charge volume calibration method of the present application.

[0066] In this embodiment, the engine charge volume calibration method includes steps S10 to S40:

[0067] Step S10 , controlling the throttle valve to be in a first preset state and controlling the variable lift valve to perform an inflation test based on various operating conditions to obtain a reference inflation amount, and obtaining a main inflation model according to the reference inflation amount corresponding to each operating condition.

[0068] It should be noted that the first preset state is the fully open state. In simple terms, it can be modified through the bench calibration software, or the mechanical control components of the throttle can be debugged to adjust the throttle state to fully open, simulating the normal pipeline state, and the engine's intake adjustment is controlled by a single component of the variable lift valve system throughout the process.

[0069] It should be noted that the definitions of various operating conditions can be distinguished based on the engine speed Nk and the indicated mean effective pressure PME as coordinate axes. For details, please refer to Table 1 below:

[0070] Table 1

[0071]

[0072] It is understandable that the reference charging volume can be understood as the charging volume calibrated for each working condition in the main charging model.

[0073] In a feasible implementation, step S10 may include steps A11 to A13:

[0074] Step A11: Control the throttle valve to be in a fully open state and obtain the combustion chamber air charge of each working condition through a preset air charge calculation model.

[0075] It is understandable that the preset inflation volume calculation model can be a prediction model whose input is engine speed and mean indicated effective pressure and whose output is inflation volume. The model can be a neural network model or other models. The specific model construction and the type of neural network of the model are not limited in this embodiment and can be adjusted according to actual conditions.

[0076] It should be understood that the engine speed and mean indicated effective pressure corresponding to each working condition are predicted according to the preset charge calculation model to obtain the combustion chamber charge for each working condition, which can also be understood as the estimated charge.

[0077] It should be noted that the throttle is controlled to be in a fully open state and the combustion chamber air charge of each working condition is obtained through a preset air charge calculation model, including: controlling the throttle to be in a fully open state and obtaining the engine speed and mean indicated effective pressure of each working condition; obtaining the combustion chamber air charge according to the engine speed and the mean indicated effective pressure based on the preset air charge calculation model.

[0078] Step A12: Control the throttle valve to be in a fully open state to perform an inflation test to obtain a reference inflation volume for each working condition.

[0079] It should be noted that the throttle is controlled to be in a fully open state for the inflation test to obtain the reference inflation volume of each operating condition, including: controlling the throttle to be in a fully open state and performing the inflation test based on the various operating conditions to obtain test parameters, the test parameters including fuel consumption parameters, air-fuel ratio parameters and intake temperature parameters; obtaining the actual inflation volume according to the fuel consumption parameters, the air-fuel ratio parameters and the intake temperature parameters; obtaining the reference inflation volume according to the combustion chamber inflation volume and the actual inflation volume.

[0080] It should be noted that while controlling the throttle valve to be in a fully open state and performing inflation tests based on the various operating conditions, external sensors such as a combustion analyzer, an air-fuel ratio analyzer, and an intake air temperature sensor are connected to the engine test bench, and test parameters are obtained based on these external sensors.

[0081] Among them, it is understandable that the signals measured by bench measurement and control equipment such as fuel consumption meters, air-fuel ratio analyzers, intake air temperature sensors, etc. are all measured parameters obtained in the inflation test. The actual intake volume of the engine under various working conditions can be calculated through the measured parameters.

[0082] It should be noted that obtaining the reference air charge according to the combustion chamber air charge and the actual air charge may be performed by correcting the combustion chamber air charge by the actual air charge under the same working conditions to obtain the reference air charge.

[0083] Among them, it should be further explained that the correction of the combustion chamber charge volume by the actual charge volume under the same working conditions can be based on multiple charge volume differences between the actual charge volume and the combustion chamber charge volume under multiple working conditions, an average charge volume difference is obtained based on the multiple charge volume differences, and the combustion chamber charge volume is corrected according to the average charge volume difference; it can also be based on the actual charge volume and the combustion chamber charge volume under the same working conditions to obtain the charge volume difference, and the combustion chamber charge volume is corrected according to the percentage of the charge volume difference to obtain a reference charge volume.

[0084] Step A13: Optimize the preset inflation volume calculation model according to the reference inflation volume to obtain a main inflation model.

[0085] It should be noted that the optimization of the preset inflation volume calculation model according to the reference inflation volume to obtain the main inflation model includes: constructing an inflation volume loss function according to the reference inflation volume; and adjusting the preset inflation volume calculation model according to the inflation volume loss function to obtain the main inflation model.

[0086] It is understandable that the inflation loss is obtained according to the mean square error (MSE) or absolute error (AE) or other suitable error metrics between the reference inflation amount and the actual inflation amount, and the inflation loss function is constructed according to the inflation loss.

[0087] It should be noted that adjusting the preset air-charge calculation model based on the air-charge loss function to obtain the primary air-charge model can be accomplished by using the constructed loss function as a feedback signal and adjusting the parameters of the preset air-charge calculation model through an algorithm (such as gradient descent, genetic algorithm, particle swarm optimization, etc.). The goal is to minimize the loss function, that is, to reduce the gap between the predicted value and the measured value. This process may require multiple iterations, with each iteration adjusting the model parameters based on the gradient of the current loss function (or other optimization criteria) until a predetermined convergence criterion is reached (such as a loss function value below a certain threshold, or a parameter change below a certain threshold. The threshold can be set manually, and the specific value can be set according to actual needs, which is not limited in this embodiment). After optimization and adjustment, the preset air-charge calculation model becomes more accurate and can more accurately predict the air charge under different operating conditions when the variable lift valve is in the first preset state. This optimized model is the primary air-charge model.

[0088] In this implementation, by conducting actual inflation tests and obtaining reference inflation volumes, and then comparing these measured values ​​with the model's predicted values, the accuracy of the model can be intuitively assessed, ensuring both reliability and precision. The preset inflation volume calculation model is optimized based on the reference inflation volume. The optimized main inflation model better reflects the actual engine operating conditions, optimizing the inflation process and ensuring efficient and stable engine operation under various operating conditions.

[0089] The above is only a feasible implementation of step S10 provided in this embodiment, and this embodiment does not specifically limit the specific implementation of step S10.

[0090] Step S20, controlling the variable lift valve to be in a second preset state and controlling the throttle valve to perform an inflation test based on various working conditions to obtain a test inflation volume, and obtaining a secondary inflation model based on a reference inflation volume corresponding to each working condition.

[0091] It should be noted that controlling the variable lift valve to be in the second preset state can be achieved by modifying the bench calibration software, or debugging the mechanical control components of the variable valve lift system, so that the variable valve lift state is debugged to jump only between the closed and maximum lift positions throughout the entire process, simulating the two normal valve switch states.

[0092] It is understandable that controlling the throttle valve to perform the inflation test based on various working conditions can achieve the air intake regulation of the engine based on the control of a single component of the throttle valve throughout the entire process of various working conditions.

[0093] It should be noted that the test charge volume is calculated using the same steps as the reference charge volume calculation. The variable lift valve is controlled to jump between the closed and maximum lift positions, and the combustion chamber charge volume for each operating condition is obtained using a preset charge volume calculation model. The variable lift valve is controlled to jump between the closed and maximum lift positions, and the throttle opening is continuously adjusted based on different operating conditions to perform charge tests, resulting in test charge volumes for each operating condition. The preset charge volume calculation model is optimized based on the test charge volume to obtain a secondary charge model. Other relevant detailed steps are the same as those for constructing the primary charge model and are not detailed here.

[0094] Step S30 , controlling the variable lift valve to be in a third preset state and controlling the throttle valve to perform an air charging test based on various operating conditions to obtain a degraded air charging amount, and obtaining a degraded model according to a reference air charging amount corresponding to each operating condition.

[0095] It should be noted that through the modification of the bench calibration software, the variable valve lift is adjusted to a fault state, that is, the third preset state. In this state, the intake volume is mainly controlled by the throttle valve. At the same time, the variable valve lift cannot work normally, and the intake volume will be restricted on the intake valve side.

[0096] It should be noted that the calculation method for the degraded charge volume is the same as the reference charge calculation steps. The variable lift valve is controlled to remain fixed at a certain lift, and the intake volume is restricted on the intake valve side. The combustion chamber charge volume for each operating condition is obtained using a preset charge volume calculation model. The variable lift valve is controlled to remain fixed at a certain lift, and the throttle opening is continuously adjusted based on different operating conditions to obtain the degraded charge volume for each operating condition. The preset charge volume calculation model is optimized based on the degraded charge volume to obtain the degraded model. Other relevant detailed steps are the same as those for constructing the main charge model and are not detailed here.

[0097] Step S40 , calibrating the engine air charge according to the primary charging model, the secondary charging model, and the degradation model to obtain the engine air charge of each working condition.

[0098] It is understandable that after successfully constructing the main charging model, the secondary charging model and the degradation model, the three models can be set in the vehicle-mounted system. The vehicle-mounted system obtains the vehicle throttle state and the variable lift valve state, and selects the main charging model, the secondary charging model and one of the degradation models as the target model based on the vehicle throttle state and the variable lift valve state. When the current working condition of the vehicle is obtained, a more accurate engine charging model under the working condition can be obtained based on the working condition and the target model.

[0099] It should be noted that the throttle valve and the variable lift valve can be controlled by the vehicle system to be in any one of the first preset state, the second preset state and the third preset state, and the target model can be determined from the main filling model, the secondary filling model and the degradation model based on the state selected by the vehicle, so as to obtain the inflation volume corresponding to the current working condition.

[0100] In the specific implementation, the complete process of engine charge volume calibration can be referred to Figure 2 The figure specifically describes how to modify the bench calibration software or debug the mechanical control components of the throttle valve, and debug the throttle valve state to fully open to obtain a variable valve lift intake mode, that is, a first preset state. Based on the first preset state, external sensors such as a combustion analyzer, an air-fuel ratio analyzer, and an intake air temperature sensor are connected to the engine test bench, and a sweep point test (i.e., an air charge test) is performed on the engine in this state under different operating conditions. Based on the air charge test, the actual intake air volume is estimated according to the detection signals of the bench measurement and control equipment (fuel consumption meter, air-fuel ratio analyzer, intake air temperature sensor, etc.). At the same time, the relevant control parameters of the electronic fuel injection system are calibrated so that the combustion chamber air volume is calculated from the electronic fuel injection system sensor signal. Based on the actual intake air volume estimation and the combustion chamber air volume, the main charging model is confirmed, and so on to obtain the secondary charging model and the degraded model.

[0101] It is worth mentioning that the problem of difficulty in calibrating the charging model of an engine with both variable valve lift and throttle can be solved by switching and managing the modes, which ensures good combustion effect and improves the control stability of the engine.

[0102] This embodiment provides an engine air charge calibration method, which constructs multiple air charge models by performing single-variable air charge tests using a fixed throttle and a variable lift valve. When the vehicle is in different operating conditions, the target air charge model among the multiple air charge models is determined according to the status of the throttle and the variable lift valve. The engine air charge is calibrated based on the target air charge model, thereby obtaining a more accurate air charge under different operating conditions.

[0103] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 3 Before step S40, the engine charge volume calibration method further includes steps S401 to S405:

[0104] Step S401, obtaining the combustion chamber charge and the actual charge of each working condition of the main filling model, the combustion chamber charge and the actual charge of each working condition of the secondary filling model, and the combustion chamber charge and the actual charge of each working condition of the degraded model.

[0105] It can be understood that the main filling model includes multiple working conditions, each working condition corresponds to the combustion chamber charge and the actual charge; similarly, the secondary filling model includes multiple working conditions, each working condition corresponds to the combustion chamber charge and the actual charge; similarly, the degradation model includes multiple working conditions, each working condition corresponds to the combustion chamber charge and the actual charge.

[0106] Step S402 : reviewing the main charging model according to the combustion chamber charge volume and the actual charge volume of the main charging model to obtain a main charging model review result.

[0107] It is understandable that the main charging model audit results may include audit success and audit failure.

[0108] It should be understood that the purpose of reviewing the main charging model is to check whether there are multiple large deviations between the combustion chamber charge and the estimated charge, the factors causing this situation, and at the same time, the model needs to be optimized again.

[0109] In a feasible implementation, step S402 may include steps A4021 to A4024:

[0110] Step A4021, obtaining the charging efficiency deviation of each working condition based on the combustion chamber charging amount and the actual charging amount.

[0111] It should be noted that the charging efficiency deviation may be the difference between the combustion chamber charging amount and the actual charging amount.

[0112] Step A4022: Obtain the number of operating conditions where the inflation efficiency deviation is less than a preset deviation threshold.

[0113] It is understandable that the preset deviation threshold may be in the range of -5%-5%, where 5% and -5% may be 5% of the actual air charge or 5% of the combustion chamber air charge.

[0114] In a specific implementation, the combustion chamber air volume is 1000, the actual air volume is 1200, the determined air filling efficiency deviation is 200, the preset deviation threshold is -50-50, 200 is 20% of 1000, and 200 is 16.7% of 1200, which exceeds the range of -5%-5%.

[0115] It should be noted that the main charging model includes multiple working conditions. The charging efficiency deviation of some working conditions may be less than the preset deviation threshold, while the charging efficiency deviation of some working conditions may be greater than or equal to the preset deviation threshold.

[0116] Step A4023: When the proportion of the number of the operating conditions in the total number of operating conditions is less than the proportion threshold, it is determined that the main charging model audit result is an audit failure.

[0117] It can be understood that the total number of operating conditions is the total number of operating conditions calibrated during calibration of the main charging model.

[0118] In a specific implementation, if the total number of operating conditions is 50, and the number of operating conditions in which the inflation efficiency deviation is less than the preset deviation threshold is 48, then the number of operating conditions 48 accounts for 96% of the total number of operating conditions 50.

[0119] It should be understood that the percentage threshold is a preset value, which may be 95%, 98%, etc.

[0120] It is understandable that when the proportion is less than the proportion threshold, the audit result of the model is audit failure.

[0121] In step A4024, when the proportion of the number of the operating conditions in the total number of operating conditions is greater than or equal to the proportion threshold, the main charging model audit result is successful.

[0122] In this implementation, by comparing the reference inflation volume with the model-predicted inflation volume, the inflation efficiency deviation is calculated, which directly reflects the model's accuracy in predicting various operating conditions. By counting the percentage of operating conditions where the inflation efficiency deviation is less than a preset deviation threshold, the model's applicability and reliability can be dynamically monitored. If the model prediction error is within an acceptable range for most operating conditions, the model is considered a successful audit, indicating that the model can effectively cover most operating conditions. Otherwise, the audit fails, indicating that the model needs to be adjusted or improved.

[0123] The above is only a feasible implementation of step S402 provided in this embodiment, and this embodiment does not specifically limit the specific implementation of step S402.

[0124] Step S403: review the substandard model according to the combustion chamber air charge volume and the actual air charge volume of the substandard model to obtain a review result of the substandard model.

[0125] It is understandable that the charging efficiency deviation of each working condition is obtained based on the combustion chamber charging volume and the actual charging volume of the secondary charging model, and the number of working conditions in which the charging efficiency deviation is less than the preset deviation threshold is obtained. When the proportion of the number of working conditions in the total number of working conditions is less than the proportion threshold, the audit result of the main charging model is audit failure. When the proportion of the number of working conditions in the total number of working conditions is greater than or equal to the proportion threshold, the audit result of the main charging model is audit success.

[0126] Step S404 , reviewing the degraded model according to the combustion chamber air charge of the degraded model and the actual air charge, and obtaining a degraded model review result.

[0127] It is understandable that the charging efficiency deviation of each working condition is obtained based on the combustion chamber charging volume and the actual charging volume of the degraded model, and the number of working conditions in which the charging efficiency deviation is less than the preset deviation threshold is obtained. When the proportion of the number of working conditions in the total number of working conditions is less than the proportion threshold, the main charging model review result is audit failure. When the proportion of the number of working conditions in the total number of working conditions is greater than or equal to the proportion threshold, the main charging model review result is audit success.

[0128] Step S405 , when the audit results of the primary charging model, the secondary charging model and the degradation model are all successful, execute the step of calibrating the engine charge volume according to the primary charging model, the secondary charging model and the degradation model.

[0129] It is understandable that the audit results of the primary charging model, the audit results of the secondary charging model and the degradation model will be written into the vehicle control system at the same time. All three models may be used. The calibration of the vehicle engine charging model is completed only when all three models are successfully audited.

[0130] This embodiment provides an engine charge calibration method. By comparing the model-predicted combustion chamber charge with the actual charge obtained from actual testing, the model's prediction accuracy under various operating conditions can be directly evaluated. Engine charge calibration is performed only when the primary, secondary, and degraded models have all passed review—that is, when the predicted results are highly consistent with the actual test results. This ensures that the engine achieves the optimal charge control strategy under various operating modes, thereby optimizing the engine's combustion efficiency, power output, and fuel economy.

[0131] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the engine charge volume calibration method of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0132] This application also provides an engine charge calibration device, please refer to Figure 4 , the engine charge amount calibration device includes:

[0133] A model building module 10 is configured to control the throttle valve to be in a first preset state and to control the variable lift valve to perform an inflation test based on various operating conditions to obtain a reference inflation volume, and to obtain a main inflation model based on the reference inflation volume corresponding to each operating condition;

[0134] The model building module 10 is further configured to control the variable lift valve to be in a second preset state and control the throttle valve to perform an inflation test based on various operating conditions to obtain a test inflation volume, and to obtain a secondary inflation model based on a reference inflation volume corresponding to each operating condition;

[0135] The model building module 10 is further configured to control the variable lift valve to be in a third preset state and control the throttle valve to perform an air charging test based on various operating conditions to obtain a degraded air charging amount, and to obtain a degraded model based on a reference air charging amount corresponding to each operating condition;

[0136] The air charge calibration module 20 is configured to calibrate the engine air charge according to the primary charging model, the secondary charging model, and the degradation model to obtain the engine air charge under various operating conditions.

[0137] The engine air volume calibration device provided in this application utilizes the engine air volume calibration method described in the aforementioned embodiments, resolving the technical issue of vehicle engines currently experiencing a difficulty in accurately calibrating air volume for various operating conditions due to the simultaneous use of variable valve lift technology and throttle control. Compared to the prior art, the engine air volume calibration device provided in this application offers the same beneficial effects as the engine air volume calibration method described in the aforementioned embodiments. Other technical features of the engine air volume calibration device are the same as those disclosed in the aforementioned embodiments and are not further elaborated upon here.

[0138] The present application provides an engine air charge calibration device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the engine air charge calibration method in the above-mentioned embodiment one.

[0139] Reference below Figure 5 , which shows a schematic diagram of the structure of an engine air charge calibration device suitable for implementing an embodiment of the present application. The engine air charge calibration device in the embodiment of the present application may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 5 The engine charge calibration device shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0140] like Figure 5As shown, the engine air charge calibration device may include a processing device 1001 (e.g., a central processing unit, graphics processing unit, etc.), which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 1002 or programs loaded from a storage device 1003 into a random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the operation of the engine air charge calibration device. Processing device 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems may be connected to I / O interface 1006: input device 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output device 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage device 1003 including, for example, a magnetic tape, hard disk, etc.; and communication device 1009. Communication device 1009 may allow the engine air charge calibration device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows an engine air charge calibration device with various systems, it should be understood that implementation or presence of all the illustrated systems is not required. More or fewer systems may alternatively be implemented or present.

[0141] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0142] The engine air volume calibration device provided in this application utilizes the engine air volume calibration method described in the aforementioned embodiment, resolving the technical issue of vehicle engines currently experiencing a difficulty in accurately calibrating air volume for various operating conditions due to the simultaneous use of variable valve lift technology and a throttle valve to control engine air volume. Compared to the prior art, the engine air volume calibration device provided in this application offers the same beneficial effects as the engine air volume calibration method described in the aforementioned embodiment. Other technical features of this engine air volume calibration device are the same as those disclosed in the aforementioned embodiment and are not further elaborated upon here.

[0143] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0144] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0145] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, a computer program) stored thereon, the computer-readable program instructions being used to execute the engine charge amount calibration method in the above-mentioned embodiment.

[0146] The computer-readable storage medium provided herein may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including, but not limited to, wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0147] The computer-readable storage medium may be included in the engine air charge calibration device; or may exist independently without being assembled into the engine air charge calibration device.

[0148] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the engine air charge calibration device, the engine air charge calibration device: controls the throttle valve to be in a first preset state and controls the variable lift valve to perform an air charge test based on various working conditions to obtain a reference air charge, and obtains a main air charge model according to the reference air charge corresponding to each working condition; controls the variable lift valve to be in a second preset state and controls the throttle valve to perform an air charge test based on various working conditions to obtain a test air charge, and obtains a secondary air charge model according to the reference air charge corresponding to each working condition; controls the variable lift valve to be in a third preset state and controls the throttle valve to perform an air charge test based on various working conditions to obtain a degraded air charge, and obtains a degraded model according to the reference air charge corresponding to each working condition; calibrates the engine air charge according to the main air charge model, the secondary air charge model and the degraded model to obtain the engine air charge of each working condition.

[0149] Computer program code for performing the operations of the present application may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0150] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0151] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0152] The computer-readable storage medium provided in this application stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned engine air charge calibration method. This computer-readable storage medium can address the current technical issue of vehicle engines simultaneously controlling engine air charge with both variable valve lift technology and a throttle, preventing accurate air charge calibration for various vehicle operating conditions. Compared to the prior art, the computer-readable storage medium provided in this application offers the same beneficial effects as the engine air charge calibration method provided in the aforementioned embodiments, and will not be further elaborated upon here.

[0153] The present application also provides a computer program product, comprising a computer program, which implements the steps of the above-mentioned engine charge calibration method when executed by a processor.

[0154] The computer program product provided in this application can address the technical issue of vehicle engines currently operating under variable valve lift technology and throttle control, resulting in an inability to accurately calibrate the air volume for each vehicle operating condition. Compared to the prior art, the computer program product provided in this application offers the same beneficial effects as the engine air volume calibration method provided in the aforementioned embodiments, and will not be further elaborated upon here.

[0155] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for calibrating engine charge volume, characterized in that: The engine charge amount calibration method comprises: Controlling the throttle valve to a first preset state and controlling the variable lift valve to perform an inflation test based on various operating conditions to obtain a reference inflation volume, and obtaining a main inflation model based on the reference inflation volume corresponding to each operating condition; Controlling the variable lift valve to a second preset state and controlling the throttle valve to perform an inflation test based on various operating conditions to obtain a test inflation volume, and obtaining a secondary inflation model based on a reference inflation volume corresponding to each operating condition; Controlling the variable lift valve to a third preset state and controlling the throttle valve to perform an air charging test based on various operating conditions to obtain a degraded air charging amount, and obtaining a degraded model based on a reference air charging amount corresponding to each operating condition; The engine charge volume is calibrated according to the primary charge model, the secondary charge model, and the degradation model to obtain the engine charge volume of each working condition.

2. The engine charge calibration method according to claim 1, characterized in that: The first preset state is a fully open state; The throttle is controlled to be in a first preset state and a variable lift valve is controlled based on various operating conditions to perform an inflation test to obtain a reference inflation amount, and a main inflation model is obtained according to the reference inflation amount corresponding to each operating condition, including: The throttle valve is controlled to be in a fully open state and the combustion chamber charge volume of each working condition is obtained through a preset charge volume calculation model; Control the throttle valve to be in the fully open state to perform the inflation test and obtain the reference inflation volume for each working condition; The preset inflation volume calculation model is optimized according to the reference inflation volume to obtain a main inflation model.

3. The engine charge calibration method according to claim 2, characterized in that: The control of the throttle valve to be in a fully open state and obtaining the combustion chamber air charge of each working condition by a preset air charge calculation model include: Control the throttle valve to be in a fully open state and obtain the engine speed and mean indicated effective pressure under various working conditions; The combustion chamber air charge is obtained according to the engine speed and the mean indicated effective pressure based on a preset air charge calculation model.

4. The engine charge calibration method according to claim 2, characterized in that: The throttle is controlled to be in a fully open state to perform an inflation test to obtain a reference inflation volume for each working condition, including: Controlling the throttle valve to be in a fully open state and performing an air charging test based on the various operating conditions to obtain test parameters, the test parameters including a fuel consumption parameter, an air-fuel ratio parameter, and an intake air temperature parameter; Obtaining a real charge volume according to the fuel consumption parameter, the air-fuel ratio parameter, and the intake air temperature parameter; A reference air charge is obtained according to the combustion chamber air charge and the actual air charge.

5. The engine charge calibration method according to claim 2, characterized in that: The step of optimizing the preset inflation volume calculation model according to the reference inflation volume to obtain a main inflation model includes: Constructing an inflation loss function according to the reference inflation; The preset inflation volume calculation model is adjusted according to the inflation volume loss function to obtain a main inflation model.

6. The engine charge calibration method according to claim 1, characterized in that: Before calibrating the engine charge volume according to the primary charge model, the secondary charge model, and the degradation model, the method further includes: Obtaining the combustion chamber charge volume and the actual charge volume of each operating condition of the primary charging model, the combustion chamber charge volume and the actual charge volume of each operating condition of the secondary charging model, and the combustion chamber charge volume and the actual charge volume of each operating condition of the degraded model; Reviewing the main charging model according to the combustion chamber air charge volume and the actual air charge volume of the main charging model to obtain a main charging model review result; Reviewing the substandard model according to the combustion chamber air charge volume and the actual air charge volume of the substandard model to obtain a review result of the substandard model; Reviewing the degraded model according to the combustion chamber air charge and the actual air charge of the degraded model to obtain a degraded model review result; When the primary filling model audit result, the secondary filling model audit result, and the degradation model audit result are all successful, a step of calibrating the engine charge volume according to the primary filling model, the secondary filling model, and the degradation model is performed.

7. The engine charge calibration method according to claim 6, characterized in that: The main filling model is audited according to the combustion chamber air charge of the main filling model and the actual air charge to obtain the main filling model audit result, specifically including: Obtaining a charging efficiency deviation for each operating condition according to the combustion chamber charging amount and the actual charging amount; Obtain the number of operating conditions where the inflation efficiency deviation is less than a preset deviation threshold; When the proportion of the number of the operating conditions in the total number of operating conditions is less than the proportion threshold, determining that the main charging model audit result is audit failure; When the proportion of the number of the operating conditions in the total number of operating conditions is greater than or equal to the proportion threshold, the main charging model audit result is determined to be a successful audit.

8. An engine charge calibration device, characterized in that: The engine charge amount calibration device comprises: a model building module, configured to control the throttle valve to be in a first preset state and to control the variable lift valve to perform an inflation test based on various operating conditions to obtain a reference inflation volume, and to obtain a main inflation model based on the reference inflation volume corresponding to each operating condition; The model building module is further configured to control the variable lift valve to be in a second preset state and control the throttle valve to perform an inflation test based on various operating conditions to obtain a test inflation volume, and obtain a secondary inflation model based on a reference inflation volume corresponding to each operating condition; The model building module is further configured to control the variable lift valve to be in a third preset state and control the throttle valve to perform an air charging test based on various operating conditions to obtain a degraded air charging amount, and obtain a degraded model based on a reference air charging amount corresponding to each operating condition; The air charge calibration module is used to calibrate the engine air charge according to the primary charging model, the secondary charging model and the degradation model to obtain the engine air charge of each working condition.

9. An engine charge calibration device, characterized in that: The device includes: a memory, a processor, and an engine air charge calibration program stored in the memory and executable on the processor, wherein the engine air charge calibration program is configured to implement the engine air charge calibration method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium stores an engine air charge calibration program, and when the engine air charge calibration program is executed by the processor, the engine air charge calibration method according to any one of claims 1 to 7 is implemented.

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