Exhaust control method, device, electronic equipment and storage medium

Abstract

The present application discloses an exhaust control method, device, electronic device and storage medium. The method can be applied to a controller of an engine system. An exhaust cross-section adjustment device in the engine system is controlled by the controller. The exhaust cross-section adjustment device is used to adjust the exhaust cross-section of an exhaust pipe of an engine in the engine system. First, the adjustment position opening of the exhaust cross-section adjustment device is determined according to the actual exhaust flow rate and the target exhaust flow rate of the exhaust pipe. Then, the target position opening of the exhaust cross-section adjustment device is determined according to the adjustment position opening and the feedforward position opening of the exhaust cross-section adjustment device. The position opening of the exhaust cross-section adjustment device is adjusted to the target position opening. The position opening of the exhaust cross-section adjustment device can be adjusted according to the size relationship between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate, covering all engine working conditions, and ensuring that the exhaust gas turbocharger in the engine system always has an optimal state for the absorption and utilization efficiency of exhaust energy.

Description

Technical Field

[0001] The present application relates to the field of exhaust control technology, and in particular to an exhaust control method, device, electronic equipment and storage medium. Background Art

[0002] The exhaust gas of the engine has the characteristics of high temperature, fast flow rate, and the flow rate changes continuously with the engine working conditions. In the engine system, the energy of the supercharger of the supercharged and intercooled engine comes from the utilization of exhaust energy, and the energy utilization efficiency is closely related to the exhaust flow rate and exhaust flow direction in the exhaust pipe.

[0003] The inventors have found that although the exhaust flow rate and exhaust flow direction of the high-temperature exhaust gas can be intervened by setting an exhaust cross-section adjustment device in the exhaust pipe to improve the absorption and utilization of exhaust energy by the turbine end of the exhaust gas turbocharger; however, the existing exhaust control can only simply control the exhaust cross-section adjustment device to adjust the exhaust cross-section of the exhaust pipe according to whether the engine is in an idle condition, resulting in low absorption and utilization efficiency of the exhaust energy by the exhaust gas turbocharger. Summary of the invention

[0004] Based on the above-mentioned deficiencies of the prior art, the present application provides an exhaust control method, device, electronic device and storage medium to solve the problem that the exhaust cross-section adjustment device is simply controlled to adjust the exhaust cross-section of the exhaust pipe according to whether the engine is in an idle condition, resulting in low absorption and utilization efficiency of the exhaust energy by the exhaust turbocharger.

[0005] In order to achieve the above objectives, this application provides the following technical solutions:

[0006] In a first aspect, the present application provides an exhaust control method, which is applied to a controller of an engine system, wherein an exhaust cross-section adjustment device in the engine system is controlled by the controller, and the exhaust cross-section adjustment device is used to adjust the exhaust cross-section of an exhaust pipe of an engine in the engine system, and the method comprises:

[0007] determining an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe;

[0008] determining an adjustment position opening of the exhaust cross-section adjustment device according to an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe;

[0009] Determine the target position opening of the exhaust cross-section adjustment device according to the adjustment position opening of the exhaust cross-section adjustment device and the feedforward position opening of the exhaust cross-section adjustment device, and adjust the position opening of the exhaust cross-section adjustment device to the target position opening;

[0010] Among them, the feedforward position opening of the exhaust section adjustment device is the position opening of the exhaust section adjustment device of the engine system under the target turbine efficiency and current turbine inlet equivalent flow scenario, and the target turbine efficiency is the turbine efficiency corresponding to the current turbine equivalent speed and the current turbine expansion ratio of the exhaust gas turbocharger in the engine system.

[0011] Optionally, in the above exhaust control method, determining the actual exhaust flow rate of the exhaust pipe includes:

[0012] respectively determining a current exhaust flow rate of the engine, a current gas density of the exhaust pipe, and a current exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device;

[0013] The actual exhaust flow rate of the exhaust pipe is obtained by performing calculations based on the current exhaust flow of the engine, the current gas density of the exhaust pipe and the current exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device.

[0014] Optionally, in the above exhaust control method, determining the current exhaust flow rate of the engine includes:

[0015] Determining a current intake air flow rate of the engine and a current fuel injection amount of the engine;

[0016] The current exhaust flow rate of the engine is obtained by performing calculations based on the current intake flow rate of the engine and the current fuel injection amount of the engine.

[0017] Optionally, in the above exhaust control method, determining the current gas density of the exhaust pipe includes:

[0018] determining a current gas temperature of the exhaust pipe and a current gas pressure of the exhaust pipe;

[0019] The ideal gas state equation is used to calculate the current gas temperature of the exhaust pipe and the current gas pressure of the exhaust pipe to obtain the current gas density of the exhaust pipe.

[0020] Optionally, in the above exhaust control method, determining the target exhaust flow rate of the exhaust pipe includes:

[0021] Determining a current speed of the engine and a current fuel injection amount of the engine;

[0022] The target exhaust flow rate of the exhaust pipe is obtained by searching in a pre-calibrated exhaust flow rate MAP according to the current rotation speed of the engine and the current fuel injection amount of the engine.

[0023] Optionally, in the above-mentioned exhaust control method, determining the adjustment position opening of the exhaust cross-section adjustment device according to the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe includes:

[0024] The actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe are input into a PID controller to obtain the adjustment position opening of the exhaust cross-section adjustment device.

[0025] Optionally, in the above exhaust control method, determining the target position opening of the exhaust section adjustment device according to the adjustment position opening of the exhaust section adjustment device and the feedforward position opening of the exhaust section adjustment device comprises:

[0026] The position opening of the exhaust cross-section adjusting device and the feedforward position opening of the exhaust cross-section adjusting device are added together to obtain the target position opening of the exhaust cross-section adjusting device.

[0027] In a second aspect, the present application discloses an exhaust control device, which is applied to a controller of an engine system, wherein an exhaust cross-section adjustment device in the engine system is controlled by the controller, and the exhaust cross-section adjustment device is used to adjust the exhaust cross-section of an exhaust pipe of an engine in the engine system, and the device comprises:

[0028] a first determining unit, configured to determine an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe;

[0029] a second determining unit, configured to determine an adjustment position opening of the exhaust cross-section adjusting device according to an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe;

[0030] a third determining unit, configured to determine a target position opening of the exhaust cross-section adjusting device according to the adjustment position opening of the exhaust cross-section adjusting device and the feedforward position opening of the exhaust cross-section adjusting device, and adjust the position opening of the exhaust cross-section adjusting device to the target position opening;

[0031] Among them, the feedforward position opening of the exhaust section adjustment device is the position opening of the exhaust section adjustment device of the engine system under the target turbine efficiency and current turbine inlet equivalent flow scenario, and the target turbine efficiency is the turbine efficiency corresponding to the current turbine equivalent speed and the current turbine expansion ratio of the exhaust gas turbocharger in the engine system.

[0032] The third aspect of the present application discloses an electronic device, comprising:

[0033] Memory and processor;

[0034] Wherein, the memory is used to store programs;

[0035] The processor is used to execute the program, and when the program is executed, it is specifically used to implement the exhaust control method as described in any one of the first aspects.

[0036] A fourth aspect of the present application discloses a computer storage medium for storing a computer program, wherein when the computer program is executed, it is used to implement any one of the exhaust control methods disclosed in the first aspect.

[0037] The present application provides an exhaust control method, which can be applied to a controller of an engine system. An exhaust cross-section adjustment device in the engine system is controlled by the controller. The exhaust cross-section adjustment device is used to adjust the exhaust cross-section of an exhaust pipe of an engine in the engine system. The method comprises: determining an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe; determining an adjustment position opening of the exhaust cross-section adjustment device according to the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe; determining a target position opening of the exhaust cross-section adjustment device according to the adjustment position opening of the exhaust cross-section adjustment device and a feedforward position opening of the exhaust cross-section adjustment device, and adjusting the position opening of the exhaust cross-section adjustment device to the target position opening; wherein the feedforward position opening of the exhaust cross-section adjustment device is the engine The system sets the position opening of the exhaust cross-section adjusting device under the target turbine efficiency and the current turbine inlet reduced flow scenario. The target turbine efficiency is the turbine efficiency corresponding to the current turbine reduced speed and the current turbine expansion ratio of the exhaust gas turbocharger in the engine system. The system can adjust the position opening of the exhaust cross-section adjusting device according to the relationship between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe, covering all engine operating conditions, ensuring that the exhaust gas turbocharger in the engine system always has the optimal absorption and utilization efficiency of the exhaust energy, and solves the problem that the existing exhaust cross-section adjusting device is simply controlled to adjust the exhaust cross-section of the exhaust pipe according to whether the engine is in an idle condition, resulting in low absorption and utilization efficiency of the exhaust energy by the exhaust turbocharger. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0039] Figure 1 A schematic diagram of the structure of an exhaust cross-section adjustment device provided in an embodiment of the present application;

[0040] Figure 2 and Figure 3A schematic diagram of the application of two exhaust cross-section adjustment devices provided in an embodiment of the present application in an exhaust pipe of an engine;

[0041] Figure 4 A cross-sectional view of an exhaust cross-section adjustment device provided in an embodiment of the present application being applied in an exhaust pipe of an engine;

[0042] Figure 5 A schematic diagram of a cross-sectional profile provided in an embodiment of the present application;

[0043] Figure 6 A schematic diagram of a reference cross section of an exhaust pipe provided in an embodiment of the present application;

[0044] Figure 7 A schematic diagram of the installation position of an exhaust cross-section adjustment device provided in another embodiment of the present application;

[0045] Figure 8 A flow chart of an exhaust control method provided in an embodiment of the present application;

[0046] Fig. 9 A flow chart for determining the actual exhaust flow rate of the exhaust pipe provided in an embodiment of the present application;

[0047] Fig.10 A flow chart for determining a target exhaust flow rate of an exhaust pipe provided in an embodiment of the present application;

[0048] Fig.11 A schematic diagram of the structure of an exhaust control device provided in an embodiment of the present application;

[0049] Fig.12 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application;

[0050] Among them, there are a drive receiving shaft 1, a rotation axis 2, a cross-sectional profile 3, a second sealing ring 4, a rotation shaft 5, a transmission crank 6, a thrust mechanism 7, an exhaust pipe 10, a first mounting bottom hole 11, and a second mounting bottom hole 12. DETAILED DESCRIPTION

[0051] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0052] In this application, relational terms such as first and second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0053] The present application provides an exhaust control method, device, electronic device and storage medium to solve the problem that the existing exhaust cross-section adjustment device is simply controlled to adjust the exhaust cross-section of the exhaust pipe according to whether the engine is in an idle condition, resulting in low absorption and utilization efficiency of the exhaust energy by the exhaust gas turbocharger.

[0054] First of all, it should be noted that the exhaust control method provided in the present application can be applied to the controller of the engine system. The exhaust section adjustment device in the engine system is controlled by the controller, and the exhaust section adjustment device is used to adjust the exhaust section of the exhaust pipe of the engine in the engine system.

[0055] In practical applications, the exhaust cross-section adjustment device can be installed on the exhaust pipe connected to the turbine end inlet of the exhaust gas turbocharger after the exhaust manifold of the engine intersects. Specifically, it can be installed near the turbine end inlet of the exhaust gas turbocharger after the exhaust manifold of the engine intersects; of course, it is not limited to this, and can also be determined according to the application environment and user needs, all within the protection scope of this application.

[0056] For ease of understanding, this application describes the engine system in detail:

[0057] The engine system mainly includes: exhaust gas turbocharger, controller and engine;

[0058] The engine at least includes an exhaust manifold and an exhaust pipe; the air inlet of the exhaust gas turbocharger is connected to the exhaust manifold of the engine, and the exhaust port of the exhaust gas turbocharger is connected to the exhaust pipe of the engine;

[0059] The controller is connected to a driving motor of an exhaust cross-section adjusting device in the engine, and the driving motor is controlled by the controller.

[0060] In actual applications, the exhaust gas turbocharger is installed between the exhaust manifold and the exhaust pipe of the engine, and mainly includes a turbine and a compressor; the exhaust gas discharged by the engine drives the turbine of the turbine, and the turbine drives the coaxial compressor impeller to rotate. The compressor compresses the inhaled air and increases the air pressure flowing through the internal combustion engine intake pipe, thereby increasing the intake volume of the engine cylinder, achieving the purpose of supercharging, and better meeting the engine's fuel combustion efficiency.

[0061] In a specific application, the exhaust cross-section adjustment device in the engine is installed on the exhaust pipe between the intersection of the exhaust manifold of the engine and the air inlet of the exhaust gas turbocharger. Specifically, the installation position of the exhaust cross-section adjustment device can be near the turbine end inlet (air inlet) of the exhaust gas turbocharger after the intersection of the exhaust manifold of the engine. For example, the installation position can be as follows: Figure 7 shown.

[0062] It can be understood that the exhaust pipe of the engine disclosed in the present application is equipped with an exhaust cross-section adjustment device. Since an exhaust gas turbocharger is installed on the exhaust pipe 10 of the engine, the exhaust gas discharged by the engine drives the turbine of the turbine to rotate, and the rotation of the turbine drives the impeller of the compressor to rotate to supercharge the intake system. By controlling the exhaust cross-section of the exhaust pipe 10 of the engine through the exhaust cross-section adjustment device, the utilization of exhaust energy at the turbine end of the exhaust gas turbocharger can be improved, and the efficiency of the exhaust gas turbocharger can be improved.

[0063] In some embodiments, the engine can be a diesel engine or a gasoline engine; of course, it is not limited to this, and it can be other existing types of engines. This application does not limit the specific type of the engine, and all are within the scope of protection of this application.

[0064] In practical applications, the controller may be an ECU (electronic control unit); of course, it is not limited thereto, and may also be determined based on the application environment and user needs. This application does not limit this, and all are within the protection scope of this application.

[0065] It should be noted that the controller can control the drive motor to adjust the exhaust cross-section of the engine system according to the operating conditions of the engine system, so that the exhaust cross-section of the engine system matches the operating conditions of the engine system, thereby improving the absorption and utilization of the engine exhaust energy by the turbine end of the exhaust gas turbocharger.

[0066] Below, an exhaust cross-section adjustment device capable of adjusting the exhaust cross-section of an exhaust pipe of an engine in an engine system is described in detail:

[0067] like Figures 1 to 4As shown, the exhaust cross-section adjustment device mainly includes: a rotating shaft 5, a transmission crank 6 and a drive receiving shaft 1;

[0068] The transmission crank 6 is connected to the drive receiving shaft 1 and the rotating shaft 5 respectively, and the drive receiving shaft 1 drives the rotating shaft 5 to rotate through the transmission crank 6;

[0069] One end of the transmission crank 6 is connected to the drive receiving shaft 1 , and the other end of the transmission crank 6 is connected to the rotating shaft 5 .

[0070] In practical applications, the drive receiving shaft 1 can drive the rotating shaft 5 to rotate around the rotating axis 2 of the rotating shaft 5 itself through the transmission crank 6 .

[0071] It should be noted that in order to ensure the accuracy of exhaust control, the drive receiving shaft 1 and the transmission crank 6 can be rigidly connected, and the transmission crank 6 and the rotating shaft 5 can also be rigidly connected; of course, it is not limited to this, and can also be determined according to the application environment and user needs, all within the protection scope of this application.

[0072] The rotating shaft 5 is provided with N cross-sectional profiles 3 , where N is a positive integer. The cross-sectional profiles 3 cooperate with the exhaust pipe 10 to form an exhaust cross section.

[0073] The cross-sectional profile 3 on the rotation axis 5 may be a concave cross-sectional profile, such as Figure 1 and Figure 5 As shown, it can also be an outwardly convex cross-sectional profile; of course, it is not limited to this, and can also be determined according to the user's needs in the application situation, all of which are within the protection scope of this application.

[0074] In practical applications, the cross-sectional profile 3 is generally pre-designed. The number of cross-sectional profiles 3 set on the rotating shaft 5 is related to the accuracy of the exhaust cross-sectional adjustment device. The more cross-sectional profiles 3 there are, the higher the control accuracy is and the more complicated it is.

[0075] Specifically, different cross-sectional profiles 3 cooperate with the exhaust pipe 10 to form different exhaust cross-sections, and the exhaust cross-sectional areas of different exhaust cross-sections are also different. For example, the cross-sectional differences of different cross-sectional profiles 3 can be as follows: Figure 5 shown.

[0076] Furthermore, when different cross-sectional profiles 3 in the exhaust cross-sectional adjustment device cooperate with the exhaust pipe 10 to form different exhaust cross-sectional areas, the position opening of the exhaust cross-sectional adjustment device is different. Among them, each exhaust cross-sectional area formed by the cross-sectional profile 3 and the exhaust pipe 10 corresponds to a position opening.

[0077] It should be noted that the cross-sectional profile 3 can form an exhaust cross-section with the reference cross-section of the exhaust pipe 10. The reference cross-section is the cross-sectional shape of the original design of the exhaust pipe 10 used for original calibration, and is also a cross-sectional profile on the rotating shaft 5. For example, Figure 6 As shown, the reference cross section of the exhaust pipe may be the cross-sectional shape of the exhaust pipe 10 .

[0078] When the cross-sectional profile 3 is the same as the cross-sectional profile of the reference cross-section, the area of ​​the exhaust cross-section formed by the cross-sectional profile 3 and the reference cross-section of the exhaust pipe 10 is 0, that is, when the exhaust cross-sectional adjustment device is opened at this position, the exhaust cross-sectional adjustment device is in a completely closed state.

[0079] It should also be noted that the cross-sectional profile 3 on the rotating shaft 5 can be used as a valve plate of the exhaust cross-sectional adjustment device, and cooperate with the exhaust pipe 10 of the engine to form different exhaust cross-sectional areas. The larger the inward concave curvature of the cross-sectional profile 3 on the rotating shaft 5, the larger the exhaust cross-sectional area formed by the cross-sectional profile 3 and the exhaust pipe 10 of the engine; conversely, the larger the outward convex curvature of the cross-sectional profile 3 on the rotating shaft 5, the smaller the exhaust cross-sectional area formed by the cross-sectional profile 3 and the exhaust pipe 10 of the engine.

[0080] In some embodiments, in combination Figures 1 to 3 The exhaust pipe 10 is provided with a first mounting bottom hole 11 and a second mounting bottom hole 12, and the exhaust cross-section adjustment device further includes: a first bearing (not shown in the figure), a second bearing (not shown in the figure), a first sealing ring (not shown in the figure) and a second sealing ring 4;

[0081] One end of the rotating shaft 5 is sealed and connected to the first mounting bottom hole 11 through a first bearing and a first sealing ring, and the other end of the rotating shaft 5 is sealed and connected to the second mounting bottom hole 12 through a second bearing and a second sealing ring 4 .

[0082] Among them, the first bearing and the second bearing can be sliding bearings or rolling bearings; of course, it is not limited to this, and can also be other existing types of bearings. This application does not limit them and they are all within the protection scope of this application.

[0083] It should be noted that the first bearing and the second bearing are mainly used to support the rotating shaft 5 in the exhaust cross-section adjustment device, reduce the friction coefficient of the rotating shaft 5 during the movement, and ensure the rotation accuracy of the rotating shaft 5. The first sealing ring and the second sealing ring 4 are used to achieve exhaust sealing between the rotating shaft 5 and the exhaust pipe 10 in the exhaust cross-section adjustment device to prevent exhaust leakage.

[0084] In some embodiments, also combined Figures 1 to 3 In order to prevent the exhaust cross-section adjustment device from falling out, the exhaust cross-section adjustment device further includes: a thrust mechanism 7, which is arranged at the drive input end of the rotating shaft 5.

[0085] In a specific application, the thrust stop mechanism 7 may be a stop gauge; of course, it is not limited thereto, and may also be other existing devices that can achieve the thrust stop function. The present application does not limit the type of the thrust stop mechanism 7, and all are within the protection scope of the present application.

[0086] In some embodiments, in order to facilitate driving the rotating shaft 5 in the exhaust cross-section adjustment device to rotate around its own rotation axis 2, the exhaust cross-section adjustment device may also include: a driving motor, which is connected to the drive receiving shaft 1 to provide a rotational driving force for the drive receiving shaft 1 to drive the rotation of the rotating shaft 5 in the exhaust cross-section adjustment device.

[0087] In practical applications, the driving motor can be connected to the driving receiving shaft 1 via a connecting rod to provide a rotational driving force for the driving receiving shaft 1 .

[0088] It should be noted that the specific type of the drive motor can be determined according to the application environment and user needs, and this application does not limit it and all are within the protection scope of this application.

[0089] It should also be noted that, in actual applications, depending on the application environment and user needs, the thrust mechanism 7 and / or the drive motor can be selectively provided in the exhaust cross-section adjustment device to meet different usage requirements.

[0090] In some embodiments, the exhaust cross-section adjustment device may be installed on the exhaust pipe 10 of the engine. The specific installation position may be: on the exhaust pipe between the intersection of the exhaust manifold in the engine and the turbine inlet of the exhaust gas turbocharger.

[0091] Further, the installation position of the exhaust cross-section adjustment device may be at the inlet of the turbine end of the exhaust gas turbocharger after the exhaust manifold of the engine intersects. For example, the installation position may be as follows: Figure 7 shown.

[0092] It should be noted that in the engine system, an exhaust gas turbocharger is installed on the exhaust pipe 10 of the engine. The exhaust gas discharged from the engine drives the turbine of the turbine to rotate, and the rotation of the turbine drives the impeller of the compressor to rotate to supercharge the intake system. By controlling the exhaust cross-section of the exhaust pipe 10 of the engine before entering the exhaust gas driving turbine through the exhaust cross-section adjustment device, the utilization of exhaust energy at the turbine end of the exhaust gas turbocharger can be improved, thereby improving the efficiency of the exhaust gas turbocharger.

[0093] It should also be noted that Figures 1 to 4Taking the exhaust cross-section adjustment device shown as an example, the exhaust cross-section adjustment device is controlled by a controller in the engine system, and the drive receiving shaft 1 in the exhaust cross-section adjustment device can be controlled by the controller. In specific applications, in order to improve the control accuracy, an intelligent drive motor can be added between the drive receiving shaft 1 in the exhaust cross-section adjustment device and the controller, and the controller controls the intelligent drive motor to achieve precise control of the position opening of the exhaust cross-section adjustment device.

[0094] In actual applications, the operating conditions of the engine are not constant, which causes the exhaust gas in the exhaust pipe 10 to change with the changes in the engine operating conditions. The changes may include flow rate changes, flow velocity changes, temperature changes, etc. These changes will affect the utilization of exhaust energy by the turbine end of the exhaust gas turbocharger, and directly affect the efficiency of the turbine end of the exhaust gas turbocharger; and the exhaust cross-section adjustment device can change the exhaust cross-section of the exhaust pipe 10, and the shape of the flow channel of the exhaust pipe 10 can also be changed... These changes will affect the exhaust flow rate and exhaust flow direction in the exhaust pipe 10. According to the different operating conditions and changes of the engine, the driving receiving shaft 1 in the exhaust cross-section adjustment device drives the rotating shaft 5 to rotate to the specified position, so that the different cross-sectional profiles 3 on the shaft cooperate with the exhaust pipe 10, which can change the exhaust flow rate and exhaust flow direction of the exhaust pipe 10, so as to improve the efficiency of the exhaust gas turbocharger. The specific control method of the exhaust cross-section adjustment device can refer to the exhaust control method provided in the following embodiment.

[0095] It should be noted that the exhaust cross-section adjustment device can be designed according to different engine models, and the specific installation position can also be designed according to the exhaust pipe 10 of the engine of specific application, so as to optimize the efficiency of the exhaust gas turbocharger.

[0096] In summary, by controlling the cross-sectional profile 3 arranged on the rotating shaft 5 in the exhaust cross-sectional adjustment device to be at different positions, different cross-sectional shapes and sizes can be formed with the reference cross-sectional area and flow channel of the exhaust pipe 10, thereby controlling the exhaust flow rate and flow direction in the exhaust pipe 10 to improve the efficiency of the exhaust gas turbocharger.

[0097] Based on the engine system shown above, see Figure 8 , the exhaust control method mainly includes:

[0098] S101 , determining an actual exhaust flow rate of an exhaust pipe and a target exhaust flow rate of the exhaust pipe.

[0099] In practical applications, the actual exhaust flow rate of the exhaust pipe is the exhaust flow rate of the exhaust pipe under the current operating conditions of the engine system; the target exhaust flow rate of the exhaust pipe is the ideal exhaust flow rate of the engine system under the current operating conditions.

[0100] In some embodiments, the specific process of determining the actual exhaust flow rate of the exhaust pipe in step S101 can be as follows: Fig. 9 As shown, it mainly includes steps S201 and S202:

[0101] S201. Determine respectively the current exhaust flow rate of the engine, the current gas density of the exhaust pipe, and the current exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device.

[0102] In practical applications, the specific process of determining the current exhaust flow rate of the engine may include steps S301 and S302:

[0103] S301, determining a current intake air flow rate of an engine and a current fuel injection amount of the engine.

[0104] Among them, the intake flow rate can be collected by the engine's air flow sensor to obtain the engine's current intake flow rate, or the engine's current intake flow rate can be obtained by the engine's charging efficiency model; of course, it is not limited to this, and the engine's current intake flow rate can also be obtained by other existing methods. The present application does not specifically limit the method for determining the engine's current intake flow rate, which is within the protection scope of the present application.

[0105] In actual applications, the fuel injection amount can be directly collected through the engine's fuel injection amount sensor to obtain the engine's current fuel injection amount; in addition, the engine's current fuel injection amount can also be obtained by calculating the engine's current parameters such as the engine's current intake flow rate and the engine's current intake pressure. This application does not specifically limit the method for determining the engine's current fuel injection amount, which is within the protection scope of this application.

[0106] S302: Perform calculations based on the current intake flow rate of the engine and the current fuel injection amount of the engine to obtain the current exhaust flow rate of the engine.

[0107] In practical applications, since the exhaust flow rate of the engine, the intake flow rate of the engine and the fuel injection amount of the engine have the following relationship: exhaust flow rate = intake flow rate + fuel injection amount; therefore, the current intake flow rate of the engine and the current fuel injection amount of the engine can be summed to obtain the current exhaust flow rate of the engine.

[0108] It should be noted that the specific process of determining the current exhaust flow rate of the engine is not limited to the above, and the current exhaust flow rate of the engine can also be determined by referring to the existing relevant technologies, which are all within the protection scope of this application.

[0109] In practical applications, the specific process of determining the current gas density of the exhaust pipe may include steps S401 and S402:

[0110] S401 : Determine the current gas temperature and the current gas pressure of the exhaust pipe.

[0111] The temperature of the gas in the exhaust pipe can be collected by a temperature sensor in the exhaust pipe to obtain the current gas temperature of the exhaust pipe; the pressure of the gas in the exhaust pipe can be collected by a pressure sensor in the exhaust pipe to obtain the current gas pressure of the exhaust pipe.

[0112] Of course, determining the current gas temperature and the current gas pressure of the exhaust pipe is not limited to the above, and can also be determined by other existing methods, all of which are within the protection scope of the present application.

[0113] S402: using the ideal gas state equation, calculate the current gas temperature and the current gas pressure of the exhaust pipe to obtain the current gas density of the exhaust pipe.

[0114] In practical applications, the ideal gas state equation is =P3 / (Rg*T3), T3 represents the gas temperature of the exhaust pipe, P3 represents the gas pressure of the exhaust pipe, and Rg represents the gas constant. Represents the gas density of the exhaust pipe. Substituting the current gas temperature and the current gas pressure of the exhaust pipe into the ideal gas state equation for calculation, the current gas density of the exhaust pipe can be obtained.

[0115] It should be noted that the specific process of determining the current gas density of the exhaust pipe is not limited to the above, and the current gas density of the exhaust pipe can also be determined by referring to the existing relevant technologies, which are all within the protection scope of this application.

[0116] In actual applications, as the installation position of the exhaust cross-section adjustment device is determined and the cross-sectional profile set on the rotating shaft in the exhaust cross-section adjustment device is determined, the exhaust cross-section formed by each cross-sectional profile in cooperation with the exhaust pipe is a known value, and each position opening of the exhaust cross-section adjustment device corresponds to a different cross-sectional profile, that is, each position opening of the exhaust cross-section adjustment device has a one-to-one correspondence with the exhaust cross-sectional area of ​​the exhaust pipe. Therefore, the current exhaust cross-sectional area of ​​the exhaust pipe can be obtained according to the current position opening of the exhaust cross-section adjustment device.

[0117] S202, performing calculations based on the current exhaust flow rate of the engine, the current gas density of the exhaust pipe, and the current exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device to obtain an actual exhaust flow rate of the exhaust pipe.

[0118] In actual applications, the exhaust flow velocity of the exhaust pipe, the exhaust flow rate of the engine, the gas density of the exhaust pipe and the exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device have the following mathematical relationship: V_actual=Mass_exh / (ρ*A); V_actual represents the exhaust flow velocity of the exhaust pipe, Mass_exh represents the exhaust flow rate of the engine, ρ represents the gas density of the exhaust pipe, and A represents the exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device.

[0119] By using the above mathematical relationship, the current exhaust flow rate of the engine, the current gas density of the exhaust pipe and the current exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device are calculated to obtain the actual exhaust flow rate of the exhaust pipe.

[0120] It should be noted that the specific process of determining the actual exhaust flow rate of the exhaust pipe is not limited to the above, and the actual exhaust flow rate of the exhaust pipe can also be determined by referring to the existing relevant technologies, which are all within the protection scope of this application.

[0121] In some embodiments, the specific process of determining the target exhaust flow rate of the exhaust pipe in step S101 can be as follows: Fig.10 As shown, it mainly includes steps S501 and S502:

[0122] S501: Determine the current engine speed and the current fuel injection amount of the engine.

[0123] In practical applications, the current speed of the engine can be obtained by collecting the current operating parameters of the engine.

[0124] It should be noted that the specific process of determining the current fuel injection amount of the engine can be referred to the above step S301, which will not be repeated here.

[0125] S502: Search in a pre-calibrated exhaust flow rate MAP according to the current engine speed and the current fuel injection amount of the engine to obtain a target exhaust flow rate of the exhaust pipe.

[0126] The exhaust flow velocity MAP may be the gas flow velocity MAP in the exhaust pipe.

[0127] In practical applications, the operating conditions of the engine can be simulated in advance, and the gas flow velocity MAP in the exhaust pipe with the engine speed and the engine fuel injection amount as variables can be calibrated; the exhaust flow velocity corresponding to the current engine speed and the current engine fuel injection amount can be found in the pre-calibrated exhaust flow velocity MAP as the target exhaust flow velocity of the exhaust pipe.

[0128] It should be noted that the velocity triangle at the turbine end inlet of the exhaust gas turbocharger can be controlled according to the target exhaust flow rate of the exhaust pipe, thereby ensuring that the exhaust gas turbocharger is at optimal efficiency under each operating condition of the engine.

[0129] It should also be noted that if the exhaust gas turbocharger is to have high operating efficiency, the exhaust gas turbocharger must have an optimal inlet relative flow angle at each target exhaust flow rate and engine speed. The inlet relative flow angle is determined by the CFD (Computational Fluid Dynamics) simulation during the impeller design phase of the exhaust gas turbocharger and is a known parameter. Since the inlet relative flow angle, impeller speed, and impeller diameter are all known parameters, the impeller linear velocity can be solved; at the same time, the meridian velocity of the impeller inlet can be determined based on the known exhaust flow rate and the width of the impeller inlet. Combined with the optimal inlet relative flow angle, the optimal absolute velocity of the impeller inlet can be determined, thereby ensuring that the turbine is at the best efficiency under each operating condition.

[0130] It should be noted that the determination of the target exhaust flow rate of the exhaust pipe is not limited to the above, and can also be determined by other existing methods, all of which are within the protection scope of the present application.

[0131] S102, determining the adjustment position opening of the exhaust cross-section adjustment device according to the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe.

[0132] In practical applications, the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe may be input into the PID controller to obtain the adjustment position opening of the exhaust cross-section adjustment device.

[0133] It should be noted that the PID controller can compare the actual exhaust flow rate of the exhaust pipe with the target exhaust flow rate of the exhaust pipe, and calculate the adjustment position opening of the exhaust cross-section adjustment device based on the comparison result to ensure that the exhaust gas turbocharger in the engine system is at optimal efficiency.

[0134] Specifically, the PID controller can store the exhaust flow rate change relationship of the exhaust pipe corresponding to the switching of each position opening in the exhaust cross-section adjusting device; in practice, based on the exhaust flow rate change relationship of the exhaust pipe corresponding to the switching of each position opening in the exhaust cross-section adjusting device, the adjustment position opening of the exhaust cross-section adjusting device can be obtained by calculation according to the difference between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe.

[0135] It should be noted that when the actual exhaust flow rate of the exhaust pipe is less than the target exhaust flow rate of the exhaust pipe, the position opening in the exhaust cross-section adjusting device can be reduced to reduce the exhaust cross-sectional area of ​​the exhaust pipe; when the actual exhaust flow rate of the exhaust pipe is greater than the target exhaust flow rate of the exhaust pipe, the position opening in the exhaust cross-sectional adjusting device can be increased to increase the exhaust cross-sectional area of ​​the exhaust pipe.

[0136] It should also be noted that before adjusting the position opening in the exhaust cross-section adjustment device according to the relationship between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe, it is also possible to first determine whether the difference between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe meets the adjustment conditions, that is, first determine whether the difference between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe deviates too much and affects the energy absorption and utilization efficiency of the exhaust gas turbocharger, and then determine whether to adjust the position opening in the exhaust cross-section adjustment device according to the relationship between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe.

[0137] In some embodiments, the adjustment accuracy of the exhaust cross-section adjustment device can be used as an adjustment condition; when the difference between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe exceeds the adjustment accuracy of the exhaust cross-section adjustment device, it is deemed that the adjustment condition is not met; when the difference between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe does not exceed the adjustment accuracy of the exhaust cross-section adjustment device, it is deemed that the adjustment condition is met.

[0138] S103, determining a target position opening of the exhaust section adjusting device according to the adjustment position opening of the exhaust section adjusting device and the feedforward position opening of the exhaust section adjusting device, and adjusting the position opening of the exhaust section adjusting device to the target position opening.

[0139] Among them, the feedforward position opening of the exhaust section adjustment device is the position opening of the exhaust section adjustment device of the engine system under the target turbine efficiency and the current turbine inlet reduced flow scenario, and the target turbine efficiency is the turbine efficiency corresponding to the current turbine reduced speed and the current turbine expansion ratio of the exhaust gas turbocharger in the engine system.

[0140] In practical applications, the feedforward position opening of the exhaust cross-section adjustment device is not processed by the PID controller, and the opening signal of the exhaust cross-section adjustment device can be quickly input to control the exhaust cross-section adjustment device, and its main function is to respond quickly.

[0141] It should be noted that the operating conditions of the engine system can be simulated, and the position opening signal MAP of the exhaust section adjustment device of the engine system under different turbine efficiency and turbine inlet equivalent flow scenarios can be pre-calibrated; then, according to the current turbine efficiency and the current turbine inlet equivalent flow of the engine system, the pre-calibrated position opening signal MAP of the exhaust section adjustment device is searched to obtain the feedforward position opening of the exhaust section adjustment device.

[0142] In some embodiments, the feedforward position opening of the exhaust section adjustment device is determined by finding the target position opening signal MAP in the position opening signal MAP of the exhaust section adjustment device under various pre-calibrated turbine efficiency and turbine inlet equivalent flow scenarios, and searching the target position opening signal MAP according to the current turbine efficiency and the current turbine inlet equivalent flow of the engine system to obtain the feedforward position opening of the exhaust section adjustment device. Among them, the target position opening signal MAP is the position opening signal MAP that matches at least the current turbine efficiency of the engine system among all the position opening signals MAP of the exhaust section adjustment device. Of course, in order to improve the exhaust control accuracy, the target position opening signal MAP can be the position opening signal MAP that matches the current turbine efficiency and the current turbine inlet equivalent flow of the engine system among all the position opening signals MAP of the exhaust section adjustment device.

[0143] In some embodiments, the turbine efficiency MAP of the engine system can be obtained in advance according to the turbine reduced speed and turbine expansion ratio of the engine system when the exhaust section adjustment device is opened at any position; according to the turbine efficiency MAP of the engine system when the exhaust section adjustment device is opened at different positions, different turbine efficiencies of the engine system can be obtained. Among them, the Z axis in the turbine efficiency MAP of the engine system represents the turbine efficiency, the X axis represents the turbine expansion ratio, and the Y axis represents the turbine reduced speed.

[0144] It should be noted that in order to improve the response speed of the engine system, the turbine efficiency of the engine system obtained by the turbine efficiency MAP of the engine system when the exhaust section adjustment device is at the middle position opening can be used as the turbine efficiency for generating the position opening signal MAP of the exhaust section adjustment device. In this way, regardless of whether the position opening of the exhaust section adjustment device is adjusted larger or smaller, a quick response can be achieved.

[0145] In specific applications, there is the following mathematical relationship between the turbine reduced speed of the engine system, the physical speed of the exhaust gas turbocharger, and the gas temperature of the exhaust pipe: ; N1 represents the turbine reduced speed of the engine, N represents the physical speed of the exhaust gas turbocharger, and T3 represents the gas temperature of the exhaust pipe. Therefore, the turbine reduced speed of the engine system can be calculated by the physical speed of the exhaust gas turbocharger and the gas temperature of the exhaust pipe.

[0146] It should be noted that the physical speed of the exhaust gas turbocharger can be obtained by querying the compressor MAP in the exhaust gas turbocharger according to the intake flow rate of the engine and the pressure ratio of the compressor in the exhaust gas turbocharger. The pressure ratio of the compressor in the exhaust gas turbocharger is the ratio of the total pressure at the compressor outlet of the exhaust gas turbocharger to the atmospheric pressure. The compressor MAP in the exhaust gas turbocharger can be known in advance based on the relevant model and parameters of the exhaust gas turbocharger, and can also be determined by other existing methods. This application does not limit it and it is within the protection scope of this application.

[0147] In specific applications, the turbine expansion ratio of the engine system has the following mathematical relationship with the gas pressure of the exhaust pipe and the turbine gas pressure of the engine system: , R represents the turbine expansion ratio of the engine system, P3 represents the gas pressure of the exhaust pipe, and P4 represents the turbine gas pressure of the engine system. Further, the turbine gas pressure of the engine system can be obtained by testing the pressure sensor of the exhaust gas turbocharger in the engine system.

[0148] Since the turbine inlet reduced flow rate has the following mathematical relationship with the exhaust flow rate, the gas temperature and the gas pressure of the exhaust pipe: M_reduced=Mass_exh*sqrt(T3) / P3, M_reduced represents the turbine inlet reduced flow rate, Mass_exh represents the exhaust flow rate of the exhaust pipe, T3 represents the gas temperature of the exhaust pipe, P3 represents the gas pressure of the exhaust pipe, and sqrt represents the quadratic root. Therefore, the turbine inlet reduced flow rate can be obtained by calculating the exhaust flow rate, the gas temperature and the gas pressure of the exhaust pipe.

[0149] It should be noted that, by calibrating the feedforward position opening of the exhaust cross-section adjustment device as described above, it is possible to determine in real time during the implementation of the exhaust control method the feedforward position opening of the exhaust cross-section adjustment device that matches the current operating conditions of the engine system, and directly control the exhaust cross-section adjustment device to improve the response speed of the exhaust control of the engine system.

[0150] It should also be noted that in the process of calibrating the feedforward position opening of the exhaust section adjustment device, the feedforward position opening of the exhaust section adjustment device is generally calibrated to 90% of the final position opening calculated by the PID controller; of course, it is not limited to this, and can also be determined according to the application environment and user needs, all within the scope of protection of this application.

[0151] In some embodiments, the adjustment position opening of the exhaust section adjustment device and the feedforward position opening of the exhaust section adjustment device can be added to obtain the target position opening of the exhaust section adjustment device; in other words, the adjustment position opening of the exhaust section adjustment device and the feedforward position opening of the exhaust section adjustment device can be summed to obtain the target position opening of the exhaust section adjustment device.

[0152] In actual applications, after the target position opening of the exhaust cross-section adjustment device is determined, the position opening of the exhaust cross-section adjustment device can be adjusted to the target position opening through the drive receiving shaft of the exhaust cross-section adjustment device; the position opening of the exhaust cross-section adjustment device can also be adjusted to the target position opening through the drive motor in the exhaust cross-section adjustment device, which can be determined according to the application environment and user needs, and are all within the protection scope of this application.

[0153] Based on the above principles, the exhaust control method provided in this embodiment can be applied to a controller of an engine system, wherein an exhaust cross-section adjustment device in the engine system is controlled by the controller, and the exhaust cross-section adjustment device is used to adjust the exhaust cross-sectional area of ​​an exhaust pipe of an engine in the engine system, and the method comprises: determining an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe; determining an adjustment position opening of the exhaust cross-section adjustment device according to the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe; determining a target position opening of the exhaust cross-section adjustment device according to the adjustment position opening of the exhaust cross-section adjustment device and a feedforward position opening of the exhaust cross-section adjustment device, and adjusting the position opening of the exhaust cross-section adjustment device to the target position opening; wherein the feedforward position opening of the exhaust cross-section adjustment device is the engine system The position opening of the exhaust cross-section adjustment device under the target turbine efficiency and the current turbine inlet equivalent flow scenario, the target turbine efficiency is the turbine efficiency corresponding to the current turbine equivalent speed and the current turbine expansion ratio of the exhaust gas turbocharger in the engine system, and the position opening of the exhaust cross-section adjustment device can be adjusted according to the relationship between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe to achieve exhaust cross-section adjustment of the exhaust pipe, covering all engine operating conditions, ensuring that the exhaust gas turbocharger in the engine system always has the optimal absorption and utilization efficiency of exhaust energy, and solves the problem that the existing exhaust cross-section adjustment device is simply controlled to adjust the exhaust cross-section of the exhaust pipe according to whether the engine is in an idle condition, resulting in low absorption and utilization efficiency of the exhaust energy by the turbocharger.

[0154] It is worth noting that since the position opening of the exhaust cross-section adjusting device is adjusted according to the size relationship between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe, adjusting the position opening of the exhaust cross-section adjusting device can control the exhaust flow rate and exhaust flow direction of the engine, thereby improving the utilization of exhaust energy by the exhaust gas turbocharger, thereby improving the efficiency of the exhaust gas turbocharger.

[0155] Optionally, another embodiment of the present application further provides an exhaust control device, such as Fig.11 As shown, the controller can be applied to the engine system, the exhaust cross-section adjustment device in the engine system is controlled by the controller, and the exhaust cross-section adjustment device is used to adjust the exhaust cross-section of the exhaust pipe of the engine in the engine system, and the device includes:

[0156] A first determining unit 101 is used to determine an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe;

[0157] A second determining unit 102, configured to determine an adjustment position opening of the exhaust cross-section adjusting device according to an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe;

[0158] The third determining unit 103 is used to determine the target position opening of the exhaust cross-section adjusting device according to the adjustment position opening of the exhaust cross-section adjusting device and the feedforward position opening of the exhaust cross-section adjusting device, and adjust the position opening of the exhaust cross-section adjusting device to the target position opening;

[0159] Among them, the feedforward position opening of the exhaust section adjustment device is the position opening of the exhaust section adjustment device of the engine system under the target turbine efficiency and the current turbine inlet reduced flow scenario, and the target turbine efficiency is the turbine efficiency corresponding to the current turbine reduced speed and the current turbine expansion ratio of the exhaust gas turbocharger in the engine system.

[0160] In some embodiments, when the first determination unit 101 is used to determine the actual exhaust flow rate of the exhaust pipe, it is specifically used to:

[0161] respectively determining a current exhaust flow rate of the engine, a current gas density of the exhaust pipe, and a current exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device;

[0162] The actual exhaust flow rate of the exhaust pipe is obtained by performing calculations based on the current exhaust flow of the engine, the current gas density of the exhaust pipe and the current exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device.

[0163] In some embodiments, when the first determination unit 101 is used to determine the current exhaust flow rate of the engine, it is specifically used to:

[0164] Determine the current intake air flow of the engine and the current fuel injection amount of the engine;

[0165] The current exhaust flow rate of the engine is obtained by performing calculations based on the current intake flow rate of the engine and the current fuel injection amount of the engine.

[0166] In some embodiments, when the first determination unit 101 is used to determine the current gas density of the exhaust pipe, it is specifically used to:

[0167] determining a current gas temperature of the exhaust pipe and a current gas pressure of the exhaust pipe;

[0168] The ideal gas state equation is used to calculate the current gas temperature and the current gas pressure of the exhaust pipe to obtain the current gas density of the exhaust pipe.

[0169] In some embodiments, when the first determination unit 101 is used to determine the target exhaust flow rate of the exhaust pipe, it is specifically used to:

[0170] Determine the current speed of the engine and the current fuel injection amount of the engine;

[0171] The target exhaust flow rate of the exhaust pipe is obtained by searching in the pre-calibrated exhaust flow rate MAP according to the current engine speed and the current fuel injection amount of the engine.

[0172] In some embodiments, when the second determining unit 102 is used to determine the adjustment position opening of the exhaust cross-section adjusting device according to the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe, it is specifically used to:

[0173] The actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe are input into the PID controller to obtain the adjustment position opening of the exhaust cross-section adjustment device.

[0174] In some embodiments, when the third determining unit 103 is used to determine the target position opening of the exhaust cross-section adjusting device according to the adjustment position opening of the exhaust cross-section adjusting device and the feedforward position opening of the exhaust cross-section adjusting device, it is specifically used to:

[0175] The position opening of the exhaust cross-section adjusting device and the feedforward position opening of the exhaust cross-section adjusting device are added together to obtain the target position opening of the exhaust cross-section adjusting device.

[0176] The exhaust control device provided in this embodiment can be applied to the controller of the engine system. The exhaust cross-section adjustment device in the engine system is controlled by the controller. The exhaust cross-section adjustment device is used to adjust the exhaust cross-section of the exhaust pipe of the engine in the engine system. The device includes: a first determination unit 101 is used to determine the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe; a second determination unit 102 is used to determine the adjustment position opening of the exhaust cross-section adjustment device according to the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe; a third determination unit 103 is used to determine the target position opening of the exhaust cross-section adjustment device according to the adjustment position opening of the exhaust cross-section adjustment device and the feedforward position opening of the exhaust cross-section adjustment device, and adjust the position opening of the exhaust cross-section adjustment device to the target position opening; wherein, the feedforward position opening of the exhaust cross-section adjustment device The feed position opening is the position opening of the exhaust cross-section adjustment device of the engine system under the target turbine efficiency and the current turbine inlet reduced flow scenario. The target turbine efficiency is the turbine efficiency corresponding to the current turbine reduced speed and the current turbine expansion ratio of the exhaust gas turbocharger in the engine system. The position opening of the exhaust cross-section adjustment device can be adjusted according to the relationship between the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe to achieve exhaust cross-section adjustment of the exhaust pipe, covering all engine operating conditions, ensuring that the exhaust gas turbocharger in the engine system always has the optimal absorption and utilization efficiency of exhaust energy, and solves the problem that the existing exhaust cross-section adjustment device is simply controlled to adjust the exhaust cross-section of the exhaust pipe according to whether the engine is in an idle condition, resulting in low absorption and utilization efficiency of the exhaust energy by the turbocharger.

[0177] It should be noted that, for the relevant description of each unit in the exhaust control device, please refer to the corresponding method embodiment, which will not be repeated here.

[0178] Optionally, another embodiment of the present application provides an electronic device, such as Fig.12 As shown, including:

[0179] Memory 1201 and processor 1202 .

[0180] The memory 1201 is used to store programs.

[0181] The processor 1202 is used to execute the program stored in the memory 1201, and when the program is executed, it is specifically used to implement the exhaust control method provided in any one of the above embodiments.

[0182] The electronic devices in this article can be servers, PCs, PADs, mobile phones, ECUs (Electronic Control Units), VCUs (Vehicle Control Units), MCUs (Micro Controller Units), HCUs (Hybrid Control Units), etc.

[0183] It should be noted that the specific implementation process can refer to the implementation method of the exhaust control method provided in the above method embodiment, which will not be repeated here.

[0184] Optionally, another embodiment of the present application provides a computer storage medium for storing a computer program, which, when executed, is used to implement the exhaust control method provided in any one of the above method embodiments.

[0185] It should be noted that the specific implementation process can refer to the implementation method of the exhaust control method provided in the above method embodiment, which will not be repeated here.

[0186] Among them, the computer storage media in the embodiments of the present application include permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include temporary computer-readable media (transitory media), such as modulated data signals and carriers.

[0187] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0188] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An exhaust control method, characterized in that: A controller applied to an engine system, wherein an exhaust cross-section adjusting device in the engine system is controlled by the controller, and the exhaust cross-section adjusting device is used to adjust the exhaust cross-section of an exhaust pipe of an engine in the engine system, and the method comprises: determining an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe; determining an adjustment position opening of the exhaust cross-section adjustment device according to an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe; Determine the target position opening of the exhaust cross-section adjustment device according to the adjustment position opening of the exhaust cross-section adjustment device and the feedforward position opening of the exhaust cross-section adjustment device, and adjust the position opening of the exhaust cross-section adjustment device to the target position opening; Among them, the feedforward position opening of the exhaust section adjustment device is the position opening of the exhaust section adjustment device of the engine system under the target turbine efficiency and current turbine inlet equivalent flow scenario, and the target turbine efficiency is the turbine efficiency corresponding to the current turbine equivalent speed and the current turbine expansion ratio of the exhaust gas turbocharger in the engine system.

2. The exhaust gas control method according to claim 1, characterized in that: Determining the actual exhaust flow rate of the exhaust pipe includes: respectively determining a current exhaust flow rate of the engine, a current gas density of the exhaust pipe, and a current exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device; The actual exhaust flow rate of the exhaust pipe is obtained by performing calculations based on the current exhaust flow of the engine, the current gas density of the exhaust pipe and the current exhaust cross-sectional area of ​​the exhaust cross-sectional adjustment device.

3. The exhaust control method according to claim 2, characterized in that: Determining the current exhaust flow of the engine includes: Determining a current intake air flow rate of the engine and a current fuel injection amount of the engine; The current exhaust flow rate of the engine is obtained by performing calculations based on the current intake flow rate of the engine and the current fuel injection amount of the engine.

4. The exhaust gas control method according to claim 2, characterized in that: Determining the current gas density of the exhaust pipe includes: determining a current gas temperature of the exhaust pipe and a current gas pressure of the exhaust pipe; The ideal gas state equation is used to calculate the current gas temperature of the exhaust pipe and the current gas pressure of the exhaust pipe to obtain the current gas density of the exhaust pipe.

5. The exhaust control method according to claim 1, characterized in that: Determining the target exhaust flow rate of the exhaust pipe includes: Determining a current speed of the engine and a current fuel injection amount of the engine; The target exhaust flow rate of the exhaust pipe is obtained by searching in a pre-calibrated exhaust flow rate MAP according to the current rotation speed of the engine and the current fuel injection amount of the engine.

6. The exhaust gas control method according to claim 1, characterized in that: Determining the adjustment position opening of the exhaust cross-section adjustment device according to the actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe includes: The actual exhaust flow rate of the exhaust pipe and the target exhaust flow rate of the exhaust pipe are input into a PID controller to obtain the adjustment position opening of the exhaust cross-section adjustment device.

7. The exhaust gas control method according to claim 1, characterized in that: Determining the target position opening of the exhaust cross-section adjusting device according to the adjustment position opening of the exhaust cross-section adjusting device and the feedforward position opening of the exhaust cross-section adjusting device includes: The position opening of the exhaust cross-section adjusting device and the feedforward position opening of the exhaust cross-section adjusting device are added together to obtain the target position opening of the exhaust cross-section adjusting device.

8. An exhaust control device, characterized in that: A controller applied to an engine system, wherein an exhaust cross-section adjusting device in the engine system is controlled by the controller, and the exhaust cross-section adjusting device is used to adjust the exhaust cross-section of an exhaust pipe of an engine in the engine system, and the device comprises: a first determining unit, configured to determine an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe; a second determining unit, configured to determine an adjustment position opening of the exhaust cross-section adjusting device according to an actual exhaust flow rate of the exhaust pipe and a target exhaust flow rate of the exhaust pipe; a third determining unit, configured to determine a target position opening of the exhaust cross-section adjusting device according to the adjustment position opening of the exhaust cross-section adjusting device and the feedforward position opening of the exhaust cross-section adjusting device, and adjust the position opening of the exhaust cross-section adjusting device to the target position opening; Among them, the feedforward position opening of the exhaust section adjustment device is the position opening of the exhaust section adjustment device of the engine system under the target turbine efficiency and current turbine inlet equivalent flow scenario, and the target turbine efficiency is the turbine efficiency corresponding to the current turbine equivalent speed and the current turbine expansion ratio of the exhaust gas turbocharger in the engine system.

9. An electronic device, characterized in that: include: Memory and processor; Wherein, the memory is used to store programs; The processor is used to execute the program, and when the program is executed, it is specifically used to implement the exhaust control method according to any one of claims 1 to 7.

10. A computer storage medium, characterized in that: Used to store a computer program, which, when executed, is used to implement the exhaust control method according to any one of claims 1 to 7.

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